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2013 Buick Verano Turbo - First Look

A Hi-Po baby Buick.


By Shaun Bailey
June 11, 2012

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<!-- /Main photo wrapper --><!-- test output end: --><!-- the article, at a glance, downloads, top competitors, from buying guide --><!-- left column -->The new Buick Verano is a perfectly nice small car, and slots in well below the larger Regal. But the little Buick lacks the styling vigor of its larger relative and thus we have been somewhat dismissive of it. That is about to change with the inclusion of some turbocharged spice.

2013 Buick Verano Turbo




In our initial drive of the 2012 Buick Verano we found it to maintain a sturdy level of quietness and comfort. It's even enjoyable to drive, if not as dynamic as the Chevrolet Cruze of which it shares its architecture. The Verano of yet has only been available with the 2.4-liter four-cylinder Ecotec direct-injected engine with a 6-speed automatic. There is a lack of excitement with the available 180 horsepower.

2013 Buick Verano Turbo




Well rather than drop in the 1.4-liter turbo from the Cruze into the Verano, which would have been all well and good, Buick upped the ante with the 2.0-liter turbo from the Regal, taking the power from a modest 180-hp in the base Verano to a whopping 250-hp. That's more power then is on tap in even the Regal turbo, but a bit less than the Regal GS. And while the 6-speed auto is available with the turbo engine, they've also mated it to a proper 6-speed manual with unique gearing to match the 3520-curb weight.

2013 Buick Verano Turbo




It's a true sleeper. Even with all the added power the wheels and tires remain unchanged in the turbo Verano. A slightly improved suspension is said to give a more dynamic feel, but it is not a GS model, even if it has nearly the same power to weight ratio as it's performance oriented big brother it doesn't have the aggressive MR suspension or Brembo brakes. It does have that ultra-cool no-lift shift feature though.

2013 Buick Verano Turbo




The Verano Turbo promises to provide over 30 mph on the highway and sprints to 60 mph in a GM estimated 6.2 seconds. With the no-lift-shift technology incorporated, we suspect we'll get closer to 6 flat in our testing. It should cost less than the new 2.4-liter Acura ILX and come with more standard equipment. The only options on the Verano Turbo are a sunroof, navigation and wheel design. The backup camera, blind spot detection, leather interior and IntelliLink are all standard. To differentiate from a regular Verano will be dual exhaust tips, and if you need more style, we suggest that you choose the new Luxo Blue Metallic paint. But if you want to fly under the radar, opt for the Carbon Black Metallic and enjoy speeding in anonymity, comfort and quietness.

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<TABLE class=default border=0 width=186><TBODY><TR><TD></TD></TR><TR><TD>First Drive
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Bonus Post for those who want more POWER then the Buick

2012 Bugatti Veyron 16.4 Grand Sport Vitesse - First Drive

Ever set your cruise control at 124 mph?

By John Lamm / Photos by the Author
June 12, 2012

Slideshow >>
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<!-- /Main photo wrapper --><!-- test output end: --><!-- the article, at a glance, downloads, top competitors, from buying guide --><!-- left column -->That’s what Pierre Henri Raphanel had me do just before we got to the banking at a high-speed test track in Spain. Turns out 124 (an even 200 km/h) is the neutral hands-off speed on the banking and at Raphanel’s prompting I’m downshifting 7-6-5-4 without slowing. The road flattens. We do the same with the gas pedal.

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Behind us is the same 8.0-liter quad-turbo W-16 used in Bugatti’s Super Sport, but now in the open-top body. That means we are being rushed forward by 1200 bhp and 1105 lb.-ft. of torque. Plus a wonderful sound, a roar of engine and turbos with an occasional component that sounds oddly like a boiler about to blow.

2012 Bugatti Veyron 16.4 Grand Sport Vitesse




Adding 199 Horsepower
As with the Super Sport, adding 199 bhp meant numerous elements of the car needed reworking. On the engine the main differences are larger turbos, new intercoolers and ducting to feed air to the system. There are revised ratios in the 7-speed dual-clutch DSG transmission. The all-wheel-drive chassis’ ESP has been reworked and comes into effect a bit later than in the “normal” Veyron. The Vitesse rides on new 20-in. wheels and, not surprisingly, more air is routed to the brakes.

2012 Bugatti Veyron 16.4 Grand Sport Vitesse




On the highways in Spain the Vitesse is one of those modern wonder cars that is as tractable driven slowly through a village as it is at speed on a winding road. We much prefer the latter, of course, and found the Bugatti to feel much more agile and smaller than you’d expect.

2012 Bugatti Veyron 16.4 Grand Sport Vitesse




Visually the Vitesse looks even more aggressive than the original Veyron, not that the design needed it. The main changes come in the form of adding or venting air, like the larger, horizontally split intakes to the sides of the horseshoe grille. Then there are the large air intakes on the roof, which are part of the rollbar system. Out back are twin tailpipes. Leather and carbon fiber are the interior themes, and if you’re considering a Vitesse, opt for the black trim to replace the interior brightwork.

2012 Bugatti Veyron 16.4 Grand Sport Vitesse




Back to the High Banks
So the track flattens out and the gas pedal is to the floor. There’s a new spoiler that you add manually to the rear of the windshield header after removing the roof. As speed rises the side windows come up automatically and there is surprisingly little buffeting as we crank through 150 mph and keep going. Raphanel, who is riding shotgun, is the man who drove a Super Sport to the production-car speed record of 267 mph, and looks surprisingly relaxed as we quickly approach the prescribed braking zone. The speedo is still rising and just before getting on the brakes it displays 325 km/h or 201.9 mph.
That was fun.

2012 Bugatti Veyron 16.4 Grand Sport Vitesse





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• Aston Martin One-77
• Ferrari 599GTO
• Lamborghini Aventador LP700-4
• Pagani Huayra
• Porsche 911 Turbo / Turbo S

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Twisty Road Action: 2013 Bugatti Veyron 16.4 Grand Sport Vitesse >>
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Caught Testing: 2012 Bugatti Veyron Grand Sport Super Sport >>
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Riding in the 2012 Aston Martin One-77


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  Unlike most Astons, there is nothing subtle or restrained about the One-77. | March 12, 2012| Stan Papior
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Riding in the 2012 Aston Martin One-77
The Ultimate Aston Lives Up to Its Price Tag
By <A id=disclaimer_popup href="http://www.insideline.com/staff/email-disclaimer.html">Steve Cropley, Contributor | Published Mar 13, 2012
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As the speedo arced past 130 mph, it surenly stuck me that the approaching right-handed kink, which on every previous visit to Aston's Gaydon test track I'd regarded as a benign sort of crooked straight, had rapidly turned into a bona fide corner, the kind of obstacle for which you must lose speed or regret it.
Yet we did not slow. Instead, the velocity of our 2012 Aston Martin One-77 kept rising at a rapid rate. Then I remembered that the track was very wide. This, as the relentless acceleration continued, provided only momentary comfort. It was at that point, right at the jaws of the bend, that we stopped accelerating and I glanced again at the speedo that was just short of 160 mph.
A smooth suggestion of right lock from Chris Porritt, chief engineer of the One-77 program and a quality wheelman, and the car began to corner hard, then harder. Under what were now mighty cornering forces, it refused to roll, staying mysteriously, immaculately on line. Then we were straight and accelerating strongly again, back on the power and heading for 200 mph (we managed 192) until it was time for the carbon-ceramic pads to grab their discs and wash off 150 mph in a couple of hundred yards so we could negotiate the 180-degree hairpin not far ahead.
Getting in the Seat
I had known all along that this was going to be an extraordinary day. Today, I was to do what no writer in Europe had so far managed: get my backside into the £1.4 million 2012 Aston Martin One-77. The car is considered so exclusive that the company principal, Ulrich Bez, had decreed that no stranger would so much as ride in it until the 77-strong customer body had bought its cars, lest they be tainted or discouraged by something they read in the press.
Even today there would be no driving, but I was being offered the next best thing: a ride on the limit with the guy who had been involved in this car's creation from the beginning. Porritt knew, and could justify, the One-77's every design and engineering feature. He could also handle its 7.3-liter, 750-horsepower V12 with an aplomb I was never going to acquire in a mere day at the wheel. Or a month, for that matter.
Birth of the One-77
When the car was commissioned roughly four years ago, says Porritt, the One-77 team was given two clear goals. First, it was to build the best, fastest, most technically advanced and most radical Aston the company could create, almost without regard to cost. Second, it was to investigate design routes and key technology that Aston might use in its next-generation models.The One-77 recipe might come from four years ago, but it could have been written today. Instead of the now familiar sheet aluminum VH platform that underpins the existing models, the 2012 Aston Martin One-77 substitutes a race-style, hand-laid carbon-fiber chassis tub of the utmost rigidity. It then combines structures in honeycomb-reinforced carbon and aluminum at the extremities to carry the suspension and transaxle out back and the suspension and engine in front, both of which are protected by deformable "crash cans."
It uses the existing forged suspension wishbones — because they're good — but devises a new inboard mounting system for the race-quality spring and damper units that will allow the hood, and thus the whole car, to be lower, while also reducing unsprung mass. The chassis is clothed with handmade aluminum panels using a bonding process created by Airbus for airplanes. There are plenty of aluminum parts as well, including the suspension pick-ups, bell cranks, engine mounts and various bracketry.
Insane Power and Styling To Match
Aston sent its 6.0-liter V12 to Cosworth Engineering for a power hike, telling it not to give the engine back until it could make more than 700 hp and weigh 10 percent less. Cosworth bored and stroked the engine to 7.3 liters and then eliminated the old-tech shrunk-in cylinder liners in favor of a spray-on coating, among other things. The V12 returned with output ratings of 750 hp and 553 pound-feet of torque. Oh, and it weighed 15 percent less than before, too.
Aston's designers did their part to create a car with an instantly different look compared to the standard cars. The One-77 sits lower, with a heavily waisted body, huge rear haunches, small overhangs and a set-back greenhouse. They also updated and simplified the interior that, as in other Astons, has been looking old for years.
The designers also made sure that every metal trim part is machined to minute accuracy from billet, and every surface speaks of quality. The whole thing is built with Swiss-watch precision using hand-picked staff of reassuring age and experience. It all adds up to a car that can command the equivalent of nearly $2 million U.S.
A Very Different Aston
When you approach the car, you'll instantly notice how different its proportions are from Aston Martins you know. The 2012 Aston Martin One-77 is similar in length to the DBS and DB9, but the wheelbase is nearly 2 inches longer and the whole car is lower. Chalk it down to the influence of those inboard front suspension units. They, along with a new dry-sump system for the engine, allow the engine to be farther back and 3.9 inches lower in the car.
The driver is nearly 4 inches lower, too, but the car itself is only about 3 inches lower because there's about an inch more headroom. The cabin is even farther back toward the rear axle — this is a pure two-seater — and its wasp-waisted body allows very easy access.
Open the butterfly doors and you see an interior that could only be an Aston. Low seats, lots of double-stitched leather and a big waterfall center stack. You might recognize the jewellike speedo and tachometer adopted from other models. Your seat is very low and deep, with high side bolsters, but you can still see well.
The starter whirrs seamlessly, then the V12 bursts raucously into life. In the first seconds of running, it is clear the dominant sound in this car is always going to be the engine. You hear mechanical sizzles and induction roar, and once the engine passes 2,200 rpm in Sport mode, you hear most of the exhaust, too. In normal (or Town mode) the car's management computer keeps the butterflies shut to a more respectable 4,500 rpm. But it's vocal, so the owner will need to get used to it.
Serious Hardware
The One-77 uses a rear-mounted six-speed automated manual gearbox instead of a dual-clutch system because it is lighter and much easier to package with the diff. Aston also feels it has done enough to make the box work well with the mammoth torque it must handle.
It proves up to the task. You can have smooth, slurred changes at medium-low revs in town or quick shifts under full noise. There's a "drive auto" setting that will please some owners, but Porritt never used it.
The suspension is very firm but the car always stays flat, courtesy of the long wheelbase and very wide tracks. The car is just short of 6.5 feet wide, and the wheels go right to the extremities, but when Porritt deploys the full 750 hp, it is easy to see why this suspension must impose serious discipline.
It delivers immense thrust off the line and there is a big head-toss on the 1st-to-2nd gearchange. I'm forced way back into my seat, but the thing I'm really noticing is how the wheels are still trying to spin as we select 3rd. They would be scratching about even more if not for the traction control system. This is another of those cars in the Bugatti-McLaren mold that can always, literally, go faster than you desire.
Handling? Sticky tires on huge wheels, ultrawide tracks, zero overhangs and most mass located well inside the wheelbase make this car easy to set up as a neutral handler, and that's what Porritt and his team have done. The car much prefers to stay on line, but you can make it break away any time with power — as long as the traction control is off.
Deploy the handsome folding rear wing (or it pops up by itself at 80 mph) and the car gently understeers in long fast bends, says the engineer. I find "gentle" an incongruous word for this car, in any context.
Is It Worth Millions?
The car is a complete surprise to me, for its sheer single-mindedness. The noise is dominant and the ride is firm. It requires a driver who is dominant and never apologetic.
I had expected this Aston to be a classic old gentleman's GT: in other words, hugely potent but, above all, polite and refined. But this is not the case. The 2012 Aston Martin One-77 is raw. It is made for delivering ultimate performance from a long hood/short deck configuration.
It is a driving challenge, never a pushover. My respect for billionaires — or at least the 77 who will have a chance to own one of these — has just gone up.
Portions of this content have appeared in foreign print media and are reproduced with permission.

 

That Aston is ugly, nvr was a fan of the One-77

 

OH aston, how i want you. ill take a one- 77, but for looks reasons, id still rather have a DB9. but ill take then engine in the one-77!