Bugatti veyron delivery

via REALMCR12

Meet the man Who Built cars for F-7

Summer brings with it an onslaught of the year's biggest movies featuring some of Hollywood's brightest celebrities. But not all of the most memorable on-screen characters have been played by actors or actresses. The Dodge Charger in the "The Fast and the Furious" flicks, the Batmobile, and Green Hornet's Black Beauty are just some of the vehicles that carjacked the limelight from their bipedal counterparts. Behind every big car build is an even bigger car guy. In the case of those three automotive stars, it's Dennis McCarthy. McCarthy, the owner of Vehicle Effects, has worked on a number of films as a Picture Car and Transportation Coordinator. "Taken 3," "Man of Steel," "Teenage Mutant Ninja Turtles," "Total Recall," "The Green Hornet" -- his IMDB credits are every car guy-slash-geek's fantasy. With a shop located in Sun Valley -- 10 miles north of Hollywood -- McCarthy's crew of mechanics, fabricators, and designers build custom cars from the ground up. Whatever the studio's vehicular imagination, Dennis sees it to real-world fruition. Now that "Furious 7" is upon us, get to know the man responsible for the cars from the past five films. 

Dennis McCarthy

How did you get into the picture car business? 
Back in 1990, I opened up a shop in Burbank where I did a lot of hot rod and custom car builds. I started to do mechanical and maintenance service for Disney and NBC vehicles, and after a while, I was introduced to producers for my work. The first feature film I worked on was "Dragonfly" with Kevin Costner where I modified a bus to be able to handle off-road duties. After that, I got a call from Universal to work on the cars from "Bruce Almighty," and that's when picture cars turned into a full-time job.

 When it comes to picking car makes and models for a FF film, what goes into the consideration process? It's mostly character-driven. I want a fan to see a photo of a car before watching the film and be able to identify who would be driving it. The car also needs to match the geographical look and capability of where we're filming.

Fast and Furious films seem to try to outdo the last. What's the biggest stunt in the seventh? 
"Fast and Furious" always goes big. One of the most challenging scenes in "Furious 7" was an epic off-road sequence that takes place on a mountain pass. The cars had to withstand abuse that is typical of a Baja desert race.



 Which vehicle required the most extensive build? 
Dom's off-road Charger from the mountain scene. It's basically a trophy truck built from scratch that's been made to look like a Dodge. The only part that's Charger is the roof and A- and B-pillars. We had three months to build seven of them, and it took all three months. 

What's the most painful car you had to wreck?
 The off-road Chargers. Only one of the seven survived. I still have nightmares about their demise.

 In this film, cars fly. Why and how'd you make that happen? The why part comes from Chris Morgan, the writer. How it happened was a combination of stunts and visual and digital effects.

 

If you could describe Walker using three words, what would they be? 
Genuine. Caring. And, again, true friend. 

Of the 30 films to your credit, do you have a favorite one, or is it like picking a favorite child? 
The "Fast and Furious" films are my favorites. There is no other franchise that puts more effort into featuring the best possible vehicles. 

If you could upload only one movie on your phone -- a film you didn't work on -- what would it be? 
One of my favorite childhood films is "The Gumball Rally." The best part is when the Ferrari Daytona races the AC Cobra down the L.A. River. 

If you could take any car home from the FF films, which one would it be? 
I love the 1969 Dodge Charger Daytona from "Fast & Furious 6." It's basically my interpretation of what a Daytona should be, nose pulled back, rear wing dropped a bit, and the numerous other subtle touches that give it a more streamlined look. That Daytona would look great parked in my garage.

Original Article Published In MotorTrend

LAMBORGHINI ASTERION- THE NEW HYBRID

Lamborghini is used to attention. Even near the headquarters locals will drop what they're doing to check out the latest fighter-jet-inspired supercar. The Asterion concept, though, will be grabbing more attention than any recent Lamborghini, and debuts at the 2014 Paris Motor Show. Some will gawk at the new shape, which has far more in common with the brand's GT cars of the 1970s than anything it's done since. The upright windshield, low hood, and long, sloping deck offer hints of the Jarama, Espada, Urraco, and even Miura. Many, though, will be far more interested in what's under that hexagonal rear glass. As you might've guessed, there's a 602-hp 5.2-liter V-10 producing 413 lb-ft of torque under there, but that's just the beginning. Between the V-10 and a seven-speed dual-clutch transmission is an electric motor that serves as power booster, starter, and generator. Ahead of the engine is not a driveshaft for the front axle, as in a traditional Lamborghini, but a lithium-ion battery pack. That doesn't mean the front wheels are unpowered, however. Up front are two electric motors, each driving a wheel. Together, Lamborghini says the electric bits produce 295 hp. Altogether, the Italians say the Asterion produces 897 hp and will hit 62 mph from a stop in 3.0 seconds flat (which is probably conservative) on its way to a 199 mph top speed.

As if a plug-in hybrid that doesn't look like a doorstop wasn't enough of a deviation from modern Lamborghini dogma, the Asterion doesn't take its name from a fighting bull, either. Rather, Asterion is the proper name of the half-man, half-bull beast known colloquially as the Minotaur in ancient Greek mythology. Lamborghini says the name was chosen in keeping with its tradition of naming its cars after bulls, but with an added twist symbolic of the plug-in hybrid powertrain. As the company puts it, "the strength of a bull delivered by the naturally aspirated engine is combined with the human rationale delivered by the hybrid technology." Unfortunately, Lamborghini seems to be confusing the Minotaur, which had the body of a man and the head of a bull, with the Centaur, which had the body of a horse and torso and head of a man. Lamborghini sources tell us the Asterion isn't for sale, though we suspect if it's well-received, it will be. Lamborghini says the technology is available today and would put a serious dent in the company's fuel economy and emissions problems, which aren't going away as governments worldwide tighten their regulations. Given the availability of the technology in the vast Volkswagen Auto Group parts bin, Lamborghini would likely be able to put the car into production relatively quickly. If that happens, we expect a price tag well above the Huracan's almost $240,000 starting point.

C63 AMG Mercedes-Benz

We were big fans of the C63 AMG and its naturally aspirated 6.2-liter V-8. But all good things must come to an end. The C63 AMG is dead. Long live the 2015 Mercedes-AMG C63.

FRONT VIEW 

 No, that's not a typo. Mercedes is following through with what it started with the Mercedes-AMG GT, dropping the "Benz" and replacing it with the name of its Affalterbach-based tuning arm. Though its name has changed, the C63 is still a C-Class stuffed with a V-8 engine -- just not the M156 we fell in love with. As we first heard this year in Geneva, that engine has been replaced by the M177, a twin-turbo 4.0-liter V-8 that Mercedes says is a close relative of the M178 found in the Mercedes-AMG GT. The engine in the standard C63 makes 469 hp and 479 lb-ft of torque, which is more than the base GT's 456 hp and 443 lb-ft. The C63 S model makes the same 503 hp as the GT S, but significantly more torque at 516 lb-ft (compared to the GT S' 479 lb-ft). Both 2015 Mercedes-AMG C63 variants route power to the rear wheels via an AMG Speedshift MCT seven-speed automatic transmission. 


Just like the GT, the C63 tucks its two turbochargers inside the V-8's valley. This makes the powertrain more compact and also optimizes responsiveness. In addition, the C63 gets the GT's dynamic engine mounts, which can vary their stiffness depending on driving conditions. Also variable is the sound emitted from the C63's four tailpipes. A standard sports exhaust system uses an electronically controlled exhaust flap to alternate between a low-key hum for long-distance driving and a more visceral sound for spirited canyon romps. For even more aural control, a performance exhaust system is available with three electronic flaps. Mercedes claims the C63 will be the most efficient eight-cylinder car in the high-performance segment. Helping in that mission is a new "Gliding Function," which can decouple the engine from the drivetrain if the driver lifts off the throttle between 37 and 99 mph. The automaker says that the new C63 consumes roughly 32 percent less fuel than its predecessor. 


As you might expect, the C63 looks like a standard C-Class with the usual AMG visual tweaks applied. The car gets AMG's "A-wing" front valance, as well as a front splitter for improved downforce. In back is a rear diffuser insert with three fins, which fills the gap between the characteristic AMG quad exhaust tips. The C63's interior is what visually sets it apart the most from its lesser C-Class siblings. A three-spoke, flat-bottom steering wheel features a red strip that marks the 12:00 position and is placed in front of a two-binnacle gauge cluster with carbon weave-pattern dials. That carbon theme continues on the center stack, which features an IWC analog clock, AMG Dynamic Select switch, COMAND touchpad, and other controls specific to AMG models. Sports seats upholstered in MB-Tex vinyl and Dinamica microfiber come standard, while performance seats with more bolstering and a lower seating position are available. 


Price Range: $38,400 - $63,000

2015 Mercedes-Benz S550 Plug-In Hybrid

SIDE VIEW MERCEDES-BENZ PLUG IN HYBRID 

mobiseries Keyguard Protector For 15.6 Inches All Laptops 15.6 Inches All Laptops Keyboard SkinIf Benz's flagship wants to earn some green cred, then it's going to need much more than just stop-start technology to balance out the beastly (and fun) S63 AMG 4Matic and S65 AMG. That's where the 2015 Mercedes-Benz S550 Plug-In Hybrid comes in. We recently headed to Germany for the 2016 Mercedes-AMG GT's world premiere, which was a look-but-don't-drive affair, but Benz did hand us the keys to the hybridized S-Class for a short drive in and around Stuttgart.

Mercedes says the goal for the 2015 S550 PHEV could be summed up in three numbers: 8, 4, and 0. Specifically, it should provide eight-cylinder performance, four-cylinder efficiency, and zero-emission capability.

INTERIOR OF PLUG IN HYBRID MERCEDES-BENZ

Those numbers sound promising, especially compared to the last-generation S400 Hybrid. That car combined a 3.5-liter V-6 (275 hp and 258 lb-ft of torque) with a tiny electric motor (20 hp and 118 lb-ft) housed within the seven-speed auto. Acceleration was decent at 7.0 seconds flat and its EPA rating of 19/25 mpg city/highway wasn't a significant improvement over its gas-only counterpart. Additionally, the S400 was more of a mild hybrid that could run on a pure electric mode. To be fair, this was Benz's early effort into hybridization, and the lessons learned from that car were applied to the much improved sedan we get today.

BACK SIDE PLUG IN HYBRID MERCEDES-BENZ

For starters, the 2015 Mercedes S550 PHEV features the automaker's new 3.0-liter twin-turbo V-6 that's already making its way into the Benz lineup. Here, it makes 329 hp and 354 lb-ft. The S550 PHEV also gets a bigger and more robust electric motor rated at 114 hp and 251 lb-ft that is still fitted within the transmission, but can now operate on its own thanks to the addition of a clutch between it and the engine. According to Benz, the S550 PHEV will have a zero-emissions range of 20 miles, with top speed limited at around 54 mph. (Top speed with the engine is 130 mph.) So how does it deliver on the promise of eight-cylinder performance? Pretty well. As expected, the electric motor provides a fair amount of thrust off the line. Moments later the V-6 steps in seamlessly, with both providing plenty of steam well above highway speeds. A short jaunt on an unrestricted portion of the Autobahn further solidified the powertrain's strength, with the sedan eagerly reaching its top speed in no time. Benz provides a 0-62 mph estimate of 5.2 seconds, which sounds about right and isn't too far behind the last S550 we tested (0-60 mph in 4.7 seconds). We'll have to wait a bit to find out if it delivers on its four-cylinder-like fuel economy. The official European Union test results returned a very optimistic combined rating of 100.9 mph.

PLUG IN CHARGE MERCEDES-BENZ

The 8.7 kW-hr lithium-ion battery sits above the rear axle and is water-cooled. Weighing in at 251 pounds, the battery pack occupies 3.4 cubic feet of space above the rear axle, reducing the trunk capacity to 12.2 cubic feet, compared to 16.3 cubic feet in non-hybrid models. The hybridized S-Class features a 3.6 kW on-board charger with the connection for the cable located in the rear bumper on the passenger side. Mercedes says charging the battery should take approximately two hours and 45 minutes using a level 2 charger, and wireless charging is on the way. The S550 PHEV proves that Mercedes is finally getting serious about hybridization. The powertrain was developed and built to be a modular system, which means it'll eventually make its way into other models including the C-Class and SUVs such as the M and GL-Class. Pricing and official fuel figures should be announced closer to its debut, perhaps at the upcoming Los Angeles or Detroit auto show.

INTERIOR INSTRUMENT CLUSTER FOUR MODE

2015 BMW 2 Series Convertible Enjoy open air experience @ $38850

The 2014 BMW 2 Series Coupe has already made waves in the U.S., but now the compact can drop it when it's hot with the arrival of the 2015 2 Series Convertible. Set to make its world debut at the 2014 Paris Motor Show, the convertible will start arriving in showrooms in early 2015 with a starting price of $38,850.

BMW SERIES 2 FRONT

Like its fixed-roof counterpart, the 2 Series Convertible will also be available in two versions: the 2015 BMW 228i convertible and the 2015 BMW M235i – the very first open-top M Performance Bimmer offered in the U.S. The 2015 228i gets the usual 2.0-liter turbocharged I-4 under the hood, making 240 hp and 255 lb-ft of torque, while the M235i gets BMW's 3.0-liter turbo I-6, which pushes out 320 hp and 332 lb-ft of torque. Both cars come standard with an eight-speed automatic, though the M235i will be available with a short-throw six-speed manual for those who like to row their own gears. The 228i will start at $38,850, while the M235i starts at $48,650 including destination. Adding the automaker's xDrive all-wheel-drive system commands an extra $1800, however, the 228i xDrive will be the only one available at launch, while the 235i xDrive will come later down the line.

SIDE VIEW

Although EPA numbers haven't been officially revealed, we can look to those of the coupe for guidance. Compared to the outgoing 128i Coupe, the 228i coupe is 30 percent more efficient, while the 235i is 20 percent more efficient than the 135i Coupe. That means the 2015 2 Series Convertible should also boast improved numbers, but then again, buyers of the drop-tops probably won't care as much about fuel economy as they will about all the performance goodies, especially the ones in the M235i Convertible. Like the coupe, the convertible also gets a bunch of standard upgrades: M Adaptive Suspension, M brakes, a sport-tuned steering setup, 18-inch M wheels, and Michelin Pilot Super Sports. The typical M-exterior treatment also applies to the M235i.

INTERIOR BMW SERIES 2

Since the 2 Series Convertible's predecessor was such a big hit, designers didn't want to mess with too much of a good thing, however, they were able to improve on a few things. While the 2 Series Convertible keeps the signature "boat deck" look, its softtop has been enhanced with extra insulation for an even quieter cabin. BMW claims the added soundproofing cut interior noise by 5 dB(A) in the front seats and 7 dB(A) in the rear, but if you care more getting some Vitamin D than noise, the electrically operated softtop can be closed and opened in 20 seconds at speeds up to 30 mph. If it's equipped with a Comfort Access option, you can remotely drop the top or fix it into place. Although the black softtop comes standard, a silver effect option that adds a subtle metallic sheen to the fabric is available with certain exterior paint colors.

BMW SERIES 2 IN MOTION

Inside, the BMW 2 Series Convertible looks just like all other BMWs, but compared to its predecessor, it's more spacious. Access space through the rear is 0.4 inch larger, and although SAE volumes aren't yet available, BMW says trunk capacity is 9 percent larger when the softtop roof is up, and 7 percent larger when it's folded into the trunk. The fact that the width of the opening has increased by 1.4 inches should also result in increased trunk capacity. Even the opening from the trunk to the rear seats (when folded) has also grown in size, making it possible for owners to easily load not one, but two 46-inch golf bags or two snowboards. We've already had plenty of nice things to say about the 2014 M235i, so we don't doubt that we'll also love having the wind blow through our hair in the 2015 M235i Convertible. But we won't know for sure until we get our hands on one after the 2015 BMW 2 Series Convertible starts arriving in showrooms across the U.S. in early 2015.

2016 Mercedes-AMG GT First Look

Mercedes Benz 2016 Amg Gt

The 2016 Mercedes-AMG GT is an all-new model, but comparisons between it and the outgoing SLS AMG GT will undoubtedly be made. It's now time to say goodbye to the SLS GT's memorable and flashy gullwing doors, along with its burly and rowdy-sounding 6.2-liter V-8. The Mercedes-AMG GT also packs an eight-cylinder, but it's a smaller displacement mill that's sporting two turbos. You'll also notice the new car's spiffy name (no "Benz") that the automaker says is a preview of naming changes for upcoming AMG products. We'll report on that name game at a later date. For now let's focus on the AMG GT, which is the second car to be completely designed and developed by the folks at Affalterbach. Like other recently launched AMG models, the Mercedes-AMG GT will be offered in a base and an S model. Both are powered by an all-new 4.0-liter, twin-turbo V-8 that makes 456 hp and 443 lb-ft of torque in the base GT and 503 hp and 479 lb-ft in the GT S. This engine, which was developed specifically for the GT and is also referred to as the M178, showcases a special turbo setup dubbed "hot inside V." Here, the two turbochargers sit within the engine's V configuration, as opposed to the typical layout, in which the turbos are placed outside of the cylinder banks. This setup gives the M178 its compact dimensions.
MORE ON AMG
 Coupling that with the M178's dry sump lubrication system allowed engineers to mount the engine low in the bay, improving the GT's center of gravity.

SideView of Mercedes Benz AMG

Those turbos also give the M178 a fat torque curve. For starters, max torque in the GT arrives at just 1600 rpm and 1750 rpm for the GT S (peak horsepower is around 6000 rpm for both). For comparison, the M159, 6.2-liter, naturally aspirated V-8 (583 hp and 479 lb-ft) that powered the SLS AMG GT spun at 4750 and 6800 rpm to reach max torque and horsepower, respectively. We've praised the M159 for its linear power delivery, and AMG is promising the same from the M178. Like the SLS, the Mercedes-AMG GT is fitted with a seven-speed dual-clutch transmission in a rear transaxle setup. Mercedes says the GT's gearbox is improved with a larger gear ratio spread and quicker shift times. That said, the Mercedes-AMG GT is estimated to run from 0 to 60 mph in 3.9 seconds, with the GT S a few ticks quicker at 3.7 seconds. Top speed for the GT and GT S is 189 and 193 mph, respectively. AMG's new sports car will be the first model to be offered with the AMG Dynamic Plus package. This package, which is exclusive to the GT S, consists of variable engine and transmission mounts. The system essentially softens the mounts during relaxed driving and stiffens them when it comes time to tear through canyons or the track. The AMG Dynamic Plus package also includes a stiffer suspension setup, more negative camber at the front axle, and revised steering. Out back, the GT S features an electronically controlled rear-axle locking differential, while the GT is fitted with a mechanical locking diff.

Awesome Dash Board  

AMG ENGINE

Highlighting the Mercedes-AMG GT's cabin are the eight buttons and knobs arranged on the center console to mimic the engine's cylinder layout. The knob on the upper left controls the AMG Dynamic Select drive modes that include Comfort, Sport, and Sport Plus, with each mode adjusting throttle response, steering, and the optional performance exhaust and variable engine and transmission mount system. An Individual mode allows customizable settings, while a Race mode is exclusive to the GT S and adjusts the transmission and engine to their most aggressive setting. After the SLS, the GT is the second car developed and engineered exclusively by the folks at AMG. Your first chance to grab AMG's latest effort will come in the spring of 2015 when the Mercedes-AMG GT S starts arriving in showrooms. The AMG GT, however, won't arrive until the following year. Pricing details should come closer to launch date, so we'll have to wait a bit longer to see how the GT compares to the SLS, whose price tag crested the $200,000 mark.

Jaguar XE 2016

There's no denying the importance of a compact sport sedan if you're a premium automaker. It serves as an aspirational vehicle to hook in young and affluent buyers, while showcasing a distilled example of the latest and greatest from the automaker. Jaguar has lacked such a car for almost five years, when the last X-Type rolled off the line. Widely overlooked due to heavy hitters such as the BMW 3 Series and Mercedes-Benz C-Class, the X-Type's demise was the catalyst for Jaguar to come up with something better. And at first glance, the XE looks very promising.

JAGUAR'S XE 2016 EDITION 

XE DASHBOARD

For starters, the XE is the first to ride on Jaguar's new modular platform that allows for a rear- or all-wheel-drive configuration. Lightweight aluminum is used extensively throughout the sedan, from its body structure to suspension components.

XE DOOR SIDE

Jaguar has released details only on the XE S, which will be the top-of-the-line model (for now, anyway). The XE S is powered by a 3.0-liter, supercharged V-6 that's mated to an eight-speed automatic, the same mighty powertrain used in the F-Type coupe and convertible. With 340 hp and 332 lb-ft of torque on tap, the Jaguar XE S will run from 0 to 60 mph in an estimated 4.9 seconds. Top speed is electronically capped at 155 mph. For comparison, BMW says its 300-hp 335i sedan (with the eight-speed auto) goes 0-60 in 5.1 seconds, while the 306-hp Lexus IS 350 F-Sport is listed at 5.6 seconds. Not only does the Jaguar XE S have more power than those two cars, but its aluminum-extensive body also gives it an advantage when it comes to curb weight. The automaker says the 2016 XE S tips the scales at about 3249 pounds, making it more than 300 pounds lighter than the Lexus and BMW. Also a first for a Jaguar is the XE's electric power steering system.

XE'S TAILPIPE

Overall, the XE's sheetmetal looks very muscular. The design is also aerodynamic, giving the XE a drag coefficient of just 0.26. Its lines are clean, and design cues mimic other Jag models. The front clip, for example, features a rectangular grille similar to the XF's. The lower air dams are very aggressive, and the J-Blade LED running lamps are another familiar Jaguar design trait. The 20-inch wheels shown in the photos are optional and emphasize the sedan's short front overhang. Out back, the taillight treatment is inspired by the F-Type. The XE's 111.6-inch wheelbase and overall length of 183.9 inches are comparable to its main competitors, and Jaguar promises ample interior space. Inside, the center console sets the tone for a simple layout. Two rows of buttons are dedicated to the climate control system. Below that is Jaguar's familiar rotary gear-selector knob, cupholders, and the emergency brake switch. As previously reported, the 2016 Jaguar XE will get the automaker's new infotainment system, dubbed Jaguar InControl. Jaguar claims the 8-inch touchscreen is quicker to respond to inputs and features sharper resolution. Other features include Wi-Fi hotspot capability, plain speech voice command, and smartphone integration. Owners will also be able to use their smartphones (iOS or Android) to remotely control a number of functions such as starting the engine and locking and unlocking doors.
Thanks to its modular platform, expect to see other variants following the 2016 Jaguar XE sedan. A Jaguar XE coupe would be a no-brainer and the folks in Europe will likely enjoy a shooting brake. Perhaps more exciting, however, is the idea of R and R-S versions sporting Jaguar's potent supercharged V-8, which many would consider a necessity if Jag truly wants to pounce on the BMW 3 Series, Cadillac ATS, and Lexus IS.

2015 Luxury Kia K900 V8

Kia is smart not to offer a sport package on the 2015 K900 V-8. The brand-image-boosting K900 is being launched in volumes low enough that it might not make financial sense to offer one, and, in any case, a sport package would be a mistake on a car like this. Those who want a sporty look or feel can consider a Lexus LS 460 F Sport or an Audi A8 with the sport package. As we've been learning with our long-term Kia, the K900 V-8 is best suited for the driver who wants a traditional luxury-car experience.

KIA K900 2015 V8

Rolling on 19-inch wheels with 245/45R19 tires in front and 275/40R19 Continental ContiProContacts in the back, the 2015 K900 V-8 is quiet on the highway. The suspension is also softly tuned, bordering on too soft in select driving circumstances. Roll at 40 mph across an intersection with an abrupt change of pavement height, and you'll feel it. Most of the time, though, the car does fine in a straight line. Then, as you round a corner with a reasonable amount of speed, body roll enters the picture. It's nothing out of the ordinary for a car this big, but I could still do with less of it. Slamming the throttle to the floor will cause the car's nose to lift up, making for a more dramatic exit away from a stop. I've actually come to like that -- it makes full-throttle blasts feel like more of an adventure than they really are. Unfortunately, the other side of that picture is the way the body rebounds a bit after you come to a stop with moderate braking force -- a subtle effect that more sensitive passengers might notice, and one I could really do without.


A car such as the K900 V-8 should be driven sensibly on winding back roads, but if your lead-footed son/daughter/partner gets behind the wheel, I can tell you the Kia's tires won't hesitate to point out their discomfort and, overall, you never forget you're behind the wheel of a classy-looking but very large luxury sedan. Again, if you're looking for full-size luxury sedan space with midsize luxury sport sedan dynamics, you've missed the point of this car. Even so, a Sport mode is offered as part of the drive mode select system that's standard on all 2015 K900s regardless of engine (Normal, Eco, and Snow are the other modes). The system can be accessed by pressing a button in front of the electronic parking brake lever and the attractive BMW-like gear selector stalk. It would be nice if the car could default to your last-used setting upon startup, but that's a complaint we could level against many such drive-mode systems from other brands.

The 2015 K900 V-8 luxury sedan has absolutely no pretensions of sportiness. While I would appreciate slightly less body roll, and especially, more controlled body motions, take it easy and the Kia does a pretty good impression of a name-brand luxury car.

2014 Bugatti Veyron "Ettore Bugatti"

Buggati stunned the entire world in 2005 by releasing theVeyron , its first production vehicle in 10 years. At first it was powered by a quad-turbocharged, 8.0-liter, W-16 engine rated at 987 horsepower, which was later uprated to deliver 1,183 ponies. It is mostly know for being the fastest street-legal production car in the world, with a record sitting at 267.856 mph. Its roadster version, theGrand Sport Vitesse , holds the same benchmark for the world’s fastest open-top with a top speed of 254.04 mph. Set to go out of production sometime in 2015, the Veyron is bidding the supercar market farewell through a series of "Les Legendes de Bugatti" special-edition models. The final version of the series — in all the series includes six special editions — pays tribute to Bugatti founder and designer Ettore Bugatti and Bugatti unveiled it just ahead of its official launch at the 2014 Pebble Beach Concours d’Elegance .

ETTORE BUGATTI

As with most "Legends" Veyrons, it pays tribute to a very special person and an iconic Bugatti model from the company’s glorious past. This time around the French selected the Type 41 Royale 

, a 21-foot-long luxury car built in only six units between 1927 and 1933. Needless to say, this is a great way to send the current Veyron into the history books, while an even more impressive successor is being developed.As with all Veyrons included in the "Les Legendes de Bugatti" colection, the Ettore Bugatti edition doesn’t stray far from the standard supercar. As its name suggests, it honors company founder and designer Ettore Bugatti and the Type 41 Royale, one of the most recognizable Bugattis ever built.

Based on the Veyron 16.4 Grand Sport Vitesse, as are all the other Legends special editions, the Ettore Bugatti Veyron borrows its exterior color combo from the legendary Type 41 Royale. The front end and the doors are made of hand-polished aluminum and finished with a clear coat, while the rest of the body consists of dark-blue exposed carbon-fiber. Both hues are similar to those seen on the Type 41 Royale, and the resemblance is stunning to say the least.The wheels, on the other hand, have nothing to do with those seen on the classic limousine. Specifically developed for this bespoke Veyron, the polished, diamond-cut rims come in an eight-spoke configuration and feature a subtle, dark-blue finish matching the rear section of the body. The wheels are actually developed from a design created by Ettore himself, while he was studying lighter wheel designs for Bugatti race cars, which makes this limited-edition Veyron that much more special.

Other features that set the Ettore Bugatti Veryon apart from the standard Grand Sport Vitesse include the platinum-finished horseshoe and rear "EB" logo. Additionally, both the fuel and oil caps are engraved with Ettore’s signature, a subtle, yet effective detail that only exclusive supercars like the Veyron get to enjoy.

BUGATTI ETTORE CONCEPT

Just like all the other special-edition Legends Veyrons, the Ettore Bugatti Veyron is motivated by the same mill powering the standard Grand Sport Vitesse. We’re talking about the company’s huge, quad-turbo, 8.0-liter W-16 that generates 1,183 horsepower and 1,106 pound-feet of torque, and sends them to the wheels through a seven-speed, DSG sequential gearbox. These figures deliver impressive performance figures, as the Veyron needs only 2.6 seconds to sprint from 0 to 60 mph and comes with a top speed of 253 mph.

Although the Veyron 16.4 Grand Sport Vitesse holds the record for the fastest open-top production car at 254.04 mph, customers don’t have access to those type of speeds, as the vehicle’s velocity is usually limited to 233 mph.

CONCLUSION 

Each Bugatti Veyron launched in the Legends series is impressive in its own right, but the Ettore Bugatti is definitely the one that tops them all. It’s no wonder the French kept Ettore’s name and the Type 41 Royale for the final limited-edition model of the series. Both are of huge importance to the brand, and it seems the Veyron is more than suited to carry both names due to its staggering performance and enormous amount of luxury.

It’s terribly expensive, yes, but these overpriced supercars weren’t built for the average Joe. It’s the sheiks and the wealthy collectors that get to park them in their crowded garages. Unfortunately, these Veyrons won’t get to spend too much time at the track, but rather stretch their wheels during fancy parades. That doesn’t make them less spectacular, though.