Jan 24 - 27 MC 76e Rallye Automobile Monte-Carlo
Feb 08 - 10 S UDDEHOLM Swedish Rally
Feb 29 - Mar 02 MEX Corona Rally Mexico
Mar 28 - 30 RA Rally Argentina
Apr 24 - 27 HKJ Jordan Rally WRC
May 16 - 18 I Rallye d'Italia-Sardegna
May 29 - Jun 01 GR BP Ultimate Acropolis Rally
Jun 13 - 15 TR Rally of Turkey
Jul 31 - Aug 03 FIN Neste Oil Rally Finland
Aug 15 - 17 D ADAC Rallye Deutschland
Aug 28 - 31 NZ Rally of New Zealand
Oct 02 - 05 E Rallye de Espana
Oct 10 - 12 F Rallye de France Tour de Corse
Oct 24 - 26 J Rally Japan
Nov 28 - 30 GB Wales Rally GB
by FIA
Reference: The World Rally Championship (WRC) is a rallying series organised by the FIA, culminating with a champion driver and manufacturer. The driver’s championship and manufacturer’s championship are separate championships, but based on the same point system. This means, for example, that Petter Solberg driving for Subaru can win the driver’s championship but Citroen can win the manufacturer’s championship, which is what happened in 2003, and twice more in 2006 and 2007 when Sebastien Loeb took his third and fourth WRC titles but Ford won the manufacturer’s championship. The competition first received the designation of WRC in 1973. The sport’s commercial rights are administered by International Sportsworld Communicators.
Comparison Test: 2008 Subaru WRX STI vs. 2008 Mitsubishi Evolution GSR
Ladieeeez and gentlemen, welcome to the octagon for the main event, a grudge match of epic proportions pitting the top two contenders in world for the title of all-wheel-drive, turbo four-cylinder champion.
In the red corner, weighing in at a trim 3356 pounds, is a black belt with the heart of a boxer: the all-new 2008 Subaru WRX STI.
Wearing gray and also hailing from Japan is the 2008 Mitsubishi Lancer Evolution GSR, a 3546-pound track master capable of throwing down in conditions ranging from tarmac to gravel to snow.
Like human mixed-martial artists, the Lancer Evolution and WRX STI are multitalented warriors that excel in all forms of combat. They both see regular competition around the world in everything from rally to enduro racing, autocross to circuit racing, even drifting and street racing. Pound-for-pound, dollar-for-dollar, these two are the most versatile sport sedans in the world.
They’ve slugged it out before in the pages of this magazine. When they first met in our October 2004 issue, the 2005 Lancer Evolution MR took the title. In our December 2005 issue, the rematch favored the 2006 WRX STI. This time around, a knockout may be in the cards, as each contender has been completely redesigned.
TALE OF THE TAPE
Subaru’s WRX STI steps into the octagon with two significant advantages over its rival: less weight and more power. It certainly looks the part, too. The five-door Impreza wagon is a no longer a skinny shrimp; flared fenders, broadened bumpers, and quad exhaust tips give it a chiseled physique. Underneath this impressive musculature is a 305-horsepower, 2.5-liter turbocharged boxer engine and all-wheel-drive system carried over from the larger Subaru Legacy sedan.
In the name of more stringent safety standards, Mitsubishi’s 2008 Lancer Evolution is larger and heavier than it’s ever been-and a full 3.2 inches longer than the STI. Power comes from an all new, all-aluminum, 291-horse, 2.0-liter turbocharged four-cylinder engine. Though it’s down 14 horsepower and weighs 190 pounds more than the STI, this is no wheezin’ Butterbean; what the Evo lacks in power and displacement, it makes up in electronic trickery. At its core is a system called Super-All Wheel Control, a complex array of structural and dynamic improvements, most notably Active Yaw Control (AYC), that could very well be the Evo’s secret brass knuckles.
Fighters, are you ready? Then let’s get it on!
ROUND 1: California Speedway, Fontana, California
Two issues ago, we ran an exclusive test of the new Lancer Evolution GSR (”Razor’s Edge,” January 2008) and it performed, well, miserably. Mitsu blamed the problems on an early preproduction car plagued by electronic gremlins. All we know is it managed to squeeze out a 5.4-second 0-to-60-mph time, making it one of the slowest Evos we’ve ever tested.
This time around, our Evo is clearly in fighting condition, needing only 5.2 seconds to sprint to 60 and only 13.9 seconds for the quarter mile. Problem is, the STI is even more fit-4.7 seconds is all the STI needs to hit 60 mph, and the quarter mile arrives in 13.4 seconds.
The STI smacks the Evo around in the braking test as well, needing five fewer than the Evo’s 111 feet to stop from 60 mph, even though the Evo sports larger-diameter brake discs. Must be those extra 190 pounds of curb weight.
The Evo battles back on our figure-eight course, running three-tenths quicker at 25.1 seconds. The big surprise is on the skidpad; while the STI shucks and jives to a 0.94 g, the Evo stings it with a 0.99 g. Credit the Active Yaw Control torque-vectoring element of the Evo’s slick S-AWC system, because it can’t be the shoes; these two wear the same size wheels (18 x 8.5) and tires (245/45R18) with similarly sticky compounds.
ROUND 2: K&N Dyno Facility, Riverside, California
Immediately after Round 1, we send our fighters to K&N Engineering, Inc., to make sure they’re not juiced. The aftermarket air-filter manufacturer’s headquarters are just down the road from our test track, and they generously give us time on their dual side-by-side in-ground dynamometer setup.
The STI runs first, and lays down three passes that average out to 255 horsepower and 278 pound-feet of torque at the wheels. Subaru claims 305 horses at the crankshaft, and with approximately 15 percent lost to drivetrain inefficiencies, these are numbers that seem spot on. The Evo’s 245-horsepower and 259-pound-foot of torque average are also in line with its claimed 291 crankshaft horsepower.
So does this round automatically go to the STI because of its greater power figure? Not so fast, because the Evo manages to hang with the STI despite being half a liter down in engine displacement. Fact is the Evo’s 122 horsepower per liter easily bests the STI’s 102 horsepower per liter.
But it’s not that simple either, as another important ratio to examine is weight to power. And no matter where it’s measured-from the crankshaft or wheels-the STI has at least a 1.2-pound-per-horsepower advantage over the Evo. Doesn’t sound like a lot, but with fighters so evenly matched, that could very well be enough.
Looks like it’s going to come down a decisive round three at the track.
ROUND 3: Buttonwillow Raceway East Loop, Buttonwillow, California
So far, it doesn’t look good for the Evo. It’s been bloodied and bruised by the STI’s greater power, straight-line speed, and braking ability. Sure it has better cornering ability, but will that be enough around the short 1.04-mile East Loop of Buttonwillow Raceway?
Maybe, says one of the ringside judges, senior editor Ron Kiino. “The Evo handles much sharper than the STI, with crisper turn-in and better steering feel throughout the range. The Evo also allows for more rotation, which lets you to attack corners harder. AYC takes some getting used to, but once you trust the sensations it creates (oversteer), it becomes fun and addictive.”
In comparison, the STI feels like a blunt instrument-more ground and pound to the Evo’s slice and dice. Continues Kiino, “The STI’s steering offers decent feel, but it’s less organic than the Evo’s. It also exhibits more understeer, as if it’s protecting you out there and won’t let you seriously screw up.”
The Evo’s sharper steering and better turn-in are a product of the S-AC system, notably AYC, which actively splits torque between the rear wheels in hard cornering situations. AYC accelerates the outside rear wheel in tight corners, rotating the car faster and allowing for earlier throttle application.
The STI’s fancy electronics consist of Subaru Intelligent Drive (SI-Drive) and a manually adjustable Driver Controlled Center Differential (DCCD) all-wheel-drive system. SI-Drive optimizes engine response by tweaking the electronic throttle. In its most hardcore mode-Sport Sharp-throttle response is markedly improved. DCCD isn’t as helpful; though this system has three modes (auto, - and +) and six manual differential locking settings, their purpose and benefit is felt more on surfaces other than dry pavement.
While Subaru’s DCCD system offers more manual control, it doesn’t address overall handling with the same precision, clarity, and focus on driving pleasure as Mitsubishi’s S-AWC system-a point driven home on the East Loop’s uphill corner; while the STI defaults to speed scrubbing, fun-killing understeer, the Evo can be coaxed into exhilarating powerslides.
And then there’s this devastating blow: The Evo is simply faster around the track. Road test editor Scott Mortara’s fastest lap in the Evo stops the hands at 57.6 seconds. The STI finishes exactly one second behind.
MR FOR YOUR MONEY
For round three of our title fight, we’ve also evaluated a preproduction 2008 Mitsubishi Lancer Evolution MR. The key difference with this model over the base GSR is the ultra-quick-shifting, six-speed dual-clutch transmission Mitsubishi calls TC-SST (Twin Clutch-Sport Shift Transmission).
Test ace Mortara steps out of the car singing the praises of the MR, particularly the TC-SST’s Super-Sport, which was purpose built for track days like this. While Mortara swears his MR time is the fastest of them all, that’s not the case. The MR’s 58.2-second lap time puts it just ahead of the STI, though it could have beat the GSR had our test vehicle not been plagued by a high-rpm hesitation. Mitsubishi claims to have already solved this problem and finalized the ECU software that has delayed the release of this MR. Look for a full test shortly.
By Motortrend
The Chevrolet Corvette is a sports car that has been manufactured by Chevrolet since 1953. It is built today at a General Motors assembly plant in Bowling Green, Kentucky, but in the past it was built in Flint, Michigan and St. Louis, Missouri. It was the first all-American sports car built by an American car manufacturer. The National Corvette Museum and annual National Corvette Homecoming are also located in Bowling Green, Kentucky.
This is it. The speculation, rumors and half-truths can now be set aside — this is the 2009 Chevrolet Corvette ZR1, officially revealed for all the world to see. Powered by a supercharged LS9 6.2L small-block engine, the ZR1 hasn’t even received an official horsepower number from the engineers toiling away at the General. All Harlan Charles, project manager for the Corvette team was able to tell us last week was the new high-powered ‘Vette engine is “capable of producing at least 100 horsepower per liter. That’s at least 620 horsepower, and approximately 595 lb.-ft. of torque.” Chevrolet wasn’t even able to give us a time on the 0-60. Charles was only willing to say “it’s in the low three seconds.” The small-block engine under the hood is only able to hit those massive numbers due to the addition of the positive-displacement Roots-type supercharger with a new, four-lobe rotor design plus an integrated charge cooling system that reduces inlet air temperature for increased performance. That’s the “go” end, but the “whoa” end is just as impressive. The ZR1 gets some simply huge carbon-ceramic, drilled disc brake rotors. They’re so big and are required to be so powerful they’re using the same 15-inch-diameter discs found on the front of a Ferrari 599. Except on the ZR1, they go on the 20″ tires in the rear. In the front, they’ll be getting even larger 15.5-inch-diameter rotors. Yup, they’re simply breathtaking to see up-close. For the time being everyone else will have to check out the gallery below or the full press release after the jump.
1. Bugatti EB 16.4 Veyron 253mph+, 0-62mph 2.5 seconds
Bugatti Automobiles S.A.S. exhibited the latest evolution stage of its Bugatti EB 16.4 Veyron with 736 kW and 1001 HP on the Geneva Motorshow. The new design study is much closer to production maturity than before in both the power train and body areas.
The extended, presented study has numerous technology highlights. Similar to the racing cars for the Formula One and Le Mans, the self-supporting body of the EB 16.4 is manufactured in carbon fiber technology. The car body is made of aluminum which reduces weight to a minimum.
The extraordinary design of the EB 16,4 Veyron also appears in the interior.
The extended, presented study has numerous technology highlights.
The large 20 inch wheels with a front tire size of 245-690 R 520 A and a rear tire size of 335-710 R 540 A show clearly the high sporty requirements of the EB 16,4 Veyron. With the special tires developed by Michelin, the Bugatti can even be driven with all the air lost from the tire up to 200 kilometers at speeds up to 80 km/h and without the handling becoming unsafe.
There, luxury and sporty design elements form a tremendous and comfortable atmosphere in the interior.
The design and arrangement of the operating elements are a resemblance to the historical Bugatti racing cars.
A high-end sound system from the Berlin manufacturer of outstanding hi-fi systems, Dieter Burmester, creates a perfect audio spectrum in the interior.
A large round central instrument is surrounded by four round supplementary instruments, which focus attention on the most essential information.
In close co-operation with the Bugatti design team , the optimal arrangement of the components has already been fixed during the development of the monocoques bodyshell in order to get the best possible of function and design.
The exciting study of the EB 16,4 Veyron impresses by the use of racing technology and a daring design. The identification “Veyron” is to remind of the former Bugatti plant driver Pierre Veyron, who was able to win with a Bugatti the 24 hours of Le Mans in the year 1939.
Default was to reflect the character and the myth of the brand Bugatti. The power of the engine reaches the wheels through a permanent all-wheel drive system, which guarantees a high traction.
The Veyron with a length of now 4.466 millimeters and a height of 1.206 millimeters is a flat super sports car which combines sensory and dynamic elements in the same way.
The aluminum body finished in two colors, namely ” Rouge Ventoux and Noir” has a very tasteful interior.
The car body is made of aluminum which reduces weight to a minimum.
Similar to the racing cars for the Formula One and Le Mans, the self-supporting body of the EB 16.4 is manufactured in carbon fiber technology.
The “super- Bugatti” is powered by a 16 cylinder engine, which is installed as a mid-engine ahead of the rear axle. The 8.0 liter engine in the W 16 design has two exceptionally narrow V8 cylinder blocks. For this reason it is a visual and unique product !
The engine is installed as a mid-engine and develops 1001 HP with its four turbocharges. It accelerates from a standstill to 300 km/h in less than 14.0 seconds and reaches a top speed of more than 400 km/h .
The engine with its 64 valves has 1001 HP; however a futur engine with 1200 HP is planned. Its maximum torque reaches enormous 1.250 newton-meters.
The 16 cylinders are visible and installed directly behind the two seats. They are conspicous because of the two silver colored intakes.
2. Koenigsegg CCX 245mph+, 0-62mph 3.2 seconds
February 24th, 2006 - To meet international regulations and take advantage of the market potential in America, Koenigsegg have revamped and retooled their CCR supercar into the CCX. Named to commemorate 10 years since the first prototype saw the light of day, the CCX now meets the strict California emissions limits as well as other tough US safety laws. Fortunately, this process let Koenigsegg improve the CC, and as a result the CCX is larger and more refined.
So much so, the Koenigsegg won Top Gear’s coveted test track challenge, but not without infamy. First time the around, the Koenigsegg went off the track, swallowing a tire, and was ridiculed for not having enough downforce. Fortunately, Koenigsegg weren’t turned off by the mishap when they repaired and returned the car with a new downforce lip to suit Top Gear’s presenters. The effort became worthwhile when 1:17.6 was achived, beating the Zonda F, Maserati MC12 and Ferrari Enzo.
For certification, one of the major issues Koenigsegg faced was conforming to bumper tests and safety issues while retaining the same basic shape that claimed the title of world’s fastest 2005 production car. To do so they drafted a new set of body panels that lengthened the CC and made many more performance revisions possible. Changes now include a new front end with scoop for cockpit cooling, wheel extractors behind the front arches and new side rocker panels that enhance the under tray aerodynamics. At the back, more room is made for the exhaust, and better ducting helps the engine bay stay cooler. And just for that added flair, the supercharged V8 engine can now be seen through a clear covering.
Koenigsegg also spent a lot of development time to cast their own V8 that could drink US-grade, 91 octane fuel, yet still run at a high compression ratio. In the past, these engines were controversial, as they used a Ford Racing block with Koenigsegg manufactured components. However, for the CCX, Koenigsegg have made their own block casting, leaving no connections to Ford or the Mustang.
Despite all the regulatory changes, the CCX is still one of the world’s fastest supercars. Back in early 2005, a CCR supercar had won the fastest production car title when it achieved 241 mph (387.87 kph) on at Italy’s Nardo Track. However, with the introduction of the long awaited Veyron, Bugatti became the king of the hill and made the CCR second.
With the CCX debut slated for an upcoming debut at the 2006 Geneva Motor Show, we can only hope that Koenigsegg might get sweet revenge. Their supercar, engineered and constructed in Sweden, certainly has the hallmarks of modern design: a carbon fibre monocoque, a supercharged V8 located mid-ship and an inboard, double wishbone suspension.
Each CCX is will be specially ordered, and for 2006, Koenigsegg have added a tasty list of new ingredients. Now on menu are carbon fibre wheels and carbon fibre disc brakes which can shed 11 lbs (5 kgs) per corner. Each car comes with a storable hard top and long list of equipment. A ’standard’ car is delivered for $540 000 USD, while a fully laden car, like the one in our spec table comes for $610 910 USD.
(Story by Supercars)
3. Bristol Fighter T 225mph+, 0-62mph 3.5 seconds
Unlikely as it might sound, Bristol Cars is set to unleash a car with more power, more torque and potentially a higher top speed than the Bugatti Veyron.
The 8-litre V10 Fighter supercar is now available with two intercooled turbos, boosting power to a scarcely believable 1012bhp at 5600rpm and, even more stunningly, 1036lb ft at 4500rpm. According to Bristol’s calculations, the new Fighter T, as the car has been named, should be capable of ‘over 270mph’. However, customer cars will be limited to just 225mph.
Priced at ?346,625 – around ?115,000 more than the standard 525bhp Fighter – the first T will be delivered in September 2007. The average Fighter owner (if there is such a thing) covers over 10,000 miles per year in their hand-built, front-engined supercar, and many use them for trackdays.
The most common request the factory receives is for ‘more power’.
Bristol has a good relationship with Chrysler, which supplies its 8-litre V10 to Bristol’s own specifications for the Fighter and (628bhp, normally aspirated) Fighter S models, but had to work on the turbocharger system in its own engineering facility in Florida. The results are startling, and Toby Silverton, owner and engineering force behind Bristol, is adamant that the T is just as docile and tractable around town as the standard car. He also says that it’s ‘incredibly good fun’ and that ‘it gets up to 225mph [at just 4500rpm] very quickly indeed’.
The engine’s internals have been reinforced to cope with the turbos blowing at 10psi, and the six-speed gearbox is thoroughly uprated. Torque is limited up to around 85mph (both for improved traction and for the sake of the ‘box), but Silverton says the car has remarkable traction thanks in large part to its 48/52 weight distribution.
The T’s chassis is 30 per cent more rigid than a regular Fighter’s, allowing the fitment of stiffer springs and dampers, and a thicker front anti-roll bar.
The Fighter has always been a bit of an oddball supercar, and with the T it’s even more intriguing. However, you’ve got to admire the sheer absurdity of a 1012bhp, 225mph supercar from a tiny British engineering company. If the car verifies its 270mph+ potential at Nardo (and Silverton says it will) then the huge expenditure and massive delays suffered by the Veyron will start to look very silly indeed…
(Story by EVO)
4. Gumpert Apollo 224mph, 0-62mph 3.0 seconds
Gumpert are now assembling a range of the most daring supercars built around Audi components. Their first saleable product, which has started its show rounds, is a production version of the Apollo mid-engine supercar seen earlier this year. It’s powered by a twin turbo Audi V8, and if the spec tables are to be believed, new owners can be treated to 60mph in just 3.0 seconds.
The Apollo just might be capable of such a run. Its carbon fibre body sits atop a chrome molybdenum alloy and steel frame that supports an RS6 engine cranked out to 650 bhp. With this setup the Gumpert has a better power to weight ratio than the big ‘Mac’Laren F1. Although, some customers might opt out of the carbon for a GRP body and a have the superchared 440 bhp option to save a few dollars, or maybe a little sanity.
Other niceties include a sequential 6-speed transmission, a twin clutch system attached to that, an inboard suspension setup and as much down force as a DTM car. All of this down force is created by the under tray which means the Apollo has no fussy wings and instead, two massive venturis extending the length of the car that increase the drag to 0.43 Cd.
Sensibly, the Apollo has huge brakes hiding behind its 19 inch center-lock wheels. To keep speed in check, 8-piston calipers grab 15 inch discs on all four wheels and an ABS system is included.
Gumpert say they are production ready and can make cars ranging from 150 to 220 thousand euros. They are suggesting that a full-on race version might be feasible, but until then we patiently wait for The Nurburgring lap time.
(Story by Supercars)
5. Pagani Zonda C12 F 214mph, 0-62mph 3.5 seconds
Unveiled at the 2005 Geneva Auto Show, The Zonda F is one of the fastest supercars ever made. Built using Pagani’s extensive experience in carbon fibre construction, the Zonda is leader with regard to fit and finish. With this car, Pagani Automobili is among a small group of independent supercar manufacturers that challenge more established competition such as Porsche, Ferrari and Lamborghini.
During the outset of the Zonda project, Juan Manuel Fangio consulted and influenced Horacio Pagani on every aspect of the Zonda. Horacio says Fangio had great ‘technical sensibility’ and was a major source of inspiration for his car. Thus, it should come to no surprise that Pagani’s latest work pays tribute to the late Fangio, a world champion five times over.
Zonda F is a special edition car that will be built alongside the regular production model. It takes the modifications adapted to the C12-S Monza and refines them into a more appealing package. As a result the Zonda F is lighter, more powerful and faster than its predecessor.
Aerodynamics play large role in shaping Zonda’s new car. More traditional devices include a one-piece fixed wing which now gets undisturbed air thanks to relocated mirrors. To help airflow underneath, a larger front splitter and rear diffuser with twin stabilizing wings create even more downforce. At the front of the Zonda F is a much larger air intake to increase cooling effectiveness of the more potent V12 engine.
To give the Zonda F more power, a new induction system is used which replaces the standard Mercedes-Benz unit. It features larger intake apertures and, when combined with a larger, hydroformed exhaust, the 7.3 liter Mercedes-Benz engine reaches 620 bhp. This is up from 550 achieved with the standard Mercedes intake. A clubsport model is available as an option which increases power to 650 bhp @ 6200 rpm.
The chassis receives several upgrades which lighten both the overall and unspung weight of the Zonda. Newly designed 19 and 20 inch wheels make room for much larger brakes which can now be ordered in a ceramic compound for the first time. Combined with the titanium wheel nuts, and various trimmings of the carbon fiber tub, the Zonda F weighs 1230 kgs without liquids.
After all these changes it should come to no surprise that Pagani has made a much superior Zonda. With 650 bhp on tap, the clubsport model should easily rival cars including the Porsche Carrera GT and Ferrari Enzo.
(Story by Richard Owen)
6. Lamborghini Murcielago LP640 211mph, 0-62mph 3.4 seconds
The new Lamborghini Murcielago LP640 features considerable innovations in terms of body design and mechanics. And also with a new name: Murcielago LP640, which refers to its engine position - longitudinale posteriore - and to its power 640 bhp. Designers and engineers have not only focused on reworking the engine, suspensions, gearbox, exhaust system, brakes and electronics, but also the interior and exterior design; improvements that make the Murcielago LP 640 the most extreme and fastest sports car in its class, placing it at the very top.
The first vehicles will be available in spring 2006. Since the original Murcielago’s debut at the 2001 International Car Show (IAA) in Frankfurt, around 2,000 vehicles have left the car plant in Sant’ Agata Bolognese.
Unmistakable Lamborghini Design
In their reinterpretation of the Lamborghini Murcielago LP640, the designers at the Lamborghini Style Centre have remained true to the traditional Lamborghini principles of purism, sport and function. The Murcielago LP640 now appears even more aggressive, with the new front and rear bumpers contributing significantly to its appearance. The exhaust system terminal has been incorporated in the diffuser on the rear bumper. Other innovations include the rear lights, which enhance the distinguishing features of the Murcielago LP640, making it unmistakable even at night. The design of the sides is also worth mentioning: while the area behind the air intake on the right side is practically closed, the left side features a vast aperture for cooling the oil radiator. Together with the aerodynamically defined front and rear, this proves yet again that the shape of a Lamborghini is dictated by function.
More Powerful Engine
The engine of the new Murcielago LP640 has undergone outstanding and radical modification. The increased bore and longer stroke have boosted the displacement of the classic 60° V-engine from 6.2 liters to 6.5 liters. Thus the already extraordinary 580 bhp engine power has now been elevated to an impressive peak of 640 bhp at 8,000 rpm. The 12-cylinder engine reaches a maximum torque of 487 lb-ft at 6,000 rpm.
The new Murcielago LP640 features a modified sixratio gearbox as well as a tougher rear differential and new axle shafts. On request, the e-gear automatic gearbox is also available equipped with the new dedicated “Thrust” (acceleration program) mode.
Frame and Chassis: Perfect Harmony
The body of the Murcielago LP640 with its characteristic scissor doors is created from the prized union of sheet steel and honeycombed carbon fiber, glued and riveted together.
Driving, handling and stability at high speed are enhanced by new springs and stabilizers, as well as by a redesigned electronically controlled damper. The “antidive” and “anti-squat” features on the axles, which efficiently prevent so-called “brake diving” and “squatting”, have not been changed. The two springs on every rear wheel, the single spring on every front wheel and the damper are placed coaxially.
Optional CeramicCarbon Brakes
The dual hydraulic circuit brake system equipped with a vacuum brake booster ensures considerable deceleration values. The self-ventilating front and rear brake disks measure 380 mm x 34 mm and 355 mm x 32 mm respectively. The control circuit of the four-channel anti-blocking system (ABS) with electronic brake control (DRP) and traction control (TCS) features a new characteristic curve. The system consists in an electro-hydraulic control unit and four speed sensors.
When particularly high braking performance is required, it is possible to equip the vehicle with 380 mm x 36 mm ceramic carbon brakes featuring six-piston brake calipers.
Even More Exclusive Interior
The seats in the cockpit have undergone the most radical changes; more spacious and equipped with redesigned head restraints, the seats now ensure better comfort. The leather upholstery features lozenge-shaped stitching called “Q-citura”. The same design is recaptured on the upholstery on the door panels, the panel between the seats and the engine compartment, and on the roof panel.
A new instrument panel has been developed with lights featuring a new graphic design, flanked by a new Kenwood car radio with a 6.5” widescreen monitor and DVD, MP3 and WMA player. An optional navigation system is also available (standard in Japan).
(Story by Rsportscars)
7. Mercedes-Benz SLR McLaren 722 Edition 209mph, 0-62mph 3.6 seconds
The new Mercedes-Benz SLR 722 Edition has all the attributes of a thoroughbred racing car. Refined in numerous respects, this super sports car has more output, a tailor-made suspension configuration and a decidedly sporty interior. Sale of the SLR 722 Edition in the U.S. has not been confirmed.
Continuing the Tradition
The new model variant SLR 722 Edition is a homage by Mercedes-Benz to the unforgettable victory won by the British racing legend Stirling Moss and his co-driver Denis Jenkinson in a Mercedes-Benz 300 SLR with the starting number 722 (indicating a start time of 7.22 a.m.) at the Mille Miglia in 1955. With an output of 650 bhp and a corresponding performance, the new super sports car, which goes on sale on July 11, 2006, will not only make the hearts of car enthusiasts beat faster.
The supercharged 5.5-liter V8 engine in the 722 Edition, which is hand-built in the AMG engine shop in Affalterbach, generates 650 bhp. The particular strengths of this high-performance engine are immediate response to movements of the accelerator, highly emphatic torque build-up and an unmistakable V8 sound. The performance figures are outstanding even for a high-end sports car: the 722 Edition accelerates from standstill to 62 mph in only 3.6 seconds, and 124 mph is reached in just 10.2 seconds. The top speed (209 mph) is above the 207 mph previously achieved by the SLR.
Handling characteristics worthy of the racetrack are also provided by the sophisticated suspension, with 19-inch light-alloy wheels, a stiffer damper configuration and 0.4 inches lower body. Larger brake discs with a diameter of 390 mm ensure excellent braking performance.
Discreet visual modifications mark the Mercedes-Benz SLR 722 Edition out as special, in line with the wishes of the enthusiastic gentleman drivers and wealthy sports car collectors who make up the core target group. The modified front spoiler with an air splitter, as well as the rear diffuser, improve both the aerodynamics and contact pressure at high speeds, and reflect the transfer of cutting-edge technology from motor racing. At the same time, the use of clear-lacquered carbon as an extremely strong yet lightweight material symbolizes the practicality of these technical features. Bucket-type sports seats upholstered in leather/Alcantara provide outstanding lateral support, while the grippier racing steering wheel with a hunting-leather lining, gearshift paddles and black carbon highlights lend a thoroughbred racing touch to the interior.
Exclusive “SLR. Club” for SLR owners
Before the sales release date, customers and selected guests will have the advance opportunity to appraise the new SLR 722 Edition. This is to mark the foundation of the worldwide “SLR. Club” at the Circuit Paul Ricard in Le Castellet, southern France. As an ultra-exclusive community of which SLR customers automatically become members, the “SLR Club” provides an attractive platform for outstanding events related to the SLR, as well as numerous other benefits. Another exciting feature is the club’s SLR Safety & Speed Academy, which offers special driver training courses and seminars. David Coulthard, Jochen Mass, Klaus Ludwig, Chris Goodwin and Christina Surer are among the highly skilled and well-known instructors.
(Story by Rsportscars)
8. Ferrari 599 GTB Fiorano 205mph+, 0-62mph 3.7 seconds
1st March 2006-One of the more exciting releases of 2006 is the 599 GTB Fiorano. It replaces the 550/575 Maranello and offers more interior space and power than its predecessors. It also leaves behind the 575 as the last Ferrari to use a steel chassis and completes Ferrari’s overhaul of their entire range which is now all-aluminum.
As with all Ferrari introductions, the 599’s initial screening was completed over dinner with trusted dealers and friends, this time at the Palazzo Re Enzo in the Piazza del Nettuno, Bologna. By diner time, so many photos of the car had surfaced, that the Geneva Motor Show release was almost old news. However, the accompanying ladies at Pininfarina’s and Ferrari’s Geneva stands ensured excitement, even if the cars didn’t.
But how can the 599 not impress? Underneath its purposeful skin, the 599 retains the same front engine V12 layout which the 550/575 Maranello line successfully reintroduced, and to make up for its longer chassis, the 599 uses a 6.0-liter engine engineered from the same one found in the Enzo supercar that can reach 612 bhp and 8400 rpm! With it, the 599 is the most powerful front engine Ferrari!
Attached to this engine and sitting in the rear, is a considerably upgraded flappy paddle transmission called the ‘F1-Superfast’ that changes gears in just 100ms. This is a huge improvement compared to 250 ms in the older roadcar systems, but lags behind the 80ms FXX and 30ms Formula One unit it’s named after.
Unfortunately, Ferrari’s fully electronic E-Differential, first seen in the F430, is absent. It is intstead replaced with intelligent mototronics called Manettino that adjust the brakes and engine to control power delivery. Ferrari says this type of system is more suitable for the front engine design. When the Manettino switch is turned onto Race or Sport mode a system called F1-Trac montors the difference between the front and rear wheels for optimum traction.
Providing a base for the the 599 are three extruded aluminum sections on which the body is rivited and welded to. This lightweight design makes the 599’s chassis 100 kg lighter than the 575 desipte being 250 mm longer. And since the V12 engine is 8 percent lighter and more compact than previous versions, it can sit further back in the engine bay. This means almost 85 percent of weight is contained bewteen the wheels.
At first glance the GTB’s styling seems to mimic its larger 4-seat brother, the 612 Scgalietti. Both were designed at the same time and share the common interior bits, as well as similar front end designs which Pininfarina now sets as the enduring face of Ferrari. But unlike the 612, the 599 has an entirely new roof line and much tidier rear end treatment with two sexy rear buttresses that create 25 percent of the 599’s downforce. Specifically it produceses 160 kg at 300 kph.
One aspect that gets constant debate are the Delphi-sourced magnetorheological dampers that actively stabilize the car and are totally adjustable. They use special fluid in the dampers that can change viscosity almost instantly with a magnetic field. What this means is that 599 reduces about 30 % more bumps than the 599, and the damping can adjust to what ever suits the driver. The exact same system is used on GM cars such as the Corvette but Ferrari are adamite that their own controlling software is unique.
Like all Ferraris, the 599 comes with a range of options, and for the spirited customers the ‘Racing and Track’ options include CCM (Carbon Ceramic Material) brakes, 20 inch Challenge one-piece rims with run-flat tyres, four-point harnesses and a cockpit roll-bar.
With the 599, Ferrari seem well on their way. Each year they are selling more cars, and offer increased levels of uncompromising luxury and power. The next chapter for the 599 will hopefully start on the track and end at LeMans.
(Story by Supercars)
9. Aston Martin Vanquish S 200mph+, 0-62mph 4.8 seconds
Beauty may be in the eye of the beholder, but only the seriously visually impaired, or criminally insane will fail to appreciate the supermodel looks of the Aston Martin Vanquish S.
It’s an achingly beautiful machine, never before has a car, any car, attracted quite so many camera phone-toting neighbours and relatives pressed against the window and stroked the seats. It would have been embarrassing, had I not done the same thing myself.
There’s none of the race hate that goes with a Ferrari, Porsche or BMW either, only admiring glances, smiles and respect. Drive one and all manner of doors will open.
Aston Martin is an institution in England and everyone loves them, in part due to the haphazard way the perennially poverty-stricken marque would, ever so rarely, spring a stunning yet painfully flawed car that everyone knew wouldn’t work but wanted anyway. Each car takes 400 man hours and is still built at Newport Pagnell, the original factory, and the panels are made by men with hammers, not robots.
And then there was the James Bond factor, which has ‘inspired’ 1000 near comatose articles from journalists in rented dinner jackets.
The sense of occasion is undeniable, and it’s easy to get sucked into a fantasy. The Vanquish S is big, imposing and visually stunning, with the sleek, animal lines erupting forward from those muscular haunches towards the open, aggressive mouth at the front end.
Other luxury marques, including the last bastions of good taste, Bentley and Ferrari, have now produced imposing rather than beautiful GTs, in the same way as a female shotputter. But Aston Martin’s chief, Dr Ulrich Bez, can talk for hours about sensual car design. The Vanquish S is the peak of his craft and makes both Ferrari’s 575 and 612 look ungainly and, from some angles, plain ugly.
And behind the meaty steering wheel emblazoned with those gorgeous wings, snuggled in to the handstitched sports seats with the custom-built Linn stereo system singing loud, the tale goes on. A quilted roof lining and a dash shrink-wrapped in even more leather clearly prove that a lot of animals died for this car. Judging by the switchgear, so did a Ford Focus, but it doesn’t detract from the overall experience.
But this car comes to life when you push that jewel of a starter button and give the six-litre V12 its head.
The Vanquish S produces 520bhp and 425lb-ft of torque in this guise. But it’s the deep, guttural roar that kicks in as soon as an indecent amount of right foot is deployed, with the traction control struggling to keep the 19” rear wheels spinning out of control, that leaves the lasting impression.
Yes the V12 started out as two Mondeo V6s strapped together, but the sum is far greater than the parts and this engine provides arguably the sexiest sounds in motoring.
The big beast charges past 100kph in 4.2 seconds and accelerates from 80-110kph two seconds faster than the Vanquish. That’s good for overtaking, and it’s also a lot of fun. Put the pedal down in almost any gear and the Aston effortlessly punches down the road.
New cylinder heads with fully machined inlet ports and a variety of other engine and exhaust mods have increased the power output from the Vanquish’s 460 bhp. Torque is also up by 25 lb-ft. In fact the figures have now just crept past those posted by the Ferrari 575M, which is obviously no coincidence.
Its officially the fastest ever Aston Martin with a speed in excess of 200mph, but at 1875kg it takes a while to get there. The average Aston Martin owner is unlikely to test the top speed in any case, and it’s still nice to know it can get there.
The car certainly scythes into bends willingly for such a big car and with that much power on tap it would be a simple matter to send the tail out of line and balance this 1875kg car on the throttle out of hairpins, should you have the nerve to disengage the electronics, while in high speed bends it feels calm, assured and planted to the floor.
The ride is much harder than the DB9, thanks to a more sporting set-up. It will still soak up the bumps at town speeds, but at speed takes on a keener edge and the chassis seems to stiffen up to match the bristling roar of the engine. The car skips off bumps, rather than absorbing them, and the suspension gets tougher the more you lean on it. It’s no Ferrari F430, but it’s not that kind of car,
It’s hugely comfortable inside the Vanquish S, too, with luggage space and all the usual accoutrements for the rich to enjoy a cruise down the boulevard or a long distance journey down to the coast, whichever coast that may be, in absolute style.
But nothing’s perfect. Live with a supermodel and you will find they pass wind in bed, pick their nose or start stupid fights after snorting copious amounts of Cocaine, allegedly. Even fantasies have problems and the Aston is no different.
The paddle-shift gearbox is a massive improvement on the recalcitrant DB9, but it’s still no match for Ferrari’s F1 tuned system and the lack of a manual option is a sheer frustration here. If this car came with a six-speed manual box and a meaty clutch it would have become an instant classic and one British tuning company is working on it now. It’s a shame that you don’t get the choice when you’re spending ?174,000.
Like a supermodel, too, I couldn’t leave it alone anywhere and ended up recruiting guards when I was forced to park it overnight in the most secure place I could find, the local underground car park.
And the Aston has another problem: its own family. The DB9 and especially the AMV8 are such fantastic cars in their own right, will both snap knicker elastic at 100 paces and are so much cheaper that the maths just doesn’t add up.
Any Aston has the same effect and the AMV8 is perhaps slightly less ostentatious. It lacks the V12 noise, but it’s a more enthusiastic sportscar and gives far more bang per buck.
So if the supermodel had a younger, equally beautiful sister that was more fun, was happy going for a steak rather than overpriced sushi and was, ahem, a more enthusiastic ride, which one would you take?
For some it’s all about the prestige, they date models, they wear a Rolex and they drive a Vanquish S, that’s the point of this car. Like a girl charging ?10,000 a day to prance down a catwalk you can’t justify it in pure terms, but the Vanquish S is the best of its breed and an attention-grabbing supermodel. And for plenty of people in this world, that will always be enough.
(Story by Worldcarfans)
10. Your Choice in comments…
Alfa Romeo has been teasing us ever since it showed the 8C as a concept car way back in 2003 at the Frankfurt Motor Show. Since then, the concept has been a fixture at every important international gathering, finally appearing in production form at Paris last fall and at Geneva in March.
The limited 500-unit run of the $200,000 supercar is reportedly spoken for, although Alfa has promised that it will sell a handful in the U.S. in anticipation of its return to the American market in time for the 2010 model year. So, it will be some time before anyone will catch a glimpse of this sleek 2-seat coupe in the States anytime soon.
But, if you have a hankering to see an 8C up close, you might camp out on the north loop of Germany’s Nurburgring, where near-production-ready cars are being tested before the first 8Cs are delivered to European customers in September.
Riding on a 102.2-in. wheelbase, the 8C promises blistering performance from its Maserati-derived 4.7-liter V-8, which is said to produce 450 bhp and 347 lb.-ft. of torque with maximum revs in the 7000-rpm range. The 8C should be relatively light, using a tubular aluminum chassis and a carbon-fiber body - it should tip the scales somewhere around 3300 lb. The manual gearbox features an electronically controlled, pedal-less clutch, and the 6-speed offers five different shift programs through its steering-wheel-mounted paddles - Normal and Sport modes with manual shift, Normal and Sport modes with automatic shift and an ice mode for winter driving.
The 8C rides on a fully independent wishbone suspension and 20in. wheels shod with P245/35R-20 rubber. Since there are so few of this expensive, stylish and wickedly fast coupe available for U.S. buyers, it is an interesting calling card for Alfa’s return to America, to say the least.
The wait is finally over and Alfa Romeo has a supercar fit for the premier league
We’re used to Italian exotics from Ferrari and Lamborghini, but Alfa now plans to push upmarket – and it’s created this stunning machine to spearhead the exclusive assault. The 8C Competizione is a sports coupe with searing performance, sensational styling… and a ?100,000 price tag. Originally debuting in concept form at the 2003 Frankfurt Motor Show, the car is ready to order for delivery in a year’s time. And to see what those lucky buyers can expect, Auto Express was first to get behind the wheel.
When Alfa took the wraps off the 8C, few people thought it would make production unchanged. But, as you can see here – and as visitors discovered at last week’s Paris Motor Show – it retains all the concept’s amazing details.
At the front, the gaping air intakes and fared-in headlights give a really aggressive look, and they’re matched for visual drama only by the quad exhaust pipes and twin circular tail-lights at the rear. But it’s the classic sports car shape, with a long bonnet and short tail, that’s the real star feature. It’s been made possible by an aerodynamic undertray which sucks the model down on to the road at speed, doing away with the need for ugly wings and spoilers.
The body itself is bang up-to-date, too, being made of carbon fibre on a steel spaceframe chassis. Sitting well behind the front axle virtually in the middle of the car is the 8C’s heart – a 450bhp 4.7-litre V8, which is shared with the forthcoming Maserati Coupe. The two models will be built on the same production line in Modena, Italy.
Just like Alfas of the past, the gearbox and differential are mounted toge-ther at the rear, helping to give the 8C perfect 50:50 weight distribution. The suspension is double wishbone all-round, while huge vented Brembo disc brakes hide behind the 20-inch alloys.
Inside, the cabin is classic Alfa, with twin cowls for the speedo and rev counter, plus a simple facia with carbon fibre trim. The shell-type racing seats, also carbon fibre, are clad in the luxurious leather used by Ferrari.
Our model was one of the first 8C prototypes, and was fitted with a conventional six-speed manual box. Customer cars will use a semi-automatic version, which will allow the driver to change gear via the steering wheel-mounted paddles. With some chassis fine-tuning still to be done, our drive was brief, but it’s obvious that the 8C is a true Italian sports car.
The V8 roars into life at a push of the starter button, revving angrily and noisily like a thoroughbred racer. Stab the throttle and the 470Nm of torque has no trouble launching the 1,400kg car away from the line. Alfa says it’ll do 0-60mph in 4.5 seconds and hit a top speed of 190mph – and from the driver’s seat, it certainly feels savagely fast.
Backing up this huge acceleration are rock-solid brakes, which slow the 8C as if you’ve hit a wall. And while we couldn’t quite put the Alfa through its paces in corners, the steering is alive with feel even at low speed. The stiff suspension offers immediate responses, promising a truly involving drive.
Is there a downside to the 8C? Just one: the fact only 500 models will be built. If you have this kind of cash, we’d advise you to get in the queue now!
WRC Calendar reduced from 2009
The FIA has confirmed that the WRC calendar will be shortened from 2009 and that WRC cars will be based on Group N and Super 2000 cars from 2012.
A statement from the FIA said that there will be 12 events in the World Rally Championship from 2009, and that more details regarding this decision will be examined by the FIA World Rally Championship Commission.
From 2012, WRC cars will be four-wheel drive and turbo-charged, based on mass-produced Group N and Super 2000 specification cars.
The statement also added that other cost-cutting measures will be introduced.
The World Rally Championship (WRC) - is a rallying series organised by the FIA, culminating with a champion driver and manufacturer. The driver’s championship and manufacturer’s championship are separate championships, but based on the same point system. This means, for example, that Petter Solberg driving for Subaru can win the driver’s championship but Citroen can win the manufacturer’s championship, which is what happened in 2003, and again in 2006 when Sebastien Loeb took his third consecutive WRC title but Ford won the manufacturer’s championship. The competition first received the designation of WRC in 1973. The sport’s commercial rights are administered by International Sportsworld Communicators.
Nissan’s 450-hp all-wheel-drive supercar is coming to America.
Will the fabulous Skyline GT-R come to the U.S.? The answer is yes. At the 2006 New York International Auto Show (NYIAS), Nissan president Carlos Ghosn announced that it indeed will come to America as a Nissan (not an Infiniti). The production car’s official debut will be at the 2007 Tokyo Motor Show.
The latest Skyline GT-R prototype, pictured above, differs from ones seen previously. This one has a pair of small air vents in the hood and four large exhaust outlets in the rear. Past prototypes had no vents and just two tailpipes. The car in the photo obviously uses Infiniti G35 coupe sheetmetal, substantially modified to fit huge tires and a large front air dam. The real GT-R will look a lot like the Nissan GT-R Proto concept that debuted at the 2005 Tokyo Motor Show.
Nissan considered a V-8 for the next GT-R but has opted instead for a specially developed twin-turbo V-6, due to its lower weight and explosive power potential. A limited-edition 2005-model GT-R Z-tune, fitted with the now superseded twin-turbo straight-six, generated over 500 horsepower, showing the potential of this car. Britain’s Cosworth is helping Nissan extract more than 450 horsepower from the upcoming 3.7- or 3.8-liter V-6 while still meeting emissions laws.
2008 Nissan GT-R
It’s the most exciting car Japan has ever produced. Sorry Supra, too bad NSX, but there’s nothing quite like the Skyline GT-R. A technological tour de force, the GT-R has always been the dream car of the PlayStation generation. Since 1989, modern GT-Rs have always featured a twin turbocharged engine and electronically controlled all-wheel drive and steering. The last generation Skyline GT-R, the R34, was the first production car ever to feature an onboard computer that gave real-time dynamic readouts on a full color screen. Not to mention that it was fast and nimble enough to run head-to-head with a Porsche 911 GT3.
But it also has more, much more, than just an enviable reputation — it has a cult following. Like all the best sports cars (think Porsche 911, Mitsubishi Lancer Evolution, Ford GT40), the Skyline earned its accolades in motorsport, where budgets were blown and technology distilled to make this car a world-beater.
In one sense, it’s esoteric — its price and position atop the Japanese fast car food chain put it just beyond the reach, but not out of the dreams, of the average salaryman. What cemented the car’s standing was that it became fairly affordable as the years went by. After the hype died down, anyone willing to take the chance on a used Japanese import could have bagged an R33, or even an R34, for reasonable money. And the fact that the 2.6-liter straight-six engine is so damned unburstable — inspiring a few crazed owners to tweak its power output up to over 1,000 horsepower — hasn’t hurt, either. In fact, much of the Godzilla reputation has been built on the street, not the track. It seems the GT-R has always been built for tuning.
Sad, then, that few American drivers have had the pleasure of spinning its twin turbos, experiencing the all-wheel-drive traction, and dancing with its four-wheel steering system. Because the plumbing of the turbos made conversion to lefthand drive impractical, the Skyline was never available in the U.S. To own one in America has taken dedication, foolhardiness, and money, in correspondingly generous portions. Up until now. Well, 2008, more like. That’s when the new GT-R will be coming to a Nissan dealership near you.
As you read this, the next generation GT-R is already attacking the North Loop of Germany’s famed Nrburgring as part of its extensive testing regimen. We’ve shown the photos in past issues — tweaked Skyline/G35 coupes with weird vents and hood bulges. Why the Nordschleife? Well, partly for the PR buzz it generates, but more importantly because the R34 GT-R clocked a time of 7.52 seconds, for many years the unofficial record for a production car, and a time the new model must obliterate.
Just how it will do that is largely a mystery. There is an unprecendented level of secrecy surrounding this new model. And it’s not just to get us all excited. Nissan knows it must be right from the word go. At the peak of his cost reduction campaign in 2001, CEO Carlos Ghosn reinvigorated Nissan and the industry by announcing a new GT-R would be coming and that this time, it would be available to the world.
Since then, the company has released two GT-R concepts but has gone completely dark about the specifications of the production car. Security is so strict, sources indicate that only a handful of engineers have the secondary security pass that grants access to the special building at the technical center in Atsugi, Japan, in which the GT-R is being developed.
Here is what we know: Previous GT-Rs have been based on Skyline sedans, but for the first time ever the GT-R will be a standalone model sharing no sheetmetal or even visual cues with the sedan. The GT-R Proto you see on these pages was designed by Hiroshi Hasegawa (who penned the Infiniti G35 sedan and coupe) under the direction of Shiro Nakamura, Nissan’s head of design, and it cuts a bold silhouette. Although it shares cues from the first GT-R prototype, which debuted in Tokyo in 2001, that version was deemed too smooth and not aggressive enough. Those criticisms, however, cannot be leveled at the Proto. With 20-inch wheels confirmed for production, riding on 255/40 tires in the front and 285/35 at the rear, this monster leaves large footprints. Blacked out A-pillars give the windshield a wraparound, helmet visor look. And then there are the kinky C-pillars… definitely not smooth.
Although the body will be all new, the GT-R will be based on a variation of the Front Midship (FM) platform that underpins the next generation Infiniti G35 Coupe. The logic behind this choice is clear: variations of the FM platform underpin a host of other Nissan/Infiniti products (everything from the 350Z to the FX45), and refining and repurposing existing technology instead creating from scratch is how CEO Ghosn garnered his nickname, “Le Cost Killer.”
But this doesn’t mean the GT-R will be some warmed-over G35 or that Nissan is building its next supercar on the cheap. Quite the opposite in fact. Case in point, Lotus has been brought in to help fine-tune the suspension. What Lotus engineers don’t know about suspensions, you could write on a pinhead, and you’d better believe that kind of expertise doesn’t come cheap.
Like its predecessor, the GT-R will be all-wheel drive — most likely an updated version of Nissan’s Advanced Total Traction Engineering System for All - Electronic Torque Split (ATTESA-ETS) system. At its peak, the R34 Nur Spec GT-R’s ATTESA-ETS Pro system could send 100 percent of the torque to the rear wheels in mere milliseconds, allowing up to a 50:50 front/rear split when required. The rear axle even had an active limited-slip differential that allowed for a bit of tail-out action. But that was 2002, and since then, there have been great strides in all-wheel-drive technology, most notably Honda’s Super Handling-All-Wheel Drive (SH-AWD) and Mitsubishi’s Super All-Wheel Control (S-AWC) systems. Expect the next generation GT-R to feature an updated ATTESA system that pushes state-of-the-art even further; probably with upgraded torque split flexibility, including the ability to send torque side-to-side as well.
The R34 featured Super-High Capacity Actively Controlled Suspension (Super-HICAS), a four-wheel steering system that turned the front and rear wheels in the opposite direction at low speeds for added maneuverability. At high speeds, the rear wheels move in the same direction as the fronts, for instantaneous reaction and agility. No doubt the next gen GT-R will carry an upgraded version of Super-HICAS, but there’s no word on just how it will be improved.
The biggest question has been the engine. Many have wondered whether the GT-R will up the ante and move upmarket into V-8 territory. But our sources indicate the GT-R’s engine will be a reworked, twin-turbocharged version of the 3.5-liter VQ35 V-6, potentially destroked for higher piston speeds. In addition to turbo heritage, business concerns weigh significantly upon the minds of the higher-ups at Nissan, and the VQ35 is an engine Nissan uses in almost every model — from the Altima to the Quest minivan.
But lest you think your next favorite supercar will be powered by the same engine in Mom’s minivan, you should know that the GT-R’s VQ will be almost completely unrecognizable. How do we know? Because at the New York Auto Show, Nissan unveiled the next generation Infiniti G35 sedan. Although the makeover of their best selling luxury sedan was more evolutionary than revolutionary, the VQ35 engine was heavily revised, with 80-percent new content, a redline increased to 7500 rpm, and power boosted over the 300-bhp mark. Clearly, Nissan is investing heavily in the VQ35 development.
Credible sources also indicate that Cosworth, England’s legendary race engine specialist, has been working extensively on the VQ under Nissan’s direction. Whether it’s bored out to 3.8 liters as some suggest, or destroked to 3.2, once it’s paired with twin, ball-bearing turbos, we should see a power output somewhere between 450 and 500 hp and torque approaching 500 lb-ft. The large contact patch of the tires and stratospheric performance targets support these kinds of numbers.
Whereas the R34 was equipped with a Getrag six-speed manual transmission, we’re expecting something more cutting-edge this time around. The new G35 features a six-speed manual or a five-speed autobox with magnesium paddle shifters, but that probably won’t be high-tech enough for Nissan’s ne plus ultra. Could the next generation GT-R be an automatic? A semi-manual arrangement requiring just throttle and brake pedals with steering-wheel-mounted gearshift paddles flicking through seven or eight (like Toyota’s new Lexus gearbox) forward ratios could be in the cards. We know for sure there will be some form of launch control mode like that found in the Magneti Marelli transmission systems used by Ferrari and Aston Martin. While purists may howl, such a system would fit the GT crowd, if not the R lovers.
The Nissan Skyline GT-R is an iconic Japanese sports coupe in the Nissan Skyline range. Dubbed “Godzilla” by Wheels magazine in Australia when released there in 1989, it was rated by many motoring magazines, including the well-respected Wheels, as providing performance and handling equal or superior to that of European icons like the Porsche 911 and the Ferrari Testarossa, at a considerably lower price. The Skyline’s home-market competitors have included the Honda NSX, Toyota Supra, Mitsubishi Lancer Evolution, Subaru Impreza WRX STi and Mazda RX-7. Since the Skyline GT-R became a popular car for street racing in Japan, that has led to countless appearance in video games, beginning with its debut in 1994 for the SNES game Zero 4 Champ R and most notably the Gran Turismo series, as well as the occasional appearances in feature films, animes and mangas.
2009 Nissan Skyline GT-R conquers the Corkscrew at Laguna Seca
After weeks of chasing the 2009 Nissan Skyline GT-R, from the streets of Los Angeles to one test facility and another, it looks like we’ve hit the end of the road for this GT-R’s stint in America.
Following a day of hot-lapping at Sears Point, the Nissan engineering team headed south to Laguna Seca raceway to see how the Skyline GT-R would handle the 2.2-mile road course and its world-famous Corkscrew. The day wrapped up with the Nissan engineers mugging for an official Nissan camera crew, while our unofficial shooters snagged plenty of new spy photos and video.
Although the prototype never shed its front and rear camouflage, we caught the Nissan Skyline with its hood open, giving us the first-ever look at the GT-R’s power plant. Close inspection reveals a few notable details about the engine that’s expected to generate roughly 450 horsepower. Two short intake plenums with three barely visible runners on each side suggest a V6, as we expected. There’s no conclusive evidence that it’s Nissan’s recently redesigned VQ35HR V6, but the front cover just behind the oil dipstick is consistent with current VQ design.
The placement of the dipstick itself is another tip to this GT-R’s configuration. Previous Skylines have integrated the front differential of the all-wheel-drive system into the engine’s oil sump. With the dipstick so far forward in the engine compartment, we expect this GT-R will continue to use this configuration.
Any doubts about a twin-turbo setup can be laid to rest as there’s plenty of visible plumbing. And those vents in the hood are clearly not there for show. The gold-colored caps of the twin compressor bypass valves are visible on the cast-aluminum intake plumbing. With plumbing running toward the front of the car, it’s a safe bet that there’s a monster air-to-air intercooler buried in the nose, or maybe even two smaller ones.
We’re not sure how it all works, but it does work, as the GT-R consistently lapped quicker around Laguna Seca than its Porsche 911 Turbo companion. According to our hand-timed data, the GT-R’s fastest lap proved to be a 1:39.62, while the 911 recorded a 1:39.89. Put Walter Rohl behind the wheel of the 911 and it might be a different story, but the GT-R clearly has the kind of power and grip to match up against the best sports cars in the world.
As the day wrapped up, it was clear that Nissan’s team was headed home for good. The engineers (including Chief Engineer Kazutoshi Muzuno in the snappy salmon-colored shirt) were posing for team pictures and having fun, so the serious work was clearly over. Of course, back in Japan there’s still plenty of development work left as the official introduction is slated for the 2007 Tokyo Auto Show, with U.S. sales expected early next year.
Next CTS-v gets 600-horse supercharged V-8
What’s good for the Blue Devil is good for the Cadillac CTS-v. The next-generation muscle-Caddy, which is expected in the 2009 model year along with the quicker-than-Z06 Chevrolet Corvette, also will get the supercharged LS7 7.0-liter powerplant. While the Blue Devil, which will be named Z07, will have about 700-horsepower (”Trend,” June), expect the engine to be detuned somewhat for the CTS-v to about 600 horses.
That’s still well above the competition’s numbers. The BMW M3 and Audi RS4 come in at 420 horsepower, and the Mercedes-Benz C63 AMG looks to be about 503 horsepower, same as the CLK63 AMG Black Series that made its debut at the New York show.
On paper, the Z06’s 505-horsepower, 7.0-liter has enough grunt to give the CTS-v the edge over its European rivals. But the naturally aspirated Z06 engine is said to lack enough low-end torque for a car of the Cadillac’s weight. The Z06 weighs just over 3200 pounds; the new CTS-v is likely to tip the scales at about 3600.
Expect themes from the current Cadillac CTS-v to carry through to the new model, including stiffer springs and shocks, meaty Brembo brakes, a quicker steering ratio, fender blisters, and lower front and rear deck spoilers, a mesh grille, and nicely bolstered front seats.
Spy photographer Chris Doane caught the 2009 Cadillac CTS-V in testing. So far, we’ve seen several shots of “ordinary” 2008 CTS test cars. These are the first images to date of the high-performance V-series variant. The prototype has a huge bubble in the hood, performance wheels, wide tires, unique (larger) exhaust pipes and — our photographer swears — an obvious “supercharger sound.”
According to spy Brenda Priddy, one of the most dependable sources claims the
CTS V Series will be powered by a 4.6-liter non-supercharged V8, while others insist — as the photos seem to show — a supercharged V8 is in store for the hot CTS. Some sources even claim this car will share the “Blue Devil” Stingray’s supercharged V8 — which could explain why these two vehicles have been spotted in the same general area.
Horsepower estimates have also been all over the board, but it’s safe to assume the CTS-V will have somewhere between 550-600 hp. Production should start in the fall of 2008, according to Priddy, with an annual run of 7500 V Series units is expected.
The CTS (C-Series Touring Sedan) is a mid size entry level Luxury car made by General Motors for the Cadillac brand. It was introduced as the replacement for the Cadillac Catera in 2003.
Designed by Wayne Cherry, the CTS uses edgy styling that Cadillac calls “Art and Science”, which was first seen on the Evoq concept car. The CTS is credited with rejuvinating the Cadillac brand, and possibly saving it from extinction, as Cadillac sales fell in favor of imported luxury brands such as Lexus and Mercedes-Benz. Although Cadillac tried to capture a younger buyer base in the 1990s, the CTS was the first of these new models that was successful as Cadillac’s other attempts at luring in younger buyers, such as the Catera and Allante, were unsuccessful. The CTS’ success is credited to its appearance in The Matrix Reloaded.
The 2008 CTS was unvelied at the North American International Auto Show. it borrows styling cues from the Cadillac Sixteen concept car, and is scheduled to go on sale in December.
First Generation (2003-2007) Introduced in 2002 for the 2003 model year, the CTS rode on the new rear-wheel drive GM Sigma platform. It was a return to rear-wheel drive, as well as being the first Cadillac with a manual transmission since the 1988 Cimarron. It replaced the mid-size rear-wheel drive Catera. The CTS was nominated for the North American Car of the Year award for 2002. The CTS is built at GM’s Lansing Grand River plant in Lansing, Michigan. The CTS was assembled in China in 2006, but assembly was discontinued shortly thereafter due to poor sales in that market. The CTS in China is now an exported model once again.
Originally powered by a 3.2 L LA3 V6 producing 220 hp (164 kW), the CTS received a 3.6 L DOHC V6 with variable valve timing in 2004, producing 255 hp (190 kW) and 252 ft·lbf (342 N·m) of torque. The 3.2 L engine went out of production in 2005, when a new 2.8 L version of the DOHC V6 debuted in an entry-level version of the CTS. In Europe, the 2.8 L replaces the previous entry level 2.6 L.
The CTS originally offered either a 5-speed 5L40-E automatic transmission or 5-speed Getrag 260 manual transmission. The Getrag was replaced with an Aisin AY-6 6-speed for 2005.
The redesigned 2008 CTS debuted at the 2007 North American International Auto Show.
Second Generation (2008-Present)
Production 2008-
Layout Front-engine, rear-wheel drive/Four-wheel drive
Platform GM Sigma II
Engine(s) 3.6 L LY7 V6 (258 hp)
3.6 L LLT V6 (302 hp)
Transmission(s) 6-speed 6L50 automatic
6-speed Aisin AY-6 manual
Wheelbase 113.4 in (2880 mm)
Length 191.6 in (4866 mm)
Width 72.5 in (1841 mm)
Height 58 in (1472 mm)
On April 2, 2006 in a 60 Minutes interview with Bob Lutz, part of a prototype Cadillac was revealed to audiences. The car appeared to take design influences both inside and out from the Cadillac Sixteen concept from 2003. Prototype models caught testing at the N?rburgring in Germany also carry many of the design features from the car showcased in April nearly unmasked. Spyshots from the N?rburgring prototypes also show that the car will still have a manual transmission. The CTS will also have an all-wheel drive option.
At the North American International Auto Show in January 2007, GM introduced the all-new CTS that will go on sale as a 2008 model. The base model will feature a 3.6-liter variable valve timing V6 with 258 hp and 252 lb-ft of torque. A second version will be offered, a new 3.6-liter direct-injection V6 VVT engine with approximately 300 horsepower and 270 pound-feet of torque using regular unleaded gas. A six-speed manual transmission will be standard on all models. The six-speed Hydra-matic 6L50 automatic transmission will be optional. Also on-demand all-wheel drive will be offered with both engines when equipped with an automatic transmission.
The new model is wider and longer, measuring 191.6 inches (4766 mm) long, 72.5 inches (1841 mm) wide and 58 inches (1472 mm) in height. Wheelbase is unchanged at 113.4 inches (2880 mm), but with a wider front/rear track of 61.8 / 62.0 inches (1575 / 1585 mm).
Like its predecessor, the 2008 CTS is offered with rear- or, new for 2008, all-wheel-drive. Some suspension, braking, and steering improvements from last year’s CTS-V have been added to the standard CTS.
Nine-spoke, 18-inch wheels surround larger high-performance brake calipers and rotors.
Side air extractors are located forward of the front doors.
Optional features include iPod integration, swiveling headlights, Bose premium audio, and remote start.
According to a recent issue of Motor Trend, a coupe and station wagon version of the CTS may be produced and sold in the USA, although GM feels that they may be more successful in Europe. Also, an American model of a Cadillac based on the soon to be Saturn Astra may be in the USA as well in Sedan or 4-door hatch form.
The 2008 CTS will be going into production during the summer with a late August/early September release in order to directly compete with Mercedes-Benz’ all new 2008 C-Class being released around the same time frame according to Cadillac dealers on the east coast.
A company called Solar Electrical Vehicles is specializing in adding a convex solar roof to hybrid cars like the Toyota Prius, Highlander Hybrid and the Ford Escape Hybrid. The solar modules are rated at 200-300 watts, and this power is utilized to charge a supplemental battery. With the solar roof, the Toyota Prius can operate up to 20 miles per day in electric mode thus improving fuel economy by up to 29% (depending on driving habits and conditions). The system costs $2000-$4000 and the payback time is said to be 2-3 years.
The higher-capacity batteries will add another 10 miles of gas-free driving, says Greg Johanson, president of Solar Electrical Systems, adding that the company is also looking at ways to add the technology to Toyota Highlanders and electric Teslas.The company is also currently experimenting with increasing its 212-watt module to a 320-watt module.
“All the technology is there,” Johanson said. “It’s just the larger manufacturer taking the next step.” For the first 40 miles of a commute, the cars use batteries rather than gas. Forty miles a day is equal to 50 cents a gallon off the utility grid.
With gas prices expecting to break $4 a gallon in the near future, Johanson said they will be gaining in popularity. To date, the company has manufactured nearly 100 of the kits to individual buyers. “Four dollars is the break-even point for these kits,” Johanson said. “Then it pays for itself in two years. That’s where the economics makes sense for the kits. Do you want to own it or do you want to rent energy for the next three years?”
A Petroleum Electric Hybrid Vehicle (PEHV) is a vehicle using an on-board rechargeable energy storage system (RESS) and a fueled power source for vehicle propulsion. The different propulsion power systems may have common subsystems or components. The HV provides better fuel economy than a conventional vehicle because the engine is smaller and may be run at speeds providing more efficiency. Other techniques may be used to recover or reduce waste energy (such as regenerative braking and shutting down the combustion engine).
A number of manufacturers currently produce hybrid automobiles and light trucks, including Ford, General Motors, Honda, Mazda, Nissan, Peugeot, Renault and Toyota.
