Tokyo Drift

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Mustang Racing

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2011 Car Show

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2012 MINI Cooper Clubman Review

The constant use of sport, the basis of elegant design, because the hatchback MINI Cooper, MINI Cooper Clubman 2012 adds functionality with a wheelbase and cargo space more spacious. It is priced just above the door and competitive with other doors as large as the Audi A3, Mazda3/Mazdaspeed3, and Volkswagen GTI.

Small styling cues, plus the body longer and be different from the standard Cooper Clubman: small changes in the front finish, distinctive details, veneers and batch aa vertical rear overhang. Updates sweet redesign last year to continue during 2012 as well as new lights and rear bumper and a revised interior, which promotes black matte chrome in a series before.

One might suppose the Clubman’s extra dimension would have jeopardized its sportsmanship, but you’re wrong. Rejected back, there is a slight difference, but despite the passage and the extra weight, the Clubman is agile, quick and light on its wheels. As the cliché of Cooper, the Clubman offers each one naturally aspirated and turbocharged 1.6-liter four-cylinder base, S and Clubman John Cooper Works trim. Base models the rate of 121 horsepower, while the Clubman S models make 181 hp John Cooper Works and the rate of 208 hp.

All are good with gas mileage, scoring up to 27/36 mpg on each base and S Clubman guise, and mpg 25/33 for the JCW. the choice of six-speed manual six-speed automatic in the base and S models will be a canvas of the improvement of 1 mpg in each city and highway. Ride and luxury are good at Clubman, the extra dimensions improve stability and smoothness slightly above the standard Cooper. Rough roads or common areas will contribute to pushing and noise in the cabin, however, and wind noise is noticeable, however, good for the car atiny below.

Drivers should use the rear seats can see the Clubman 2012, a major upgrade in the sedan, with step in providing the necessary space for the legs and the back of the hinge of the passenger door with the creation of a easier access. Materials and build quality are generally good, although the prevalence of hard plastics, economic and squeaks and rattles from the interior to discuss cutting costs. Given the tag is steep, the MINI Clubman in high level (or any model with a top team in the original) that is a bit “disappointing.

Neither NHTSA nor IIHS has marked the MINI Clubman 2012 in crash tests and ratings of renewal, however, but a group of computers that ordinary drivers feel safe, even though the Clubman is still small. The 2012 MINI Cooper hatchback and rated very high scores of “good” according to the IIHS, however, to be largely due to the collapse of the state, besides Clubman. Common ABS, six airbags, stability control, and Hill-Start Assist, all contribute to a strong base, while the options of how to upgrade xenon adaptive and parking sensors also will help a lot.

Like all MINIs on the other hand, the shopping experience Clubman is much for customizing: vinyl sticker cards, a multitude of settings for technology upgrades, painting, like countless MINI Connected and navigation, and a wide range of performance accessories in addition to over ten million possible combinations. Common equipment levels are generally good, although perhaps not as complete as possible as expected given the high value of the MINI for its category.

2012 MINI Cooper Clubman  Specifications

2012 MINI Cooper Clubman 2 Door Coupe Basic Specs

• MSRP For This Model : $21,200
• Gas Mileage: 27 mpg City/35 mpg Hwy
• Engine : Gas 4-Cyl, 1.6L
• EPA Class : Subcompact
• Drivetrain : Front Wheel Drive
• Transmission : 6-speed manual Getrag transmission
• Fuel Tank Capacity, Approx (gal) : 13.2
• Engine Type : Gas 4-Cyl
• Fuel System : Electronic Fuel Injection
• SAE Net Torque @ RPM : 118 @ 4250
• SAE Net Horsepower @ RPM : 118 @ 6000
• Displacement : 1.6L/97.5

2012 MINI Cooper Clubman 2 Door Coupe S Basic Specs

• MSRP For This Model : $24,900
• Gas Mileage : 27 mpg City/35 mpg Hwy
• Engine : Turbocharged Gas 4-Cyl, 1.6L
• EPA Class : Subcompact
• Drivetrain : Front Wheel Drive
• Transmission : 6-speed manual Getrag transmission
• Fuel Tank Capacity, Approx (gal) : 13.2
• Displacement : 1.6L/97.5
• SAE Net Torque @ RPM : 177 @ 1600-5000
• Fuel System : Electronic Fuel Injection
• SAE Net Horsepower @ RPM : 181 @ 5500

2012 MINI Cooper Clubman 2 Door Coupe John Cooper Works Basic Specs

• MSRP For This Model : $31,400
• Gas Mileage : 25 mpg City/33 mpg Hwy
• Engine : Turbocharged Gas 4-Cyl, 1.6L
• EPA Class : Subcompact
• Drivetrain :Front Wheel Drive
• Transmission : 6-speed manual Getrag transmission
• Fuel Tank Capacity, Approx (gal) : 13.2
• SAE Net Horsepower @ RPM : 208 @ 6000
• Fuel System : Electronic Fuel Injection
• Displacement : 1.6L/97.5
• SAE Net Torque @ RPM : 192 @ 1850-5600

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2012 Audi A5 Review

The 2012 Audi A5 is widely acknowledged to be one of the handsomest Audis sold, and many reviewers just give it the superlative while not qualification. definitely its designer, Walter d’Silva, said it absolutely was the most stunning automobile he’d ever drawn.

The A5 Coupe is elegant and striking, especially in Audi’s characteristic white color. Then, once you lop off the roof, the open-air A5 Cabriolet adds a splash of decadence to the planning. If we have a tendency to were spending more than $40,000 on a two-door luxury automobile from Audi, we’d wish it to be the convertible.

In either guise, the Audi A5 may be a boulevard cruiser–what we have a tendency to used to decision a grand touring car–at its heart. it is a automobile for some and their bags to travel in, though one or two extra riders can fit in the rear. It’s close-coupled but not cruel. The cabin is well laid out similarly as finely designed, and also the controls are lighter than those of different German coupes.

The A5 coupe comes commonplace with quattro all-wheel-drive and a six-speed manual transmission. An eight-speed automatic transmission is an offered option, and either alternative will yield a 0-60 time just north of half dozen.5 seconds.

Opt for the A5 convertible, and you’ll get commonplace front-wheel-drive and a customary continuously variable transmission (CVT). No manual transmission is available on the drop-top A5, but consumers choosing the quattro AWD option will get the same eight-speed automatic transmission utilized in the coupe.

While the A5 isn’t slow, it’s additional of a grand-touring coupe than a sports coupe. consumers needing an extra serving of schnell with the A5’s good looks can intensify to the S5 coupe, that comes with a four.2-liter V-8 sensible for 354 horsepower and 325 pound-feet of torque. That’s enough grunt to get the S5 from 0-60 in beneath 5 seconds, whether you choose for the six speed manual or six-speed automatic transmission.

An S5 convertible is available similarly, but it comes powered by a 3.0-liter, supercharged V-6 sensible for 333 horsepower and 325 pound feet of torque. A seven-speed, dual-clutch gearbox is the solely transmission option for this variant.

But again the convertible shines brighter: its well-insulated prime is dropped in a very matter of seconds, and it’ll raise itself quickly enough that you won’t get drenched once you stop in a very sudden shower. Sure, the material prime blurs a number of the coupe’s crisp roofline–not to say eating any into the rear seat space–but the feeling of sun in the face and (a little of) wind in the hair makes those quibbles fade into insignificance.

All A5 models go together with a turbocharged 2.0-liter four, even the Cabrio with quattro all-wheel drive. Transmissions are a six-speed manual or an eight-speed automatic. The Audi A5 range produces EPA gas-mileage ratings in the mid 20s–adequate if hardly at economy automobile levels. No hybrid or clean-diesel variants are offered in the States, sadly,

In base trim, the A5 comes well-equipped–as it should with a beginning price north of $40,000–and the options list is long. In fact, the sole real option missing is the box to tick that will guarantee sunshine, balmy breezes, and clear roads ahead once you drop the highest. More’s the pity.

The A5’s interior is targeted on driver and passenger comfort, though the rear seat are going to be cramped for those long-of-leg.  As you’d expect from Audi (or any automobile during this price purpose, for that matter), interior match and end is excellent, and a wide range of options and add-ons are offered to fit your wants, taste and budget.

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Porsche’s 911

The history of Porsche’s 911 is now so long that there is probably almost no sensible modification that tuners and race preparation companies around the world have not tried on the iconic rear-engined sports car. The most recent phase in the long line of aftermarket conversions was turning narrow-bodied 3.2 Carrera, and even 964 models into Carrera RS 2.7 look-alikes.

This conversion trend was logical as many enthusiasts think the U.S. market-inspired impact bumpers of the ’74-’89 cars are aesthetically fussy and ungainly. In addition, since the later cars were

galvanized, they inherently stand a better chance of being a less troublesome long-term driving partner. Certainly, replacing the impact bumpers with the smaller, lighter, earlier version removes weight and improves the car’s looks. Drivability and fuel economy also benefit from the more powerful, larger capacity later engines, even if these replicas are still somewhat heavier than a genuine RS. More unusual however, is the installation of a ’90s-era motor in a 1960s car, and it was this rare and less common combination that attracted me to Nigel Jones’ Blood Orange 911.

All such cars that I have seen so far have been built in the UK and USA, so the fact that this and several other such hybrid 911s exist in Singapore is of far greater interest. Less of a surprise is the fact that these cars were built by UK expatriate mechanic, Andy Tatlow, who has lived in Singapore since the mid-’90s.

Tatlow is a road- and race-trained Porsche specialist who used to work for Autofarm in the UK as a freelance contractor. He was headhunted by Ruf Singapore and subsequently went to work for the official Porsche distributor in Brunei before returning to Singapore to set up Flat Six Road and Race Engineering. With his extensive knowledge of tuned and modified 911s, Tatlow understands the ins and outs of what can and cannot be done to 911s. His Porsche enthusiast clients in Singapore are almost all either expats or locals educated in the UK or the U.S., and ar

e thus familiar with the modified Porsche scene as we know it.

Creating the specs for one of these cars is usually a process of the client approaching Tatlow with a concept, which then evolves. In the course of these discussions, he is able to separate fantasy from reality, and more accurately gauge what will best suit his client’s needs. After all, creating a peaky track-day monster would certainly be the wrong thing to do for someone who actually needs a daily driver flexible enough to tackle the challenge of Singapore’s urban traffic.

I saw the car in an early stage of build in Tatlow’s workshop during a visit to Singapore in August 2009. The shell of the ’69 car had just come back from the paint shop, and my attention was focused on other cars. Then, in the spring of last year, Tatlow told me that the early car was finally finished and that its owner was willing to have it featured in a magazine if I was still interested.


And so almost exactly one year after I first saw the bare shell, I am at Nigel Jones’ house in Singapore looking over one of the most immaculate early 911s I have seen in recent years. Early is the operative word here, as the base car is a ’69 long-bonnet 911, sold new in Singapore, where it now qualifies for historic vehicle status.

You can tell that Jones is a 911 nut, as the daily driver sitting next to his Carrera RS 2.7 replica is a ’94 993 Carrera 2 manual. “I had one of the five ’89 Carrera 3.2 Speedsters in Singapore before the 993,” he says. “I have always driven convertibles, and loved the Speedster, but its canvas roof could not cope with the tropical downpours. On top of that, the air-con in these earlier cars did not work very well. In the end, both these faults were pretty terminal in Singapore’s hot and wet climate, as they meant I turned up at meetings looking like I had swum there.”


After four years of 993 ownership, a sequence of events led Jones to yet another 911, but this time aimed at track use and pure driving fun. “Andy helped me find the 993, and has looked after it since I bought it nearly five years ago,” he says. “A year ago, we were discussing pre-impact bumper cars and the magazine stories that had been written about RS 2.7 re-creations built from later cars.

“I had been looking at websites like Pelican Parts and others and also saw the orange lightweight 964 Clubsport that Andy built for another client. So I asked him if he could find and build me a special car that looked period, but was more modern under the skin.”

Jones was trained as a mechanical engineer and wanted the best possible quality as well as a car that was much lighter than the Carrera 3.2 and 3.6-based replicas he had seen in the magazines. In the end, Tatlow just missed the target maximum weight of 1,000 kg (2,200 pounds) by 15kg—but only because Jones insisted on have air-conditioning fitted.

The car Tatlow found was originally white and had been restored by a local body shop. But because it had then been left for a few years, the paint was starting to lift in some places, so step one was stripping the car back to its bare shell. They quickly realized that it had lots of filler and had been patched in various places. It had no kidney bowls and the pattern sills did not fit properly. During his years in Singapore, Tatlow has located a couple of exceptional body shops that do metalwork and paint as well as the best in Europe, but for far less money. One of these artisans was entrusted to cut out all the rusty parts, weld in new metal, and prepare and paint the shell. Once the panels were primed and painted in Blood Orange, there was no sign that the car had not left the factory this way.

The build involved equipping the shell with brand-new lightweight GRP Carrera RS 2.7 replica bumpers and a GRP engine cover with rear ducktail spoiler. Replica Carrera RS sidewinder decals complete the RS illusion.

The original glass was cleaned up and re-used, with just the rear windscreen replaced with a lighter Perspex substitute. The interior was treated to a lightweight RS interior and carpets with a custom black vinyl headlining, and the instruments refurbished by North Hollywood Speedometer & Clock Company in California. The Recaro Nürburgring sport seats were sourced from World Wide Classics in the UK.

The car sits on 16-inch Fuchs wheels and Dunlop tires from a Carrera 3.2 and refurbished locally. They definitely look better than the original 15s, and give the car better grip, but are a dead giveaway that the car is not a real Carrera RS 2.7.

Also helping to give the car its purposeful stance is the more advanced suspension technology that hails from U.S.-based specialist companies. “Where the German tuners just put in larger torsion bars and antiroll bars and stiffer dampers, the U.S. tuners looked at things from a different point of view,” Tatlow says. “The fact that these specialist companies are still coming up with new ways to improve the engines and suspensions of these early cars years after Porsche stopped making them speak volumes for how much they think the 911’s old-style suspension can still be improved.”

As he is still a novice on the track, Jones did not go the whole hog with the suspension, but what Tatlow did do has made a big difference to handling and grip. The front torsion bars are stock, but the rears are from a 3.3 Turbo. The front through-the-chassis antiroll bar is fu

lly adjustable, as is the rear bar. Koni supplied the heavy-duty front strut inserts and rear dampers, while Elephant Racing poly-bronze bushings all round contribute to greater geometric accuracy under load.

With the heavier motor and substantially greater power and torque to cope with, the brakes were substantially beefed up. Bearing in mind that pre-1977 911s did not have brake servos, a few choice decisions had to be made. The car has ended up with Carrera 3.2 front and rear vented discs and rear calipers, matched with Boxster front calipers and a single 23mm brake master cylinder.

The 964 twin-plug motor was given a set of Schrick cams and breathes through PMO individual throttle bodies, with Autronics electronic engine management system providing fully mapped fuel and spark curves. This means that not only is this early 911 vastly more powerful than when it left the factory, it is also much more fuel efficient, with a vastly cleaner exhaust too.

Currently, the exhaust has standard 964 headers and a Gemballa rear box with no final silencer, but Andy and Nigel have agreed that RSR style headers with a 2.8 RSR style exhaust system will be the way to go.

As the motor was still running in at the time, A

ndy had not done a dyno pull to confirm output, but the last engine he built to the same spec made 325 hp at 6600 rpm with a suitable exhaust in place.

For today’s driving conditions, and to handle the extra power, the late Carrera 3.2’s G50 gearbox was deemed the best bet, and the modifications to graft this in were conveniently done along with the custom mounts while the car was being built up. The new gearbox is married to the engine via a Turbo 3.0 clutch assembly.

The orange 911 goes like a scalded cat when you extend it, and yet pulls well from low down, so it is very drivable in traffic. The higher gearing of the G50 five-speed provides fair refinement at cruise, within the limitations of the lightweight interior. But go deep into the throttle travel, and the single throttle per cylinder induction produces the kind of deep throaty roar long since outlawed by EU drive-by regulations for new cars.

“The car has turned out better than I hoped for,” Jones says enthusiastically. “It is almost concours-quality, and that is a problem in itself. Almost too nice to use hard on track, but I don’t want it to be a garage queen.”

The irony is that with room to spare in his garage, he could well end up buying yet another car just for track use.

Porsche 911 Carrera RS 2.7 Replica

Layout
Longitudinal rear engine, rear-wheel drive

Engine
2.7-liter flat six, dohc, 24-valve. Schrick cams, individual throttle bodies, Autronics engine management

Transmission
OEM G50 five-speed manual, Turbo 3.0 clutch assembly

Suspension
911 Turbo 3.3 rear torsion bars, Koni dampers, adjustable antiroll bars, OEM Boxster front calipers, OEM 911 Carrera 3.2 rotors and rear calipers, 23mm master cylinder

Wheels and Tires
Fuchs alloys, 6x17 (f), 7x16 (r)
Dunlop, 205/55 (f), 225/50 (r)

Exterior
GRP Carrera RS 2.7 replica bumpers, GRP engine cover with rear ducktail spoiler, replica Carrera RS sidewinder decals

Interior
Recaro sport seats, refurbished instruments

Performance
Peak Power: 325 hp @ 6600 rpm

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Ferrari 458 Italia

 

The new Ferrari 458 Italia is about as ostentatious as most of us would like to go. It’s in-your-face enough. But Khourosh Mansory caters to a different breed. Wallflowers simply need not apply as his cars command—no, they demand—attention. Lots of it. So unless you’re the kind of guy that can pull off wearing shades indoors, at night, the Mansory Siracusa probably isn’t the car for you.

There’s just a touch of Miami Vice about the Siracusa. It’s cool, but in a very weird way. And it certainly doesn’t belong in Brand, which is almost spitting distance from the Czech border in the old East Germany. Seemingly gripped by winter for nine months of the year, it’s a rundown area where an old Trabant is still a legitimate form of transport. People could ride donkeys here and it wouldn’t shock you all that much.

So the Siracusa fits in here like a porn star in a monastery. In fact, you could say the same for the whole factory, a relatively nondescript industrial unit in the middle of the bleakness that houses a showroom with a polished marble floor, a boardroom that boasts borderline thrones rather than chairs, and a casually discarded Bugatti Veyron Pur Sang, several ripped-apart Rolls-Royces, a Bentley Continental, several $1 million Mercedes G-Wagens, and more.

But the 458 draws the eye as it sits in the corner, resplendent in a ridiculously bright shade of yellow. It was a traffic stopper anyway, but now… now it’s something else entirely.

Mansory has taken the 458 Italia’s swooping, elegant lines and gone to town with the design, ditching the movable front wings and fitting a sculpted front end with an Enzo-style nose cone that looks just a touch F1, especially with the endplates and vents channeling air over the front wheels. There are new foglamps and the car looks wholly different, more sculpted than the base Ferrari.

 The moveable aerodynamics were meant to be a big deal. That’s what Ferrari said anyway, and they were a clear link to the murderously expensive F1 project. Now, you won’t hear anybody say it’s marketing guff here, but question Khourosh on the old parts’ value and he simply raises an eyebrow. He doesn’t do wind tunnels, but has access to some of the most advanced computational fluid dynamics software on the market and is sure that the new configuration is a big step forward.


There are the naked carbon-fiber slats in the bonnet by the lights, the multi-bladed side skirts, rear wing and huge diffuser. It’s just a touch ’70s in its own weird way and brings to mind the Lamborghini Miura, but there’s a method to this madness. The cockpit is closed behind the driver, but instead of the rear screen retaining heat, those slats are open and the inevitable heat from the engine bay is sucked out of the car and channeled over that audacious rear wing.

The additional power is almost irrelevant. It’s the feeling, the shock factor, that makes this conversion worthwhile.

 It isn’t subtle, especially in yellow and naked carbon, but it is spectacular. All those carbon parts, and the work on the interior, which is equally dramatic and comes with top-quality ultra-suede or your choice of leather, as well as carbon shift paddles, door panels, a retrimmed steering wheel and more on the center console, shaves 150 pounds off the overall weight of the car. The external stuff increases downforce, too.

Now Mansory has been forced to put some weight back in, as the outrageous volume of the engine had overpowered the stereo, and just sometimes you might want to listen to a different kind of music. So now there are two subwoofers, two amps and serious loudspeakers in there. Of course it’s all beautifully plumbed in, and the only external sign is the futuristic glass panel behind the seats with Tron-style accent lighting.

There is no more effective way to improve the handling and performance than to strip weight high up in the frame. Indeed Ferrari’s own Scuderia, which will surely come, will focus on reduced weight and the results will probably be not too dissimilar in terms of raw figures. Ferrari’s car might look slightly different, though.


The suspension is dropped 20mm, which gives the car a stronger grip at the apex at low or high speeds. You have to wonder how many folks will truly appreciate that nth degree of bite, or that additional fraction of aero grip. When in fact you don’t, hardly anyone will notice any discernible difference. They will just know it’s there, they will be able to tell their friends that their Mansory Siracusa is better than the factory fresh 458 their friend turned up in. That matters in some circles. Not mine, admittedly.


Of course more power would have been nice, as Mansory has adopted a light touch with the engine. There may well be a bigger power version down the line, but for now the tuners are getting to grips with the highly strung V8 and taking over the warranty doesn’t fill them with joy. So a new exhaust and gentle ECU remap squeeze 590 hp out of the powerplant now, and it has to be said it feels more than enough.


I head out on to the deserted, cold, wet and slippery road and after a few minutes of gentle pootling manage to grow a set and press the loud pedal with anything approaching conviction. The Ferrari underneath feels so damned visceral, so close to the edge, that in these conditions it takes a real gut check to attack it. But when I finally do it, Wow. Just, Wow.

Ferrari’s engine note is a unique thing, a high-pitched buzzsaw that somehow smooths out into pure music as the car snarls towards the horizon and its 9000-rpm redline. With the new exhaust it’s a blaring, aggressive, almost nasty creation. The additional power is almost irrelevant. It’s the feeling, the shock factor, that makes this conversion worthwhile. It just feels faster, even though I’d hazard a guess that in the real world this and the standard car could be separated by a cigarette paper on the dragstrip. On track the aero appendages would make themselves felt and the cornering speed should improve, but if you drive fast enough to find out on the road then you’re destined for a stay in jail.

Mansory has fitted his own centerlock wheels, too, 9x20 fronts and 11x21 rears, wrapped in Michelin Pilot Sport rubber, which gives the car a beautifully progressive feel at the limit. Even on this wet road the Siracusa responds to every miniscule input to the wheel and inspires the confidence to press on. Ferrari’s traction control system is still in full effect and stays firmly stuck in a secure setting. But even now I can feel ludicrous amounts of traction through the bend followed by a seductive slug of power.


The car feels ridiculous, lurching forward with every prod on the throttle. If anything, it feels even faster than the insane figures suggest, and while a McLaren might be faster, there’s no way it could be any more involving. The Ferrari is like a shot of adrenaline every time I flex a toe, it’s just a beast, and getting behind the wheel vindicates every cent spent on the car itself.

And that noise winds up from 2000 rpm into one of the most intoxicating, most addictive sounds in the motoring world. The flat-plane-crank scream is the polar opposite of the more thuggish Aston Martins and Lamborghinis of this world, but it still makes every hair on my neck crackle to attention as I blast down a straight section of road.


Mansory says the car now does 205 mph, or maybe a touch more, slightly faster than the factory car anyway, but don’t expect a major improvement on the 0-60 mph time. That was 3.2 seconds anyway, though, and how quickly do you really need to get there? Mansory didn’t have to make the 458 perform better, it was already ludicrously fast. And a car that looks like this isn’t meant for hammering around the track either. It may have taken its name from the historic racetrack on Sidly, and it may have more downforce than the 458 Italia, which is a racecar for the road if ever there was one. And yet still that isn’t this car’s purpose in life.


In truth, the Mansory will spend a lot of time going quite slowly indeed through the congested streets of Dubai, Monaco, Moscow and elsewhere. It’s a car that commands attention. So it will cruise past the world’s most exclusive nightclubs like the best of them, and jaws will hit the floor wherever it goes.


You see, sometimes, in some places, a standard Ferrari 458 Italia just isn’t enough to make an impression and you need a car like the Mansory Siracusa to stand out from the exclusive crowd. It’s a car for the modern-day Don Johnson, and you just know that Sonny Crockett would have felt right at home.

 

Mansory Siracusa

Layout
Longitudinal front engine, rear-wheel drive
Mansory Siracusa Driving

Engine
4.5-liter V8, dohc, 32-valve. Mansory ECU, sport exhaust

Transmission
Seven-speed automated manual

Suspension
20-mm lowering springs

Wheels and Tires
Mansory centerlock alloys, 9x20 (f), 11x21 (r)
Michelin Pilot Sport 2, 245/30-20 (f), 305/30-21 (r)

Exterior
Front apron, side skirts, vents, rear apron, wing, slatted rear screen

Interior
Full Mansory leather, Alcantara and carbon-fiber trim, carbon-fiber bucket seats, drilled aluminum pedals, sport steering wheel

Performance
Peak Power: 590 hp @ 9000 rpm
Peak Torque: 410 lb-ft @ 5400 rpm
0-60 mph: 3.2 sec.
Top Speed: 205 mph

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Audi A1

Not the steak sauce, surely
Was it because we went into Iraq? That we voted W in for a second term? It sure can't be because we gave the world Justin Timberlake, because Audi has given him a gig in the marketing of its new subcompact A1 hatchback. So why will we not get this car in the USA? After all, MINI is a big success over here and the A1 would be a direct rival: big class in a small package. So Audi has either committed a rare misreading of the American zeitgeist, or we're all being blamed for Clay Aiken.

credit by: http://www.europeancarweb.com

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Porsche 911 GT3 R Hybrid

Trickle, trickle, racing star
It's called the trickle-down effect, where cutting-edge technologies forged in the crucible of Formula One end up in less esoteric cars. Last season's big hardware story was KERS, the kinetic energy recovery system that stores braking energy in a battery then gives a 10-hp jolt on the straightaway. It wasn't a generic third-party setup; each participating team produced its own system. And naturally, those systems were far more involved and advanced than anything found in a Prius.
A Williams F1 KERS can now be found in the 2010 Porsche 911 GT3 R Hybrid. The car's conventional drivetrain is a naturally aspirated four-liter flat six that makes a mighty 480 hp and drives the rear wheels. The front axle, however, has a couple of 60 kW electric motors to provide some extra oomph.

The irony is that most F1 teams, frustrated by reliability issues, ditched KERS by the end of last season and it won't be making a return for 2010. Our hope is that this won't be some empty gesture to appease the greenies. The car will be racing this May at the 24-hour Nürburgring bash, where Porsche says the focus is not on winning the race but on using the car as a "racing lab." It could make up time by needing fewer pit stops, which it will need to catch Walter Röhrl, who'll reportedly be driving a stock GT3 RS against the field.


credit by: http://www.europeancarweb.com

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Alfa Romeo Giulietta

Romeo's Giulietta
The notion of Alfa Romeos being sold Stateside again still feels like one of those mad dreams we dare not dream, but how can anyone not get all giggly when faced with the new Giulietta? The name itself conjures up wistful memories of beautiful cars with raspy exhausts. And also some pieces of crap from the '80s, but we can gloss over those. Could this be a return to the glory days, powered by a range-topping 235-hp gasoline engine? Or even a thrusty, lusty turbodiesel? To the Chrysler/Fiat brass: We bailed you guys out to the tune of millions, we deserve something great.


credit by:http://www.europeancarweb.com

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Citroen DS High Rider Concept

Viva la DS
Word from over the water is that Citroën, possibly the quirkiest of the big three French car companies, has resurrected those venerable initials: DS. But rather than making it the kind of wafty sedan General de Gaulle might recognize, the DS of the 21st century is a subcompact.
However, Citroën's DS High Rider concept, made for the Geneva show, looks like it's trying to make people swear off neutrality and join the resistance. Although the idea of a coupe on stilts running a diesel hybrid drivetrain doesn't sound too great in theory, it sure beats a poke in the eye with a stale baguette in practice.

credit by: http://www.europeancarweb.com

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2011 Volvo S60

Mixing Sensible With Sensual

It's all new. It's (allegedly) the sportiest Volvo ever. And it has cool things like pedestrian-detecting radar with automatic braking. This handsome beast is the 2011 Volvo S60 premium midsize sedan. The range-topping model, the T60 AWD, will have a turbocharged, 3.0-liter straight six, cooking up 300 hp and 325 lb-ft of torque that turns all four wheels.

Volvo recently stated its intention to make accident-free cars and the gadgets on the new S60 go some way to fulfilling such an ambitious promise. Sensors and cameras are on constant vigil, checking for hazards. They can also communicate with the brakes and operate them. A slightly less fancy system already works fine in the XC60 SUV. And considering how well that vehicle drives, the S60 could really be fun. How often does that get said about a Volvo?

credit by:http://www.europeancarweb.com

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Lamborghini Gallardo Spyder

In our first installment of the View Finder series we looked at a photo shoot of a perfect 1971 Lamborghini Miura. In that article I remarked on how incredible it is to shoot an older vehicle like a Miura. All the little details, all the intricately machined and assembled components not seen on today's cars.

This time we are taking you behind the scenes at a shoot for a brand new Lamborghini Gallardo Spyder. This much younger sibling of the Miura may be from the same manufacturer and cut from the same cloth, but in actuality is a much different animal.

While the Miura was beautiful in every detail, the Gallardo is aggressive and emotional as a whole. Some will argue that it doesn't have as much soul, as much feeling as the Miura, and maybe it doesn't, but it inspires lust in a whole different way. This car truly lives up to the charging bull depicted on its hood. While cars keep getting more and more complex, the aesthetics seem to be regressing into simpler, smother, less complex shapes.



On the inside the Miura is extremely simple. No electronics to save unskilled drivers, no computers to monitor the engine and the environment to constantly adjust one to the other. On the outside however, the Miura is an amazing collection of complex curves and contours. I don't know if there is actually a single flat panel on the entire car. Lamborghini was not apologetic at all about the need for adding vents, lights and bumpers to the outside of the car. The designers in fact seemed proud of the need for the outlets on the hood as if showing off just how much heat that big V12 produces that it needs to spread it around the car. Not only did they scoop out the sculpted front fenders for the pop-up headlights, they even painted them black to add to the effect.

The Gallardo on the other hand is an exercise in simplicity. While this car is anything but understated, the intimidating character is translated in much less complex and less deliberate way. The Miura is the SWAT Team member in full body armor and the Gallardo is the Secret Service Agent in the black suit and glasses, they may look very different but you know the outcome will be the same if you mess with them.



Getting the car into the studio was the same exercise as with the Miura. No running cars in the studio and no tires rolling on the painted floor means everything happens on the wheel jacks. The first concern with the wheel jacks was whether they were up to the task of straddling the massive rear tires, luckily this is the baby Lambo and the rear tires measure a "mere" 295mm wide. They barely fit, I am not looking forward to trying to get the jacks on the Murcielago's 335 steamroller-esque monsters.

The pearl white paint almost glows under the studios lights, almost as if it is lighting up the space as much as the light box above it. In the studio is were a cars lines can really be appreciated. There are no reflections in the paint, no weird shadows or glares from the outside, just smooth uninterrupted light bathing the car. To see a car like this is like studying it in an art gallery or museum. Suddenly the shape of the car is sculpture, the lines are pure and the car can truly be judged as a vision and not as machine.

It didn't take nearly as long to position this car. With its flatter panels and in your face styling, everything is right in front of you. Shadows and highlights don't hid from you like on the Miura. You see how the light lays on the surface and it doesn't play any tricks on you.

Photographing the car still took the same amount of care. Senior Editor Rob Hallstrom was the matador with this bull, he has a little more down to business attitude about shooting than Editor Les Bidrawn. Both are excellent photographers but you get the feeling that Les shoots from the hip a little more than Rob. Rob came in with a plan; he knew what he was after and what it would take to get it done. Les is a little more free flowing, waiting to get the car in the studio to see what happens.




credit by: http://www.europeancarweb.com
By Michael Febbo, Photography by Michael Febbo

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Carlsson SLK CB25 S - Escape Pod

In aesthetic terms, Mercedes aftermarket tuners tend to fall into one of two categories: mild or wild. Brabus and Carlsson support the former school of thought, while Lorinser, MAE Design and Asma Design are proponents of the latter.

I expected no less than simple elegance when I came to see Carlsson’s take on the new SLK, and I was not disappointed. As usual, their designer, Rolf Schepp, has done a fine job of getting a feel for the standard car’s styling, and then seamlessly blending in the Carlsson house style for a relatively subtle but distinctively elegant result.

On the SLK, a designer has to be extra careful with bold design motifs that can become crowded if more than one appears together, or simply out of proportion if applied for their own sake.


                      Sound is important in a sports car, and the SLK presses all the right buttons here.


A case in point is the SLR-style nose treatment nose on the previous R171 SLK. The bulbous nose cone sat very uneasily on the front of the much shorter and narrower SLK. And when the AMG body styling was applied with its various larger intakes, the end result appeared far too fussy on a car of such small physical dimensions.

The latest R172 SLK has a much more sculpted look, with pronounced haunches that give it Coke-bottle rather than wedge-shaped flanks. This helps to balance the design when seen from different angles. But like so many production cars, in its base form with standard wheels, the SLK looks unfinished and just cries out for bigger wheels and wider rubber. The new, more muscular looking SLK takes to subtle body styling enhancements much better than its predecessors

muscular look. Carlsson uses the AMG package as its base, adding a new front spoiler to which you can also fit the company’s RS front bumper lip. The nine-piece, electro-polished stainless steel mesh kit for the grille and underbumper intakes looks particularly good on a black car, giving the front end a more classically sporting look

The optional AMG body styling ties in beautifully with the curved rear haunches, giving the car a more


At the rear, the new diffuser insert, which can be ordered in carbon fiber, has cutouts for the four big polished exhaust outlets. The small bootlid trailing edge spoiler is the finishing touch, and adds a bit of downforce to counter lift over the rear axle at speed.

Fitted with 235/35ZR19 and 265/35ZR19 rubber, the 8.5- and 9.5x19 Carlsson 1/10 Graphite Edition alloy wheels fill out the arches. Together with the 1.2-inch ride height drop provided by the sport spring set, they help to give the car its broader, more hunkered down stance.

The latest turbocharged 1,796cc four-cylinder is the best four-pot petrol engine Mercedes has ever made. Smooth, powerful and economical, in the SLK in particular it’s a hoot to drive. Sound is important in a sports car, and the SLK presses all the right buttons here. On the intake side, the factory-tuned resonance chamber gives the induction system the acoustic properties of a brace of carburetors when you use the throttle in anger. Carlsson’s stainless rear exhaust silencer helps to reduce backpressure and gives the exhaust a deeper, more mellifluous tone to match the gurgling induction roar.


For the tuners, the downside of the new motor is the Siemens ECU, which has pretty robust security protocols. For now at least, tuners have had to resort to using an external piggyback ECU to intercept the signals between the factory ECU and motor. The Carlsson C-Tronic unit performs this task in real time by tricking the Siemens unit into thinking that the information received is within normal operating parameters.

As manufacturers look ever more closely at controlling costs, the presence of components with significant performance headroom that can be taken up by the aftermarket tuners is dwindling. In the case of the SLK, the factory intercooler does not have far to go before it reaches its limit, so a 10 percent more efficient unit is part and parcel of Carlsson’s CB25 S engine upgrade kit. Apart from allowing a 15 percent higher boost pressure over the stock 1.2 bar, it also benefits reliability by helping to limit the thermal stress imposed on the uprated engine.

The result of these modifications is an increase in power from 204 hp at 5,500 rpm to 239 hp, while torque goes up from 229 lb-ft between 2000 and 4300 rpm to 273 lb-ft. The higher peak figures are attained at the same engine speeds.

As the ECU remapping also affects the response of the e-gas throttle, there is more to the change in driving characteristics than just the power and torque increase. In Sport mode, the already responsive engine feels like it has just had its claws sharpened, delivering its newfound output with even more verve and eagerness. Couple that to the more sporting exhaust note, and you have a small roadster that gives you a fine stereo effect from both induction and exhaust when you’re wringing it out on a twisty road.

You feel the extra torque more than the power because you use it all the time, especially around town and exiting bends. That same twisty road also reveals that the extra grip provided by the bigger tires and the enhanced stability of the lowered suspension are running ahead of the comparatively modest power increase. It feels like the chassis upgrade would only come into its own when paired with the more powerful V6.

With clients becoming more enlightened to the joys of bespoke interior trim, Carlsson was able to go some of the way with this car, which was bound for a customer in Thailand. The black and orange interior trim is extroverted to say the least. The headrests, side bolsters, and door inserts are covered with orange leather, while the seat inserts have three black panels each, with a quilted effect highlighted by orange cross-stitching.

In a reverse effect, the orange door inserts are set off with black quilt-effect cross-stitching. The same colors are used on the Carlsson gear knob, whose black leather gaiter has orange stitching highlights.

Finishing touches are the orange edging on the black Carlsson floor mats with larger than normal Carlsson logos, the alloy pedal set and footrest and the stainless steel doorsill entrance plates. While this interior color scheme might not be to everyone’s taste, the quality of the workmanship is undeniably top-notch.

Mercedes claims the new SLK has been a big hit with customers. The fact that they managed to deliver the first cars this summer has certainly helped. Carlsson’s modifications really make the car look complete, and the admiring glances we received from other drivers and people on the street when driving to and from our photo location certainly underlines that



Carlsson SLK CB25 S
Layout
Longitudinal front engine, rear-wheel drive

Engine
1.8-liter I4, dohc, 16-valve, turbocharged. Carlsson CB25 S upgrade kit, sport exhaust, C-Tronic piggyback ECU

Suspension
Lowering springs (1.2 in.)

Wheels and Tires
Carlsson 1/10 Graphite Edition alloys, 8.5x19 (f), 9.5x19 (r)
Dunlop SP Sport Maxx 235/35 (f) and 265/35 (r)

Exterior
Carlsson front spoiler and RS carbon lip, stainless steel grille/intake mesh, rear diffuser insert, bootlid lip spoiler

Interior
Custom black and orange leather interior trim with contrasting stitching, Carlsson alloy pedal set and gearknob

Performance
Peak Power: 239 hp
Peak Torque: 273 lb-ft




Credit by: http://www.europeancarweb.com

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2012 Victory Hammer S

 

 A Muscle Cruiser with a Sport Bike Soul.

At the intersection of sporty styling and cruiser muscle are the Hammer and Hammer S. Minimal, sporty bodywork highlights the meaty 250mm rear tire and the dual disk brakes up front. The Hammer S is a limited-edition model with special muscle car-inspired styling.

Go one-step further than the Hammer with the Hammer S V-Twin cruiser motorcycle wide tire cruiser motorcycle. We take the raw aggression that riders love about the Hammer and push it to another level with the styling on this machine. Blacked out custom detail and exhaust provides a striking contrast to the custom painted wheels and hard-to-miss paint job.
Add that to the power of the 106 cubic-inch Freedom V-Twin engine that drives 97 horsepower and 113 ft.-lb. of torque to provide you with an unforgettably powerful ride on an unforgettable bike. This V-twin cruiser is the height of style and performance. Nobody is going to miss this machine rolling down the highway or the city streets.
The style takes the aggression of the Hammer model and steps it up. The suede red and black color scheme with the white stripe immediately brings to mind the muscle cars and cruisers of the past. PROVEN OUTSTANDING RELIABILITY
Victory has a track record of consistently outstanding reliability and dependability, which has led to the industry's highest customer satisfaction ratings. This proven reliability, along with the new transmission design, allows Victory to recommend extended oil service intervals for 2011 drivetrains.

o The recommended oil change interval for 2011 models is every 5,000 miles (8,000 km).
o Less-frequent oil changes results in a lower cost of ownership.

NEW TRANSMISSION
The Victory drivetrain team scrutinized every component of the engine and transmission and fine-tuned the designs and performance of numerous parts. Approximately 40% of the drivetrain is new for 2011, with the transmission receiving so many improvements it is virtually a new transmission.
The changes: improved manufacturing efficiency and quality assurance; enhanced drivetrain's already-impressive reliability; improved engine performance; and, for riders, improved ridability and delivered a more appealing-sounding transmission.

o In terms of operating sound, selected modulation frequencies have been eliminated. This produces a more-appealing sound - consistently in each gear. In 4th and 6th gears in particular, gear whine has been reduced.
o Driveline lash has been reduced by 66%.
o "Neutral Assist" has been added to make it easier for a rider to shift into neutral when stopped. This will reduce the rider's effort, will reduce clutch wear and will lessen the performance demands on the oil.

ENHANCED INSTRUMENTATION
All cruisers now have instrumentation similar to that of the Victory Cross Roads, which provides a rider with a wealth of information in one, easy-to-read location. The new instrumentation includes:

o An analog speedometer, which may be set to show MPH or KPH.
o Blue backlighting.
o A large LCD that displays: Clock (time of day is viewable at all times), gear position, tachometer and diagnostic readouts for Victory dealership service technicians.
o The gauge face includes lights such as high-beam and neutral indicators and the oil warning light. Cruisers no longer have these indicator lights atop the triple clamps.
o The Cross Roads instrumentation also has an always-viewable fuel gauge.

CHASSIS CHANGES ACROSS THE LINEUP
All brake calipers, rotors, lower belt guards, and floorboards are black.

o All left- and right-hand switch cubes are black, as are the audio control switch block and cruise control switch block.
o The triple clamp is black on all models except the Hammer S Jackpot (which retains its chrome triple), and the Victory Cross Roads (which retains its brushed finish).
o A new side stand on each model features an integrated hooked-end design for easy locating and easy control of the side stand.

o All cruiser exhausts have a larger outlet for improved sound quality and a lower exhaust note.



2012 Victory Hammer S Model Highlights
- 106 cubic-inch Freedom V-Twin Engine

- 113 ft lbs torque

- Muscle car styling

o Sport-styled bodywork, with high rear fender exposing the 250mm rear tire.
o Dual front disk brakes and inverted forks.
o Colour-matched cowl detaches to reveal passenger seat.
o Chrome bracket holds tachometer and new speedometer (which can show MPH or KPH) featuring blue backlighting, indicator lights on the gauge face and large LCD that provides: Clock (viewable at all times), gear position, odometer, trip meter and diagnostic readouts.

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BMW i8 Concept. The most progressive sportscar.

The concept car BMW Vision EfficientDynamics created excitement and very positive feedback at the IAA 2009. The BMW Vision EfficientDynamics made ​​it clear that an emotional sports car with the fuel economy of a small car is no contradiction, but could soon be reality.

After successful initial testing of the vehicle concept, the decision for a series-production vehicle was quickly made. The BMW i8 Concept is the next step in the evolution of the BMW Vision EfficientDynamics Concept. The result: The most progressive and innovative sports car of its time. Its innovative plug-in hybrid concept combines the modified electric drive system from the BMW i3 Concept – fitted over its front axle – with a high-performance three-cylinder combustion engine producing 164 kW/220 hp and 300 Nm (221 lb-ft) at the rear. Working in tandem, they allow the two drive systems to display their respective talents to the full, delivering the performance of a sports car but the fuel consumption of a small car.
Acceleration of 0 to 100 km/h (62 mph) in under five seconds combined with fuel consumption in the European cycle of under three litres per 100 kilometres (approx. 94 mpg imp) are figures currently beyond the capability of any vehicle powered by a combustion engine of comparable performance. Thanks to the eDrive technology with its large lithium-ion battery, which can be charged from a domestic power supply, the BMW i8 Concept can travel up to 35 kilometres (approx. 20 miles) on electric power alone. Added to which, the 2+2-seater offers enough space for four people, giving it a high level of everyday practicality.

The LifeDrive architecture of the BMW i8 Concept has been carefully adapted to enhance the vehicle's sports car character, and therefore to deliver unbeatable performance and excellent driving dynamics. The motor in the front axle module and combustion engine at the rear are connected by an "energy tunnel", which houses the high-voltage battery. This gives the car a low centre of gravity – and the dynamic benefits that come with it. The positioning of the electric motor and engine over their respective axles and the space-saving and well-balanced packaging of all components result in an optimum 50/50 weight distribution.

An Icon of Progress – the BMW i8 Concept.

The emotional design of the BMW i8 Concept ensures its qualities are clear for all to see. Its dynamic proportions give the BMW i8 Concept the appearance of surging forward before it even turns a wheel and lend visual form to its extraordinary performance.

The sporting character continues into the interior. Boasting a driver-focused environment unmatched by any BMW Group vehicle before it, the BMW i8 Concept immerses the driver fully in the unique driving experience. The BMW i8 Concept is the sports car for a new generation – pure, emotional and sustainable.
The design of the BMW i8 Concept is as special as the car's overall concept embodying the perfect synthesis of technology and aesthetic allure. Its sweeping lines and flat silhouette lend the vehicle a strikingly dynamic appearance even when standing still. A large, transparent greenhouse lends the exterior an extraordinary feeling of lightness and highlights the exceptional efficiency of this vehicle concept. Short front and rear overhangs round off the sporting overall impression. Despite its dynamic appearance, the 2+2-seater can accommodate four people, giving it a high degree of everyday practicality.
As with the BMW i3 Concept, layering again serves as the central design element of the interior and exterior. The individual vehicle components are also clearly visible from the outside, the black and transparent Life module clearly setting itself apart from the silver-coloured body components around it. This layering approach lends the BMW i8 Concept an extremely technical and cutting-edge appeal.

View Gallery The BMW i8 Concept's Exterior

Dynamic side view.
Taut surfaces and precise edges form an extremely sculptural and organic surface structure. The precise lines along its flanks and BMW i "stream flow" also give the BMW i8 Concept a strong sense of powering forward even when it is standing still. The BMW i8 Concept's doors swing upwards like wings to provide an undeniably emotional and sporting allure. Below the doors, the silver-coloured layer moulds the car's flanks into a powerful wedge shape, opening out from the door sills towards the rear. A blue flourish accentuates the dynamic presence of the sills. Together, the bonnet and door sill sculpting emphasise the BMW i8 Concept's forward-surging stance, and their smooth lines imbue the car with a touch of lightness.
Striking front end.
The BMW i8 Concept also displays its dynamic sports car persona when viewed from the front. A number of different levels interact with one another in the design of the front end, while the expressive surface treatment exudes dynamic verve and advertises the car's sporting potential. The full-LED headlights of the BMW i8 Concept are designed as two U-shaped configurations.
A black, semi-transparent "V" rises out of the bonnet just behind the kidney grille, opening out towards the windscreen and guiding the eye to the electric motor below. The "V" also offers the first glimpse of the CFRP module and extends back towards the rear like a black band to provide a visual connection between the different sections of the car.
Sporty rear end.
Similarly to the front end, the rear of the car is also very low, horizontal and sculptural in design. The silver-coloured side sections form a striking vertical frame around the rear of the car, with a precise line extending out to the sides enjoying particular prominence. In its centre the silver-coloured and blue-framed rear diffuser is a wider and lower interpretation of the version on the BMW i3 Concept, adding a distinct sporting flavour to its relationship with its stablemate.
At the rear, the car's exceptional sporting credentials are also expressed in width-accentuating lines, three-dimensional air outlets and "floating" tail lights with air through-flow. The tail lights, which also have a distinct horizontal design, are integrated into the upper layer of the rear and share the signature U-shape of the BMW i light concept.

View Gallery The BMW i8 Concept's Interior

Purpose-built interior.
The transparent surfaces in the doors and roof give the exterior and interior design of the BMW i8 Concept the appearance of merging into one another. The colour concept and underlying structure of the BMW i8 Concept interior closely mimic those of the BMW i3 Concept. Here again, the Porcelain White support structure, black technical level and comfort section with Mocha Brown leather are split into three different layers. The arrangement of the air vents, control panels and displays also betrays the car's family ties to its BMW i3 Concept sibling. Overall, however, these features have a more sporting character and are geared much more clearly towards the driver. Indeed, a level of driver focus beyond that of any BMW Group vehicle before it allows the BMW i8 Concept to immerse the driver fully in the unique experience behind the wheel. Driver-relevant functions such as the gearshift lever, start-stop button and parking brake are arranged around the driver on the centre console and are graphically strongly geared towards the driving seat as well. The three-dimensional displays are extremely clear and flash up the relevant information for the driving situation at hand. At the same time, occupants in the BMW i8 Concept sit in a highly integrated position low down in the car and are separated by the battery running lengthways through the interior. This longitudinal bisection of the cabin underlines the sporting and forward-looking character of the BMW i8 Concept interior.
Optimum information.
The freestanding information display in the dash is joined by an equally large display taking the role of the instrument cluster. Designing the central instruments in this way enables driver-relevant information to be conveyed in a three-dimensional and high-resolution format. In keeping with BMW i style, the displays are premium, modern and purist. Depending on the driving mode, the two drive systems are depicted by a pair of ellipses, which supply information on their operation at any given time. Other information – such as the available range and fuel level – can be found here, too.

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