In the latest round of Euro NCAP testing the BMW 3 Series, Hyundai i30, Mazda CX-5 and Peugeot 208 have been granted the maximum five star safety rating.

Euro NCAP say their thresholds surrounding pedestrian protection have increased significantly in 2012, making it harder for manufacturers to reach the highest possible rating. The results from the four tests show manufacturers are taking the new regime on board, but there is still some work to do.

Of the four cars mentioned here the BMW 3 Series achieved the best pedestrian protection result achieving 78%. Euro NCAP has described this as “commendable” for a medium sized saloon with no active bonnet, as seen on the Volvo V40. Meanwhile the Peuegot 208 returned a score of 61%, narrowly surpassing the 60% minimum required to contribute to an overall five star rating.

Audi has also received the Euro NCAP Advanced reward for the “Pre sense front plus” technology available on its new A6. The system employs two long range radars to monitor cars ahead and will activate the brakes to mitigate or avoid an accident if the driver fails to act.

Euro NCAP’s press release can be read after the break, along with videos and pictures of the four cars tested. The next round of results from Euro NCAP will be published in August.

[Source: Euro NCAP]

More car manufacturers getting in step with higher pedestrian safety standards

Brussels, 23 May 2012 – In the latest set of Euro NCAP results, the BMW 3 Series, Hyundai i30, Mazda CX-5 and Peugeot 208 have received Euro NCAP’s maximum five star rating. All four vehicles show that car makers are rising to Euro NCAP’s challenging 2012 5 star requirements, especially in the area of pedestrian protection where the thresholds have been significantly increased this year.

The BMW 3 Series in particular achieved a commendable 78% in pedestrian protection, a good result for a compact executive car with no active bonnet. The Peugeot 208 scored 61% for pedestrian protection, only just clearing the 2012 5 star threshold of 60%. The Mazda CX-5 scored 64% and the Hyundai i30 67%. In both side impact tests – the side barrier and the pole test – the Mazda CX-5 scored maximum points, the only car of the latest release to do so. By contrast, the i30 showed weak protection of the chest in the side pole test, although its score for child occupant protection was the highest in this round of tests.

The Mazda CX-5 achieved five stars and, together with the BMW 3 Series, offers an Autonomous Emergency Braking System (AEBs). Such systems act independently of the driver to stop the car, or to reduce its speed, if a collision is imminent. Dr Michiel van Ratingen, Secretary General of Euro NCAP says ‘If all cars were fitted with AEB systems, many crashes could be mitigated or avoided altogether on European roads. The Mazda CX-5, which has AEB fitted largely as standard equipment in Europe, is therefore a good example for other manufacturers to follow as Euro NCAP intends to assess AEB in future testing procedures.’

At its 15th anniversary on 13 June, Euro NCAP will reveal and demonstrate the next phase of its safety programme looking to the future of technologies such as AEB to drive even more safety assistance for European consumers.

Furthermore, Audi has received the coveted Euro NCAP Advanced reward for its ‘Pre Sense front plus’ technology, the second such reward given to the German car maker. The Audi pre sense front plus technology is available on the Audi A6, which achieved 5 stars in 2011. With two long range radars positioned at the front of the car, Audi pre sense front plus is designed to help avoid or mitigate accidents into the rear of cars ahead. The system, available as an option throughout the European Union, can detect vehicles ahead which the car is likely to hit unless action is taken by the driver. Through Euro NCAP advanced, the organization continues to raise consumers’ awareness on systems which offer a significant safety benefit.

Click on heading to read full Euro NCAP report:

BMW 3 Series

Hyundai i30

Mazda CX-5

Peugeot 208

Audi A6 – Pre sense front plus

Management at the Nürburgring hopes to sign a new contract to extend their rights to host Formula One races. Currently the German Grand Prix alternates between the Nürburgring and Hockenheim, where the race will be held this year. A 10 year deal is on the table, which would mean at least five more races would be held at the Nürburgring.

Controversial track operators Kai Richter and Jorg Lindner say they have been involved in four difficult meetings with Bernie Ecclestone to see that F1 continues at the Ring.

Linder says the outcome is “very attractive” but adds the deal needs to be signed off by June, “Otherwise, Formula One could be gone [from the Nurburgring] for many, many years.”

[Source: motorsport.com]

Here, after the leaks, is the official word on the Renault Alpine A110-50 concept car made to honour the Alpine A110. And what a beautiful set of numbers it brings. Here are the key stats:

• Engine: Mid/rear mounted 3.5 litre V6
• Maximum power: 400hp at 7200rpm
• Maximum torque: 422Nm at 6200rpm
• Gearbox: 6-speed sequential
• Kerb weight: 880kg

That power, in a chassis that light—Renault has given us an awesome track weapon that looks pretty damn special as well. We can only begin to imagine how sharp its responses would be; how alive it would make you feel.

Official pics, video and a detailed press release can be seen after the break. We recommend you soak up every detail of that release, too, the specs are quite impressive.

Renault unveils stunning concept car to celebrate 50 years of the Alpine A 110

The Alpine Berlinette turns 50 this year and, to mark the event, Renault has created a concept car named Renault Alpine A 110-50, dedicated to performance and driving enjoyment.

So what’s in a name? In some cases, the heritage of a name is like a national treasure – and that’s certainly true for Alpine. Its DNA blends Renault’s sporting passion and technical expertise.

The Renault Alpine A 110-50 concept car translates the most characteristic design features of the original A 110 in a modern and spectacular way.
The carbon-fibre bodywork features a new shade of blue which refreshes and reinterprets the famous original ‘Alpine Blue’.
Produced with the renowned expertise of Renault Sport Technologies, the Renault Alpine A 110-50 concept car is imbued with the world of motorsport. It benefits from the experience gained from the Mégane Trophy race car by using the same technical platform.

“Developing this concept car was a great adventure. It was a catalyst for creativity. We wanted to make a Berlinette that was of our time, and which boldly embodies Renault’s passion for motorsport. We were guided by our hearts and emotions.” Axel Breun, Concept and Show Car Director.

SUMMARY

CHAPTER 1
Alpine DéZir – The creation of the Renault Alpine A 110-50

CHAPTER 2
Renault Alpine A 110-50 – Chassis and suspension

CHAPTER 3
Renault Alpine A 110-50 – Engine and gearbox

CHAPTER 4
Renault Alpine A 110-50 – The legacy of the Berlinette

CHAPTER 5
The Berlinette – A look back at a glorious past in motorsport

CHAPTER 1: The creation of the Renault Alpine A 110-50 concept car

A new interpretation of a timeless design

To mark the 50th anniversary of the iconic Berlinette (A 110), Designer Yann Jarsalle and Concept and Show Car Director Axel Breun reinterpreted the original design cues to include the new Renault design language introduced by Laurens van den Acker with the DeZir concept car, and which will soon be rolled out in the company’s future models. The new front-end look, with the upright, confident diamond, has been adapted for this very low and wide car. The Renault Alpine A 110-50 is a car of today; a bold embodiment of Renault’s passion for motorsport.

“For everybody on the team, it was a dream come true to work on an Alpine concept car. We wanted to put this car firmly in the modern day, while resonating with its heritage” Laurens van den Acker, Senior VP, Corporate Design.

The Renault Alpine A 110-50 concept car translates the most characteristic design features of the original A 110 in a modern and spectacular way with:

• the sculpted forms of its elegant, flowing bodywork, enhanced by lights over which air seems to flow effortlessly.
• the half-domed additional lamps, with a technical but nostalgic interpretation, thanks to full LED yellow lighting – as it should be
• a characteristic 3D rear window, which reveals the mid-rear engine.
• air intakes on each side echo the ducts on the rear wheel arches of the Berlinette. The right-hand opening is for gearbox cooling, the left is for the engine bay.

Produced by Faster, the carbon-fibre bodywork features a new shade of blue which refreshes and reinterprets the famous original ‘Alpine Blue’. Every opening panel does so with dynamics worthy of the finest GTs, with the bonnet hinged at the front and the engine bay cover opening towards the rear. The doors feature a scissor motion.

“The car is very curvy, like the Berlinette, while expressing the three key words of our new design policy: simple, sensual and friendly”Axel Breun.

A competition-focused cockpit

As you climb into the driving seat, the eye is drawn to the carbon-fibre sills. Everything inside this two-seater expresses build quality and sportiness, with black dominant throughout.

• the driver’s seat features embroidered ‘Renault Alpine A 110-50’ badging, Sabelt full harness belts and alternate, attractive shades of blue.
• the dashboard is particularly uncluttered. The Renault Design-created steering wheel incorporates a colour screen and houses the same technology as a Formula Renault 3.5 single-seater to provide drivers with all the information they need.
• Racing driver equipment is provided by Sabelt and the helmet is created by Ruby.

CHAPTER 2: the Renault Alpine A 110-50 concept car – Chassis and suspension

A true prototype

Produced with the renowned expertise of Renault Sport Technologies, the Renault Alpine A 110-50 is imbued with the world of motorsport. It benefits from the experience gained from the Mégane Trophy race car by using the same technical platform. Acclaimed by drivers in the WORLD SERIES by RENAULT, the tubular chassis of the Renault Alpine A 110-50 has been stiffened and undergone several developments. The roll cage and bracing in the engine bay have been modified (lowered) in the workshop of Tork Engineering to adapt them to the vehicle’s height, which is lower than that of Mégane Trophy. The digital design work was led by Renault Design, Koller and Etud Integral, while final assembly was carried out by Protostyle. The final weight distribution is almost ideal, with 47.8% over the front wheels.

To facilitate servicing, the concept car features integral pneumatic jacks. Derived directly from the systems seen in endurance racing, they allow the wheels to be changed extremely quickly.

An exceptional car that fuses elegance and aerodynamic efficiency

The efficiency of the Renault Alpine A 110-50 concept car is largely generated by ground effect. At the front, a splitter hidden in the bumper generates low pressure, which results in significant aerodynamic downforce. At the rear, a diffuser accelerates air flow beneath the floor. Ground effect therefore accounts for more than one-third of the car’s downforce, with the rest coming from an adjustable rear wing.

The research and design of this air flow was conducted using Computational Fluid Dynamics, a cutting-edge technology used particularly in F1. CFD involves studying movements of a fluid, or their effects, by resolving digitally the equations which govern the fluid. This technique was used by Renault Sport Technologies primarily in order to fine-tune the aerodynamics and study the behaviour of the New Mégane Trophy as a function of air flow.

Exemplary road holding

The wheelbase of the Renault Alpine A 110-50 is identical to that of Mégane Trophy (2,625mm), while the track is slightly wider at 1,680mm front and 1,690mm rear.

The 21-inch wheels, with a single central nut, are specific to this car and fitted with road-homologated Michelin tyres.

The Sachs dampers can be adjusted in compression and extension, and are mounted directly onto the lower wishbones. There are numerous different set-up options: castor, camber and alignment, ride height, anti-roll.

In order to improve driver feedback and provide the purest driving experience possible, driving aids like ABS, traction control, etc. are not fitted.

Serious stopping power

The braking capability of the Renault Alpine A 110-50 match its performance. At the front, large 356mm-diameter steel discs are slowed by six-piston callipers. At the rear, the discs are 330mm in diameter, while the callipers are four-piston models.

CHAPTER 3: the Renault Alpine A 110-50 concept car – Engine and gearbox

Mechanical excellence

Developed on the same technical platform as Mégane Trophy, the Renault Alpine A 110-50 concept car also boasts the same chief technical characteristics.

It runs the Renault V4Y engine block, a 3.5 litre 24-valve 400hp V6 mounted in a mid-rear position. The crankcase (semi-wet), moving parts (pistons, connecting rods, crankshaft), valve train (camshafts and valve springs) and exhaust system are specific compared to the version featured on productions models.

Furthermore, the Renault Alpine A 110-50 uses the carbon air intake employed for Mégane Trophy V6.

The inlet manifold is fed by a new roof-mounted air intake. This development broadens the engine’s power band, with additional horsepower at all engine speeds. The engine mapping has been optimised for these modifications.

F1-style transmission

The Renault Alpine A 110-50 concept car is fitted with a semi-automatic six-speed sequential gearbox, as well as a twin-plate clutch that can be controlled using either the clutch pedal or a paddle on the steering wheel.

The gearbox is fitted longitudinally behind the engine and incorporates a limited-slip differential (discs and ramps) with adjustable pre-loading. The cerametallic twin-plate clutch is also specific to the car. It is activated automatically when downshifting, guaranteeing fast and reliable gear changes.

A black box at the heart of Renault Alpine A 110-50

Supplied by Magneti-Marelli, the Marvell 6R electronic control unit includes functions for engine management, gearbox control and data acquisition.

Even more accurate data acquisition

All data collected by the Renault Alpine A 110-50 can be analysed using version 4 of the benchmark Wintax software. Wintax 4 enables advanced analysis of more than 50 parameters: engine speed, gear, steering angle, car speed, throttle position, brake pressure… This information allows drivers and engineers to optimise settings and driving style. Wintax 4 data analysis also enables even faster diagnosis of any technical problems.

Technical data

CHASSIS

• Type: Tubular 25CD4S steel chassis with semi-load bearing engine and gearbox

BODYWORK

• Carbon
• Aerodynamic features: Front splitter, diffuser, rear wing

ENGINE

• Position: Longitudinal, mid-rear
  
• Type: Renault V4Y – 6 cylinders – 24 valves – 3,498cc
  
• Bore x stroke: 95.5mm x 81.4mm
  
• Injection/ignition: Magneti-Marelli Marvell 6R
  
• Maximum power: 400hp at 7,200rpm
  
• Maximum torque: 422Nm at 6,200rpm
  
• Maximum revs: 7,500rpm

TRANSMISSION

• Type: Rear-wheel drive
  
• Gearbox: Six speeds + reverse – sequential
  
• Gear: shift Semi-automatic (pedal-operated clutch and paddle)
  
• Differential: Limited slip differential
  
• Clutch: Cerametallic twin-plate 184mm-diameter clutch

SUSPENSION & BRAKES

• Suspension: Double wishbones, adjustable two-way Sachs damper/spring assemblies, front anti-roll bar
  
• Front brakes: Ventilated steel discs (Ø 356mm x 32mm) with six-piston AP Racing callipers
  
• Rear brakes: Steel discs (Ø 330mm x 32mm) with four-piston AP Racing callipers

WHEELS & TYRES

• Wheels: Aluminium alloy – Front: 8 x 21 / Rear: 9.5 x 21
  
• Tyres: Michelin 245-35 x 21 (front) and 265-35 x 21 (rear)

DIMENSIONS, CAPACITIES

• Length/width/height: 4,330mm / 1,961mm / 1,230mm
  
• Front/rear track: 1,680mm / 1,690mm
  
• Fuel tank: 30 litres
  
• Kerb weight: 880kg

CHAPTER 4: Renault Alpine A 110-50 – The legacy of the Berlinette

1962 – A star is born

When Jean Rédélé unveiled the A110 Berlinette at the 1962 Paris Motor Show, it marked the start of an Alpine adventure for the engine from the Renault 8. The car had been developed from the Alpine A108, but was more stylish and more dynamic, with an even lower engine cover, a larger glazed area and the rear lights from the Renault 8. The new engine demanded changes to the air intakes: with the radiator mounted at the rear, cooling exits were opened in the resin bodywork behind the rear wheel arches, disguised with four chrome strips. The changes served only to heighten the elegance of the A110 Berlinette. The restrained, balanced silhouette maintained its extremely pure lines.

A car for the enthusiast

To drive a Berlinette is a life-changing experience. Above all, it was designed to win rallies, so it’s not surprising that it boasts a certain pedigree; not a tricky personality, but real character. You don’t climb aboard an Alpine, you slide into it. But once you’re behind the wheel, the connection is immediate.Agility and traction are particular strong points thanks to the mid-rear position engine, which tends to produce oversteer that is easy to control using the steering and throttle. It’s sometimes a little trickier to keep going in a straight line, but life’s all about compromise… This isn’t a car you simply take for a drive – it demands to be driven properly. Its weaknesses are also its strengths.

CHAPTER 5: The Berlinette – A look back at a glorious past in motorsport

The Berlinette in motorsport

The light weight and handling qualities of the Berlinette meant it was perfectly suited for motorsport. As well as being fun to drive, the cars were favourites with the fans, who often saw them cornering hard at lurid angles. It’s almost impossible to catalogue every motorsport triumph for the Berlinette, but these are the main stages of the adventure.

1961–1968: the early successes

José Rosinski took the first win for the A110 at the 1963 Rallye des Lions. The remainder of the season followed this trend, with exploits including a win for Jacques Cheinisse on the Rallye d’Automne.

In the years that followed, a number of ‘privateer’ drivers achieved success at national and international level ahead of much more powerful cars from well-established brands.

– 1967: assembling a great team

Alpine became Alpine-Renault. New drivers joined the line-up: Gérard Larrousse, Jean-Claude Andruet and Jean-Pierre Nicolas in the works team, but also, among others, Bernard Darniche in the privateer ranks.

– 1968: the first French Rally Championship title

After victories on the Neige et Glace and Rallye de Lorraine for Gérard Larousse, Jean-Claude Andruet claimed the French title thanks to a total score of four wins during the season.

1969: Hitting its stride

Jean Vinatier and Jean-Claude Andruet were the stars of the season, with the former going on to become the French Rally Champion at the end of the year.

1970: European and French titles

The Berlinette 1600S was homologated for Group 4, which finally allowed the car to fight on almost equal terms with more powerful competitors. Jean-Claude Andruet, who had calmed his approach after several notable incidents, was crowned French and European Champion.

1971: The Berlinette dominates the Rallye Monte-Carlo

Another good year. Ove Andersson won the Rallye Monte-Carlo. Thérier finished second and Andruet third. Andersson also took the win in Italy against the flotilla of Fiats and Lancias dispatched to beat him. He subsequently triumphed on the Austrian Alpine Rally and on the Acropolis, securing the international title for Alpine. Jean-Pierre Nicolas won the French Championship.

1972: Heading for glory

The 1,600cc engine was replaced by a more powerful 1,800cc unit. Jean-Claude Andruet dominated the Tour de Corse. Numerous wins followed, shared between the team’s drivers. Darniche was crowned French Champion at the end of the year, while Jean-Luc Thérier claimed the Rallye des Cévennes driving a turbocharged 1,600cc version. This was the first stirrings of a technology destined for major success…

1973: The climax of an era

Just imagine the best French drivers of the era: Andruet, Darniche, Thérier, Nicolas and Piot ably supported by the experienced Andersson. What’s more, a team of mechanics giving their heart and soul, plus a car at the peak of its development. The season began with victory for Andruet on the Rallye Monte-Carlo, followed home by four other Alpines. In Portugal, Thérier and Nicolas scored a one-two. On the Rallye du Maroc, Darniche was unbeatable. And the rest of the season followed the same trend. Alpine won the inaugural World Rally Championship title and Jean-Luc Thérier was crowned French Champion.

1974–1975: the end of the works era

Nicolas won the Rallye du Maroc and finished second on the Tour de Corse. This was the Berlinette’s swansong, and the year produced the last major win for the A110 on the Critérium des Cévennes, driven by Jacques Henry.

“People are soft and cars are hard,” says Thomas Broberg. He’s the Senior Technical Advisor Safety from Volvo and has been charged with overseeing the company’s current safety goal, which states: “By 2020, nobody shall be seriously injured or killed in a new Volvo.”

So, with that objective in mind, the thought of a pedestrian airbag makes a lot of sense. The technology will be fitted as standard equipment to all new V40s.

Broberg explains how the system works: “The airbag has two functions. Firstly, it raises the bonnet to create distance, and secondly it cushions the impact around the hard parts of the area near the windscreen.”

An airbag shooting up from below the bonnet seems a bit of a loopy idea when you first think about it, but we expect most leading manufacturers will employ similar concepts within the next few years. There’s more from Volvo after the break, including a video with Thomas Broberg talking us through the world’s first pedestrian airbag technology.

Volvo’s safety world first set to help further reduce the 1.3 million killed on roads

The world’s first pedestrian airbag fitted as standard on the all-new Volvo V40 is the next step towards the manufacturers target that no-one should be killed or injured in a new Volvo by 2020.

The revolutionary new airbag is launched one year after Volvo, as a strategic partner of the Parliamentary Advisory Council for Transport Safety (PACTS), joined road safety experts and MPs to set the blueprint in the UK for safer roads over the next 10 years with the launch of the United Nations Decade of Action for Road Safety. Volvo’s new Pedestrian Airbag will go some way to help further reduce the number of fatalities involving pedestrians, currently 14 per cent in Europe and 25 per cent in China.

Every year, 1.3 million people are killed on the world’s roads with 24,510 killed or seriously injured in the UK alone. For Volvo, safety has been a key priority for 85 years and in 2008, launched a unique goal in that ‘By 2020, nobody shall be seriously injured or killed in a new Volvo’ and to contribute towards the aim, it has fitted technology including Pedestrian Detection, City Safety and the Pedestrian Airbag.

The Pedestrian Airbag technology was a world breakthrough when the all-new Volvo V40 was launched in Geneva earlier this year and will to be fitted as standard to all specifications. The system is active at speeds between 20 and 50 km/h. 75 per cent of all accidents involving pedestrians take place at up to 40 km/h.

The Pedestrian Airbag Technology

The most serious head injuries involving pedestrians and cars are caused by the hard structure under the bonnet, the windscreen’s lower edge and the A-pillars. These were the main areas that Volvo Car Corporation looked at when starting development of its Pedestrian Airbag Technology.

Seven sensors embedded in the front of the car transmit signals to a control unit. When the car comes into contact with an object, the signals change. The control unit evaluates the signals and if it registers what it interprets as a human leg the pedestrian airbag is deployed.

The bonnet hinges are each equipped with pyrotechnic release mechanisms which, when the system is activated, pull out a pin and release the rear of the bonnet panel. At the same time, the airbag (consisting of a sack and a gas hybrid generator) is activated and starts filling with gas, which only takes a few milliseconds. During the inflation sequence the airbag raises the bonnet by 10 centimetres and stays in the raised position.

The added gap between the bonnet and the hard components in the engine compartment gives space for the bonnet to deform, creating a dampening effect when it is hit by a pedestrian.

“The airbag has two functions. Firstly, it raises the bonnet to create distance, and secondly it cushions the impact around the hard parts of the area near the windscreen,” explains Thomas Broberg, Senior Technical Advisor Safety, Volvo Car Corporation.

In its inflated position, the airbag covers the entire windscreen wiper recess, about one-third of the windscreen and the lower part of the A-pillars. The entire sequence from activation of the system to full inflation takes a few hundredths of a second.

The Alpine A110 was produced 50 years ago and while not strictly a Renault there is a close association due to its use of parts and engines from the French car maker. To celebrate that anniversary Renault will be launching this special A110-50 in Monte Carlo later tonight.

The look is based on the 2010 DeZir concept model, while the chassis and drivetrain are sourced from the mid-engine Renault Megane Trophy racecar.

Using a motorsport derived chassis makes sense, too, thanks to the Alpine 110′s strong rally heritage. It’s expected the 3.5 litre V6 in the Alpine A110-50 will be good for around 400hp.

We look forward to bringing you the official word from Renault as soon as it comes to hand. For now there’s more pics and a short teaser video after the break. A couple of old clips showcasing the DeZir concept and Megane Trophy have been included as well.

[Source: WCF & ZerCustoms]

Renault DeZir concept (2010)

Renault Megane Trophy

A newly registered Swedish company has become an unlikely lead bidder to pick over the leftovers of Saab, now in the hands administrators. National Electric Vehicle Sweden is a consortium included the former boss of Volvo Trucks, has emerged as the leading bidder after Chinese company Youngman ended its interest in the Swedish marque.

Aside from its name, not much else is known about National Electric Vehicle Sweden, which was only officially registered this week. It’s believed to be backed by a Japanese–Chinese group called Sun Investment, owning 49%, with the majority 51% owned by Mikael Kubu, president of Gothenburg-based law firm Ac-Gruppen.

Valdemar Lonnroth, a journalist from Trollhattan newspaper TTELA, said: “We have a very anonymous investment company that owns shares in this registered company, Sun Investment, but we still don’t know who’s behind it.

“We don’t know if it’s a Chinese or a Japanese company behind this conglomerate. Nobody has really a picture of what kind of resources they have or what their intentions are, besides the fact that they want to produce electric vehicles.”

In February it was thought BMW may have been interested in taking over Saab’s scraps, but nothing has really emerged since then.

For now the administrators are keeping their cards close to their chest and choosing not to offer any comment on the sale process.

[Source: Autocar]

A small white box found near the media centre, adjacent to the La Rascasse corner, at the Monaco Grand Prix last night raised suspicions and race organisers called on a bomb disposal expert to investigate. The area was quickly sealed off and after further investigation it was decided a controlled explosion to destroy the box was the correct course of action.

This incident follows from last year when an unattended bag was discovered on the morning of the race. Although, on that occasion the item was deemed to be of no danger.

[Source: BBC F1]

In his latest video Chris Harris reveals one of the first cars he lusted after as a child was the E28 BMW M5. He says at the time he could barely imagine sitting in one. And now he has one all of his own. He still loves it.

Perhaps it’s the comparatively simple nature of 1980′s engineering which has allowed for a more casual approach from Harris. This, we think, is one of his best Drive videos yet.

Audi has just released Truth in 24 II: Every second counts, their film about the 2011 Le Mans race. You’ll recall it was a race with the full gamut of emotions for Audi.

Two of their cars were destroyed in horrific crashes—thankfully neither Allan McNish nor Mike Rockenfeller were seriously hurt—while their third and final car hung on to win the company’s tenth Le Mans title by less than 15 seconds.

The film has a dedicated website and readers from Australia, Germany, New Zealand, the United Kingdom and United States should be able to download it now for free via iTunes.

Audi returns to Le Mans on 16–17 June to defend their title with the R18 e-tron quattro. This time the competition will come from Toyota, after Peugeot dramatically stopped its sports car program in January.

A short preview and press release from Audi of America can been seen below.

“Truth in 24 II: Every Second Counts” Makes iTunes Debut

• Film chronicles the Audi team’s attempt to seek its tenth victory at the 24 Hours of Le Mans race in 2011
• Free download can be enjoyed in stunning high-definition from iTunes for viewing on any Mac or PC, iPad, iPhone, iPod touch or on your HDTV with Apple TV

From the film’s U.S. Premiere in Los Angeles to its nationwide May 5 television debut on SPEED TV, “Truth in 24 II: Every Second Counts,” the highly anticipated sequel to “Truth in 24,” has allowed fans a glimpse into the Audi world of racing as it documented the brand’s exciting win at the famed 24 Hours of Le Mans race in France.

Now, in response to the film’s successful television debut, “Truth in 24 II: Every Second Counts,” will be exclusively available for free download on the iTunes Store (www.iTunes.com/truthin24ii) beginning May 22 in the U.S., United Kingdom, Ireland, Australia and New Zealand. The free download on iTunes also means fans will be able to enjoy the film on any Mac or PC, iPad, iPhone, iPod touch or on your HDTV with Apple TV. The first installment of the film, “Truth in 24,” is also available in stunning high-definition on iTunes at www.iTunes.com/truthin24 as a free download.

“Truth in 24 II: Every Second Counts,” narrated by Jason Statham, documents the Audi Sport Team Joest as they attempt to seek Audi’s tenth victory at the 24 Hours of Le Mans in 2011. When tragedy struck twice, the lone Audi R18 TDI® #2 race car remained to fight three Peugeots. Risks were taken, boundaries were pushed and nerves were rattled. “Truth in 24 II: Every Second Counts” highlights Audi’s win and documents what unfolded over the next 24 Hours at Le Mans as it became one of the most competitive and gripping races the world had ever seen.

Written and directed by Rob Gehring, produced and edited by Charlie Askew, Rob Gehring, Dave Neupauer, Brian Rosenfield and Scott Thor and Executive Produced by Charles N. Besser, Howard Katz and Steve Sabol, the film follows the gripping suspense as team engineer Leena Gade, drivers André Lotterer, Benoît Tréluyer and Marcel Fässler worked to gain Audi’s tenth Le Mans victory. The tenth win also made history as Gade, who was forced to make many difficult split second decisions, was named the first female race engineer ever to orchestrate a winner at the 24 Hours of Le Mans.

“Truth in 24 II” Every Second Counts is the third installment of the series. Audi released its first documentary, “Truth in 24″ at AFI FEST in 2008, which was also narrated by Jason Statham and chronicled the Audi R10 team and their quest for a third straight outright win of the historic 24 Hours of Le Mans. In 2010, “Truth in Motion” followed the U.S. Ski Team’s road to Vancouver chronicling the road to becoming a world-class skier. The day-to-day triumphs and tribulations are documented in an up close and personal way rarely seen by the consumer. All three films, “Truth in 24,” “Truth in Motion” and “Truth in 24 II: Every Second Counts” are available for free on iTunes.

McLaren has just released this promo to announce the arrival of the MP4-12C in Dubai, or more accurately the opening of its new dealership. We’ve already seen this week how promos can go wrong, but we reckon McLaren has done a better than half decent job with this one.

The Nürburgring 24 hour race has quickly been cast aside and manufacturers have already returned to the Ring to thrash their latest test mules around the famous track. Here, Car magazine brings some great pics of the third-gen MINI Cooper S (F56).

They say the new Cooper S, and even the JCW model, will be powered by a hi-po three cylinder turbocharged engine. Apart from that the recipe probably won’t stray too far from what we’ve seen in the previous R53 and R56 models.

For the first time MINI will platform share with BMW, with the latter using the modular F-platform for its own front-wheel drive plans. Also for the first time we can expect to see a five-door variant of the regular MINI hardtop. That is, in addition to the upsized Countryman.

This is all well and good, but we reckon BMW is flogging its MINI horse a bit too much these days. What made the relaunch of the brand great a decade ago was that MINI offered something fun and unique. And it was a bloody good car. Now, with more models than you can poke a stick at, we fear they’re just diluting their own product.

[Source: Car]

If you look closely, beneath that heavy camouflage, trying to peek out is a honeycomb grille. That and the lowered stance of the Golf VII prototype are the best clues that we’re looking at the next-gen GTI.

The regular Golf is due for its worldwide debut at the Paris Motor Show in September, so don’t expect to see the GTI in showrooms anywhere until 2013. And we’d say it’ll be late next year before there’s any chance of seeing one in an Australian dealership.

So far the gossip on the Golf VII GTI tells us we can expect it to weight 100kg less, have around 165–170kW and maybe even a mechanical LSD. We’re very keen to see how it shapes up.

While the sales debut of the new GTI won’t take place until next year, we wouldn’t be at all surprised if Volkswagen got fans around the world a tad worked up by turning up to Paris with a “concept” GTI.

[Source: WCF]

Word has come through that Italy’s Guardia di Finanza—that’s finance police to you and me—have raided the Autodromo Nazionale at Monza as part of an investigation into the circuit’s management, Sias SpA.

Suspicions have been arisen about some funny business regarding tax matters, dodgy invoicing and other shonky deals from as far back as 2007. It’s understood the fuzz have their eye on seven individuals and also took their raid parties to the homes of circuit officials, including circuit director Enrico Ferrari.

Alleged corruption in high levels of management in Italy? We’re shocked.

[Source: WCF]

Good news kids! Mazda and Fiat have been fooling around together behind the bus shelter after school and want to take their relationship to the next level.

In adultspeak that means they have formally signed a non-binding MoU to collaborate on two new roadsters based on the MX-5 platform. Remember, that’s a rear wheel drive platform for those playing at home. The agreement states the new models shall be lightweight, distinctly styled and brand specific. Awesome.

So, what’s with the picture of the Alfa Romeo 4C Concept above? Fiat knows you only look at her because she’s got a bit of cash, she’s smart enough to know she’ll tease more cash from you if she struts a sexy Alfa Romeo in front of you. Much like the 4C, really.

To be clear, then, the two new models will be sold under the Mazda and Alfa Romeo brands. This story just got a little bit cooler, don’t you think. For Mazda they get to work with the style gurus from Italy. While Alfa Romeo gets to work with the efficiency masters from Hiroshima, which is where the current plans suggest the two cars will be built.

Assuming the courtship goes well then the Mazda–Alfa Romeo roadster romance should be consummated by the end of the year.

The official word can be read below and includes comments from the father’s of both families.

Mazda and Fiat Announce Co-operation Program

Mazda Motor Corporation (Mazda) and Fiat Group Automobiles S.p.A. (Fiat) have signed a non-binding Memorandum of Understanding (MoU) for the development and manufacturing of a new roadster for the Mazda and Alfa Romeo marques based on Mazda’s next-generation MX-5 rear-wheel-drive architecture.

The study calls for both Mazda and Fiat to develop two differentiated, distinctly styled, iconic and brand-specific light weight, roadsters featuring rear-wheel drive. The Mazda and Alfa Romeo variants will each be powered by specific proprietary engines unique to each brand.

The project assumption is that both vehicles will be manufactured at Mazda’s Hiroshima, Japan, plant with production for Alfa Romeo envisaged starting in 2015.

“Establishing technology and product development alliances is one of Mazda’s corporate objectives and this announcement with Fiat is an important first step in that direction. It is especially exciting to be collaborating with such a prestigious marque as Alfa Romeo on a new roadster based on the next-generation MX-5, which is such an iconic vehicle for Mazda and recognized as the best-selling roadster of all time.” said Takashi Yamanouchi, Mazda’s Representative Director and Chairman of the Board, President and CEO.

“This agreement clearly demonstrates our commitment to Alfa Romeo and the determination to grow it into a truly global brand. By partnering with Mazda, we will be co-operating with the recognized leader in compact rear-drive vehicle architectures in order to deliver an exciting and stylish roadster in the Alfa Romeo tradition. We are appreciative of this collaboration with Mazda and look forward to maintaining a fruitful and continuous relationship.” said Fiat CEO Sergio Marchionne.

The Final Agreement is expected to be signed in the second-half of 2012.

Mazda and Fiat have also agreed to discuss further opportunities for co-operation in Europe.

This advertisement for the Valencia Gran Prix came our way via Jonathan Noble. It’s harmless, it’s cute, it’s a bit of fun.

Light ‘em up girls!