Extreme Machines.

CARBERRY Double Barrel 1000

2017-10-15T08:55:00.000-07:00

Royal Enfield fans would probably know about the fabled Carberry Enfield, a motorcycle with a 1,000cc engine that was created by fusing two existing Royal Enfield 500cc engines in a V-Twin format. After talks with Royal Enfield did not bear fruit, Paul Carberry, the man responsible for the Carberry V-Twin, tied up with Jaspreet Singh Bhatia from Bhilai, Chhattisgarh in India, and shifted operations here last year from Australia.

Australian-based Carberry Motorcycle set-up shop in India last year and has now opened order books for its custom 1000 cc bike in the country. The 1000 cc V-Twin Carberry motorcycle is powered by two 500 cc UCE engine blocks from Royal Enfield and is priced at ₹ 7.35 lakh (ex-Factory). Started by Paul Carberry with his Indian partner Jaspreet Singh Bhatia, the bikes will be built in Bhillai, Chattisgarh and will be shipped across the country. The builder had previously announced that it will also export the engine overseas to custom builders.

Priced at Rs 7.35 lakh, bookings for the Carberry Enfield are now open and deliveries are expected to commence within the next four to seven months. This new version fuses two 500cc blocks from the newer Royal Enfield UCE engine, as opposed to the original Carberry Enfield which utilised two of the older cast-iron engine blocks. The 55-degree V-Twin runs a dual carburettor setup. However, a fuel-injected version that will be BS-IV compliant is also under development in India.

Currently, this engine cannot be fitted onto pre-owned bikes; the engine and bike will be sold as a complete package. Carberry already has test mules of a new bike, dubbed the Double Barrel 1000, running with this engine, in the process of homologation. Unlike the previous Carberry bike which used a heavily modified version of the existing Royal Enfield chassis to deal with the increased load and stresses, the Double Barrel has a brand new double-cradle frame. The bike will also feature front and rear disc brakes with ABS, as well as a two-into-one exhaust system.

As part of the first batch, Carberry Motorcycle is accepting up to 29 orders while the waiting period is said to be up to 10 months. The bike is yet to clear homologation from ARAI, but Carberry says it is currently in the process of acquiring the same.

The original Carberry Double Barrel motorcycle built in Australia used a 1000 cc V-Twin cast-iron engine from the older REs. However, the company has now moved to the UCE derivative for its easy availability. The new 55-degree V-Twin motor gets a dual carburettor set-up and produces up to 52 bhp and 82 Nm of torque. The engine is paired to a 5-speed gearbox with a seven plate clutch. It gets a heavy duty starter and a heavy crankshaft.

The motor has an oil capacity of 3.7 litres, while the lifters and oil pumps run in their own housings, protecting the engine cases from wear and tear. The exhaust system is not a part of the engine setup as the same is frame dependent. Keeping up with modern times, a fuel injected version of the motor is also said to be in the pipeline.

My first ride on the Himalayan

2017-10-15T06:29:00.000-07:00

It takes me about five seconds to proclaim the Himalayan the best Royal Enfield I've ever ridden, and it all comes down to one detail. The all-new LS410 engine has a balancing shaft in it. Not to sound glib, but it really is that simple. Where the Bullet, the Classic, and the Continental GT threaten to shake themselves to pieces at highway speeds, the Himalayan feels as tight, smooth and composed as … well, as a motorcycle made sometime after 1980. It only makes 24.5 horsepower—an amount so humble that the .5 seems significant—but with this bike you're free to hold full throttle right up to the 6,500 rpm redline in any gear without feeling like you're beating it up. It's a quantum leap forward.

But let's back up a little. The Himalayan is Royal Enfield's first adventure style bike, which is funny, because from what I understand, pretty much every ride in India is an adventure. That's why the other Enfields aren't built for freeway cruising, because 35 mph or so feels plenty fast in the homicidal traffic of Delhi—complete with its famous wandering cows, or the treacherous unsealed mountain roads, where every blind corner holds an untold number of buses, all passing each other at once

The Himalayan was one of designer Pierre Terblanche's contributions to Royal Enfield during his 20-month stint as head designer. If you follow motorcycle designers, Terblanche was the guy that replaced Massimo Tamburini at Ducati, and penned the 999 Superbike, the Hypermotard and the old, slabby Multistrada. Not the most glamorous CV, but then he did a pretty classy job on Enfield's Continental GT Café Racer.

There's nothing sexy about the looks of the Himalayan. It's all practicality—function over form—from the twin front mudguards, to the front racks (which double as crash bars), to the rear luggage rack, and a very utilitarian dash that mixes analogue and digital nicely. If it's got any sort of visual charm, maybe it's the sort of bike you could imagine Indiana Jones banging around on, whip and jacket flapping in the breeze, holding his hat on with one hand, a weathered, ancient map in his pocket. Something to be said for that, no? Bottom line: I feel like there's a non-zero chance that a Classic 500 or a Continental GT might look cool enough to convince somebody to have sex with you. But I can't imagine anybody getting a bonus chance to reproduce just because they rocked up on a Himalayan. The man who buys one of these? Himalayan nobody because of how cool his bike looks.

This is an entry-level soft-roader, and I think a lot of people will appreciate its approachable 31.5-inch seat height, which makes it one of the easiest ADV machines around to hop onto. The seat itself, though, is foofy and soft and not the bike's strong point. An hour into a freeway blast, my backside was really feeling the frame rails that run up the sides. For the first Enfield you might dare log some freeway miles on, you'd do well to look into something firmer from the aftermarket. I'd also pull the screen off. It doesn't seem to contribute much except for noisy helmet buffeting at freeway speed, and the bike simply doesn't go fast enough to make it much of an aerodynamic advantage. But that's me. I don't like screens at the best of times, and I accept that some people do, just like I accept that some people pay good money to get hit with paddles and told they're no good at things.

Otherwise, though, the Himalayan purrs along nicely in 5th gear, its 4-gallon tank delivering more than 300 kilometers (186 mi) of cruising range. It'll do 75 mph up a bit of a hill, and more than 80 mph down it, with the windsock that is me aboard. I have no doubt it'll hit 87 (where it'd redline with standard gearing) without needing to be dropped out of a cargo plane. At no time does it feel like you're abusing the motor, and the vibration is so well controlled that you can read license plates in both mirrors.

there's another surprise: this thing is a ton of fun to throw around. You can feel the gyroscopic resistance of the 21-inch front tire on turn-in, but if you're prepared to steer it firmly, it's a genuine hoot to carve lines with. It's often more fun to ride a slow bike fast than a fast one, and this is a great example—24.5 peak horsepower gives you no reason not to yank the throttle wide open the second the suspension settles in a corner. So you do, pegs skimming along the road and the suspension doing a pretty admirable job of keeping things under control. I'm surprised at the pace it holds, even if overtaking needs to be planned a week in advance. If anything, the brakes are the limiting factor here, a single disc front end requiring four finger braking if you're really steaming in. But I'm not complaining, I'm giggling like a schoolgirl. It's pure, simple motorcycling without electronic assistance or pretense, and it puts a big smile on my dial.

There's a small bash plate for engine protection, and the accessory/crash bars up front made me feel like I could tip it over and pick it up a few times without losing too much sleep. A couple of dents and paint chips would go nicely with the bike's rugged looks anyway. The engine doesn't have the same unstoppable, chugging torque as the old-school Enfield 500cc single in the Bullet, though. It prefers to be kept revving a bit. There's also nowhere near enough torque to wheelie this 421-pound bike without bouncing it off something. And these semi-off-road tires by Ceat—a company I've never heard of before—do impressive work on the road but get gunked up with mud pretty fast, and they start slipping a lot when we start trying to climb some muddy tracks.

Still, on a gravel road or a mild trail, the Himalayan handles itself well. The weight is kept low, the non-ABS brakes have a good amount of power and feel for a loose surface, and the easy-riding character of the whole package will encourage riders to get out and start exploring. And that's what this bike's all about. It's an approachable, learner-friendly package that opens up a world beyond the sealed highways. But I can't help thinking to myself on the ride home that in trying to make its first dirt bike, Royal Enfield has accidentally made its best ever street bike. It's the brand's first color TV-era motorcycle if you ask me, even if it's got legs and knobs and wood panelling instead of a high-def flat screen and wall mounts. I don't mean that in a bad way—motorcycles have been excellent fun for a long, long time. Ask your grandfather.

It's so much better than the rest of the Enfield range in my eyes that it's going to have to be compared with the more mainstream mini-ADV machines that are starting to pop up. The Kawasaki Versys-X 300 is probably a good place to start, as it costs around the same, here in Australia anyway. Time will tell for the American market. The Versys gives you a parallel twin engine, a 4.5-gallon tank and some 15 more welcome horses. It's also lighter than the Enfield at 386 pounds fueled. But it's got a half-inch higher seat, a 19-inch front wheel instead of the 21, and shorter travel suspension, so it's definitely a bit more sealed-road oriented, as well as managing to make the Himalayan look much more windswept and interesting in design.

If it hasn't come across strongly enough, let me say I think the Himalayan and its LS410 engine are a huge step in the right direction for Royal Enfield. I suspect we'll see that motor in a heritage-styled road bike before long that'll make the tattooed ladies swoon as well as eating highway miles, and it will be a good thing. I wonder if it regains a bit of the old bangy Enfield charm when you put an aftermarket pipe on. Between you and me, I also hope Enfield keeps making the old, flawed, rattly 1950s designs it's famous for, because nobody else makes anything like them these days. Deep down and against all reason I've got a soft spot for them, too.

the upcoming bike from Royal Enfield to look out for is the parallel 750 twin -Himalayan.

Royal Enfield Continental GT, First Ride.

2013-10-25T07:36:00.000-07:00

Royal Enfield to the outsiders and cynics is a company from another time. Their bikes really haven’t changed in any drastic fashion for years, they say. This isn’t strictly true, of course. It seems facile to say converting a cast iron block to aluminium or integrating the gearbox is easy; these are significant engineering efforts.

Welcome to the Royal Enfield Continental GT. And I’ll up and end the suspense right here. This is, based on the first ride, the best Royal Enfield motorcycle I have ridden in the last 13 years of road testing. Want more details? Right this way, sir.

When I met Siddartha Lal, the CEO Eicher Motors the last time around, the question was now that RE had settled into a nice groove with buoyant sales, what direction would the products take. What he said was simple, “We have a heritage and we think our products should reflect what the company would be making today had it been in existence all this time.”

That is dramatically different from Triumph who have successfully revamped their product lines and image, and still have a few products that talk directly to their heritage. The Continental GT, then, is a clearest indication of what it is to come. And yes, despite the economic gloom, we live in exciting times.
The Continental GT as you know has had inputs from Harris Engineering; yes that Harris and it shows. But for now, I’m going to talk more about the feel and sensations rather than the technicals. For two reasons: first, I think technology is only worth the benefits it brings so the sensations are more vital than the tech. And two, since the actual launch event hasn’t happened as I write this, and because I’ve spent all day riding the bike and haven’t really had time to delve into the technical details so far. I’ll circle back to the tech low- down once I have more documentation and information, hopefully later today.

It is a great looking motorcycle. We got to see it parked head to head with a genuine old RE GT, and it looked absolutely spot-on as a faithful, modern-day homage to that motorcycle as well as to the Cafe Racer format. Build quality and paint finish looked excellent. The finish levels can still be improved a bit, but as the new flagship for the brand, the Continental GT does the business.

Even when you look at the details the sheen doesn’t fade. The tank looks long and lean, the bar-end mirrors looks rather well-made. All the bits look like someone paid attention to them. It is a bit sad that the bar-end mirrors are OE equipment everywhere but India. Back home we will get normal stalk mounted mirrors and the bar-ends will be an optional accessory. I suspect this has to do with regulatory issues in India, and I’ll confirm this. There are a few rough edges here and there, but you really have to nitpick and split hairs before you spot them.

On the move, the motorcycle feels easily like the best breathing Royal Enfield I’ve ridden yet. Acceleration is urgent though not shattering, and up to about 90-100kmph, vibration is well-controlled too. At about 120kmph though, the vibes kick in properly and sustained 120kmph cruising is going to be arduous. Our Aussie media friends at the launch enthusiastically saw 145kmph on the speedo, so it is fast.

Through all this punishment, the engine feels nicely sorted rather than a clattery mess which is a huge step forward. In short, the journalists looking for oil leaks — they said it was simply because they know their Bullets — were happy to be disappointed. The bikes, despite the caning, never missed a beat. My bike initially did have a bit of a stalling issue in traffic though, which was diagnosed as a badly set idle. And once set, it never recurred. As in promising, promising, promising. I can’t wait to see the numbers when we test this.

Ride quality similarly feels vastly more sorted. It still feels like a heavy-boned motorcycle, but it has gained a sporty sort of damping without becoming harsh. On long drones, in fact, the bumps bother you a bit less than the seat, which is a welcome improvement.
Handling, similarly, is more precise by a fair bit. You still feel the heft and length but turn in is more assured, mid-corner stability is good and there is a sense of accuracy that is much better than any Enfield so far. It hasn’t become a race bike or a full on sportsbike, but then again, that isn’t the nature of the Cafe Racer.
The Cafe Racer format is visually very interesting but is also going to be the crux of the matter when you start trying to decide whether to get a Continental GT for your garage or not.
You see, the handlebars aren’t all that far away but they are low. Add in rearset pegs and you have a fairly committed, canted forward riding position. Most of you are going to end up riding with your elbows locked as a result, but this isn’t a super comfortable motorcycle and short trips are going to be the order of the day.

This is no surprise. The ’60s Cafe Racers weren’t endurance kings, they were the fastest cafe hopping device possible at the time. So will the GT go touring? Not unless you change a few this first or you’re super fit and don’t mind an ache or two. In this sense, it is true to its role and image, and I’m honest enough to notice the long distance discomfort but not cynical enough to say that Royal Enfield should have fixed this. The Continental GT talks a pretty well-defined design language and certain things sound best in the native tongue rather than translated. The ergonomics of the Cafe Racer is one of those things.
Best Enfield ever? I’ve no doubt. Given where the company has come from, the Continental GT is an achievement. It shows that they are now willing to be brave and try new things. And their efforts have, clearly borne fruit.

On the other hand, India is one of the few countries where there are customers who choose Enfields as a product without really giving credit or consideration to its history, and indeed to the nature and circumstance of the Cafe Racer. These customers will find that there are competitively priced modern motorcycles that outperform the Continental GT on most, if not all, objective parameters.
In short, Enfield fans will love it and non-Enfield fans may or may not. The full picture will emerge over time. What is clear is that we have here one of the best looking motorcycles to go on sale in India in a historic, evocative perspective. And the best Enfield motorcycle so far.

I think that means, Royal Enfield’s done what they set out to do with the bike. The remaining question is the matter of price. While the UK and some other market prices are expected shortly, we suspect that the Indian prices will only come at the commercial Indian launch, which should happen roughly a month or so from now. Stay tuned.

Vincent Black Shadow Review.

2013-09-13T00:26:00.000-07:00

Pictures don't do this Vincent Black Shadow justice. After first staring at e-mailed pics of it for a long, long time, my conclusion was it looked immaculate; the biz. But now, in a garage in Kent, with its chromed and painted parts just inches from my fingertips, my thoughts start with 'immaculate' and end with 'perfection'. It doesn't matter which bit my eyes fall on, it's 'perfection'. This must be how the 2200 worldwide members of the Vincent HRD Owners Club first got hooked.

From the gloss black finish of the engine cases to the chrome rimmed upright speedometer and all the parts precisely torqued in place elsewhere, there's not a sign of ill-fitting tool abuse or stains from years of grime and use - the usual traits of age and restoration. And there's a very good reason for this: this Vincent is not a restoration. It is new - all new. Every grease nipple, section of frame and cables are under 500 miles old. The smell of a slight fuel weep and marked tires are the only items to show this is a runner. Oh, and there's the '07 registration plate. Awesome.

And now it's my time to start it. Although drilled in the precise technique, I admit I'd forgotten it just after turning one of the two fuel taps on (it had already been run to warm the engine) and debating whether to push the bar-mounted choke levers to fully on. Instead, I take up on the offer of help to start it. One of the three carefully watching members of the Vincent Owners Club (VOC) takes over. It starts so easily that I'm truly humbled by the experience and by a machine around sixty years in design.

The burble and rustle of moving parts aren't smothered by the healthy exhaust note. The bobbing of the bike on tickover accentuates the feel of a living, breathing piece of history under this Vincent ignoramus. Excitement and nervousness roll into one. I haven't felt this way since my first ride on a 500 Grand Prix bike, or Rossi's RC211V. I need a wee.

While the clutch lever is in the 'normal' place, the gearlever and its shaft is in another world. My right boot hovers above the gear lever as I struggle to remember the shift movement: one up and three down. First gear goes home with a shunt of metal somewhere along that gear shaft deep in the engine cases. It didn't need the extra blips of throttle and deliberate clutch to pull away. It might be an old 'un but the mechanicals are all there and in mint condition. The shift to second is as sweet. But the front brake isn't.

There's little tension in the two front brake cables down to the twin 7-inch front brake drums. Cheap Chinese trail bikes might have stronger front brakes, but then they are about half the weight of the Shadow. My left foot has to work the two rear brake drums - an alien concept that results in my foot resting on the brake as I pull from a junction only to stall it. Bugger. Time to put into practice those forgotten preachings of starting a Vincent.

Right peg lifted and kickstart swung out in record time, dab the kickstart until compression is reached, pull the de-compressor lever, dab the kickstarter again until it just goes over compression, let go of the de-compressor and stamp down on the kickstarter like it was a slug on my lettuce patch. It starts so easily.

Along A-roads around Brands Hatch, the Black shadow is as happy as I am. The upright speedo's needle ratchets its way round to 70 mph with the occasional break in its ascent from changing gear. Digital speedos, pah, all electrics and expense with no character whatsoever. Bloody lovely: it's sunny and dry and I'm riding a bike with a bark of an exhaust note that is immediately recognizable as a slow-revving classic's.

The damped Girdraulic forks and cantilever-mounted twin rear springs with separate damper chamber are surprisingly modern in feel. They soak up most of the big dips and bumps but let you know when you hit sunken or raised manholes. The freshly adjusted front brake is working at full strength, or rather as much strength as my fingers can muster. Not so much slow but rather deliberate gear changes (one of the VOC three wise men has said I'll hear rapid cog swaps rather than feel them) keep the V-Twin motor on the boil, but then I make a discovery that makes my smile even wider. The throttle tube has a longer throw than I thought, and the extra twist fully lift the remote carb plungers.

That extra rate of fuel kicks off an even bigger smile. It's not a startling rate of acceleration, but something like an old air-cooled SS900 Ducati lump would give up on a good day. The sharper edged exhaust note bounces off hedgerows and trees and I can hear myself coming and going.

At 80 mph there's a strong feeling through the bars and pegs of more speed to come but mechanical empathy rules today. That upright speedo tops out at 150 mph, which was a sharp way of telling the world in its day the 'Shadow' was the fastest bike in the world. But it's not my bike and the tires aren't exactly sports numbers - they are based as close to the original rubber as possible. It's funny how a vision of a skinny (3.5 x 19in) and square-profiled Avon rear tire can pop up with a series of bends approaching. I'll tell you, we don't know we're born today.

Using the front brake makes the chassis dip while the forks stay the same length. If a comparison has to be drawn it would have to be Yamaha's over-engineered hub-steered GTS1000. A strange feeling but reassuring one at the same time as the bike feels better connected to the road. A little bit of modern day body shift off the seat should see us through these S-bends.

The Vincent takes it all in stride. Yes, the weight of the bike (227 kg / 500.5 lbs wet) is telling through the bars when flicking left then right, not the age of its design. Only that the rear tire causes the stable handling to get upset - riding off the edge of the tread induces a weave which settles down as quickly as it started.

Spirited riding compounds the belief that the Black Shadow really was the Ducati 1098 of its day, and totally understandable why it was the machine to have way back then in the late '40s - even though its £350 (around $700 U.S.) price was on par with a new house. I can also see why people get hooked on wanting a Vincent in the garage today even though we'd be looking anywhere between £25-30K (and more at auction) for a decent original. As for this bike - a brand new machine, don't forget - there's more to say. Read on.

The Vincent-HRD Owners Club is a non-profit-making club dedicated to preserving the heritage of the Vincent marque. Not only does it run a very competent and successful club consisting of archivists, engineers, owners, machine registrar, boffins etc., it also has ties with The VOC Spares Company Ltd. This associate company deals purely in spares for Vincent-HRD machines and, together with the club, an idea was formed to build a complete bike to ensure the quality of its spares and to see whether or not every part was available. It also happened to be the next stage up from when the club successfully built a complete new engine in 2004.

The project wasn't easy. While most of the spares are common replacement parts (not copies but made to original dimensions and spec) to fit on existing chassis, a new machine meant building a new upper frame member (the headstock and main spar that also held the engine oil from which the engine attaches/hangs from) and rear frame member (the subframe). There was also the matter of producing the Girdraulic forks to the original exacting standards - in the end the forks were machined from solid so are stronger than the originals although you couldn't tell them apart. The building problems didn't end there. As the club's information officer Paul Adams says: "Where we didn't have the original factory engineering drawings to make parts, we had to measure exactly original components and present them as new drawings to the engineering companies we used. If these parts were quantity ordered they'd be fairly cheap, but the initial outlay would be huge. In effect the parts we had made are bespoke and that sort of quality costs money."

WHAT'S SO SPECIAL ABOUT VINCENT BLACK SHADOWS?

They were deigned by Brits, built by Brits and ridden by just about everybody, and still are. The fact that it was fast for its day, handled as good as any 1970s Japanese bike and was full of technical goodness says it all. I mean, what other bikes do you know where thumbwheels are used to adjust the chain so easily and T-bar-type QD wheel spindle removal is standard? Everything about the bike is adjustable, that's internal and external, it has left and right sidestands that adapt to be a front wheel lift, and there's a mainstand. Adjustable rear damping and steering damper, too. To top it off there's a removable metal tool tray under the seat. To sum up the Vincent Black shadow: the bollocks.

SPECS

Vincent Black Shadow
Cost (est): £25-35k ($49,900-$69,900 U.S.)
Power (claimed): 55bhp
Torque (claimed): N/A
Dry weight: 206 kg (454 lbs)
Colour: Black

TECHNICAL

Fuel: 16 litres (4.22 gal.)
Rake: N/A
Trail: N/A
Seat height: 826mm (32.5 in.)
Wheelbase: 1435mm (56.5 in.)
Engine: Air-cooled 998cc (84 x 90mm) 4-valve SOHC 4-stroke 50-degree V-Twin. 2 x type 276 Amal carburetors.
4-speed gearbox. Chain final drive.
Chassis: Tubular steel duplex cradle frame.
Suspension:Vincent Girdraulic front forks and cantilever-mounted dual springs with remote oil chamber rear suspension.
Brakes: 2 x 7 in. diameter drum brakes front and rear with single leading shoe.
Tires: Avon - 3.00 x 20 front, 3.50 x 19 rear

Singer 911, Bringing back History.

2013-09-12T11:12:00.000-07:00

It is hard to believe, but the Porsche 911 exists despite Porsche's own attempts to eliminate and replace their beloved icon. This rear engine, 2+2 coupe has defied attempts (type 951 and 928) to terminate its allegedly dated concept only to be re-invented in superior form and bask in a renewed wave of enthusiasm. The 911 brand is so compelling to consumers that even cars that are not 911's (Types 930, 964, 993, 996, 997) have been badged as such since 1990. Such is the influence of a model and a brand within Porsche that as the vehicle made vast technical leaps, even wholly re-invented it remains a 911. The original 911, with its air/oil cooled engine was built from 1964 to 1989. This model was succeeded by two much more evolved 911's that were still air/oil cooled; the type 964 and 993. The 964 and 993 are still lauded for their own technical brilliance, but the vehicles gained weight and complexity addressing safety, (airbags) emissions, and feature/ options concerns. One could argue that the last air/oil cooled 911's, though brilliant, paid a price for their sophistication. However, 1998 brought the first 911 to rely on water cooling for the engine, and it introduced the first all-new and larger body shell to the model since 1964. In addition, it was the first 911 to feature an engine with four valves per cylinder which would help it meet power demands and emissions requirements.

While the early 911's were beloved for their unique sound, a baritone growl that was a product of the engine noise itself which could easily escape through the thinner castings and cylinder walls (not surrounded by water) and projected by the fan atop the motor. In the interest of compliance, performance, and evolution both sound effects were eliminated. After surviving 35 years, this integral piece of the 911's character had been severed from the car's persona. The feel of hydraulic power assisted steering (equipped on 911 since the 964), the larger shell, the swollen wheelbase and dimensions, the raked windshield, the front end components shared with the more inexpensive Boxters were among a list of elements that conspired to make the 996, while certainly a BETTER car, a less beloved 911. The longing for a "true" 911 grew louder from 911 enthusiasts and owners lamenting the changes made to their favorite sportscar in the name of "progress."

Nevertheless, a rational person can admit that the advances made in vehicle design since 1963 have ushered in improved powertrain, unibody, and suspension technologies yielding a vehicle with greater overall capability. But have the evolved water-cooled 911's proven more enjoyable? Is the drive more fulfilling? What of the magic behind the wheel? It is this fulfillment that is at the core of the original driver-focused 911 concept, and wholly recaptured, yet vastly enhanced by the vision of Singer Vehicle Design. The Singer 911 is no mere imitation, clone or retro-hot rod, but a re-interpretation and rebirth of the early performance-focused 911's. The new vehicle is the result of a fusion between the purity of the original 911 and modern materials, design, and updated technologies, and aftermarket experience into a unique sports car that recaptures the essence of the early 911's golden age. The Singer 911 capitalizes on the 40 years of solutions and enhancements that have resulted from the racing aftermarket's embracing the original 911. Borrowing the best elements from the air/oil cooled 911's long production span such as the "chic" of the long hood pre-'74 race specials, and the engineering durability of the later cars from the 80's and 90's, Singer Vehicle Design capitalizes on the vast know how and evolutionary advances the original 911 has enjoyed. The experience offered by the new Singer 911 is a passionate celebration of the history making, iconic 911, and creates an enhanced sportscar that honors the original 911's soul. Beginning with any longer wheelbase 911 (1969 to 1989) donor car, the Singer 911 is stripped to its shell to begin reinvention. The reincarnation retains the original wheelbase, the A-pillar position, the roofline, suspension mounting and transaxle mounting points.

Everything else is restored, reimagined and vastly improved for performance and expression. To optimize suspension performance add rigidity to the unibody, the 911 donor car's structure has been thoroughly reinforced with a labor intensive stitch welding procedure and the addition of a lightweight integral backbone structure that helps further improve the chassis torsional rigidity. A developmental carbon-fiber second skin further aids this rigidity. The benefits of such measures to ride and handling given the improvements in unibody's resistance to twisting are vast, as the suspension is converted from torsion bars to the Macpherson strut and Carrera SC rear trailing arm with coilover set-up seen on vintage racing 911's. Moton dampers with remote oil reservoirs and Eibach springs are used at all four corners and offer multiple settings for ride and handling that the steel shell can now fully exploit. The Singer 911 will also benefit from extensive use of Smart Racing suspension products, such as multi-adjustable anti-roll bars, suspension bushing that help maintain correct geometry. A Jerry Woods Enterprises electric/hydraulic power steering system is fitted to the Singer 911 that maintains the vital 911steering feel and feedback while helping quicken the steering reactions as compared to the original ZF rack and pinion. The racing 911's were famous for their braking ability and making up distance on the competition in the corners. The Singer 911 is equipped with competition-proven Brembo calipers (4-pot) and rotors that are derived from the 917 and 930 models. The brakes will be peeking out from behind period-evoking Zuffenhaus, lightweight, five-spoke, three-piece forged aluminum wheels. The 17 x 9-inch front wheels are wrapped in sticky, modern Michelin Pilot Sport Cup tires measuring 225/45/17 and the rear 17 x 11-inch wheel wears 275/40/17 rubber.

Drivetrain.
The Singer 911 utilizes the most evolved air/oil cooled 911 engine from the 993. However, the goal with the stock 3.6-liter engine was to develop it into the most modern rendering of the air/ oil cooled engine concept. With the help of U.K.-based, Ninemeister, masterminded by engineer, Colin Belton, and constructed in San Francisco by famed engine builder Jerry Woods Enterprises, the stock 3.6-liter engine is rebuilt to displace 3.82 liters. The engine has been recreated with premium components successfully developed and proven through Ninemeister's racing exploits. The Singer 911's engine achieves its displacement with Ninemeister 103mm pistons and cylinders, the 76.4mm crankshaft of the 997 GT3, and the 132mm lightweight titanium connecting rods. The large bore, short stroke combination can spin to 8000 rpm, but offers a broad, flexible torque curve. The key to the power are the highly developed Ninemeister billet aluminum heads that allows this 12-valve engine to compete with the power of water-cooled 24-valve engines found in the latest version of the GT3. A completely re-engineered component the billet aluminum Ninemeister heads are stronger, more resistant to extreme heat, and feature the latest thinking in port design to vastly improve the breathing and output of these motors.

A Ninemeister valvetrain with valves, springs, and cam profiles have been designed to maximize the cylinder heads port flow capabilities and are a vital piece of the combination. Ninemeister's individual throttle body induction provides maximum tunable power to each cylinder with eye-popping throttle response, and most importantly perhaps, the sweetest 911 exhaust growl imaginable. More importantly, the engine will be managed by an advanced Motec M800 ECU that also adds launch control, traction control, data logging capability -- all electronic features never seen on the original 911's.

For customers, the engine will be available in two states of tune - luxury and touring. Singer will have a tune producing about 360hp with a broad torque curve. For higher performance, a more track focused state of tune offers 425 hp and 340 lbs. ft. of torque. A 997 GT3R oil pump moves oil through the Singer 911's high capacity dry sump system will be improved with an enhanced fan-assisted cooling system. Race-car spec stainless steel braided hose and fittings are used throughout the Singer 911. The bulletproof 3.82-liter engine combination is matched to a nearly indestructible six-speed G50 transaxle that has been revised with a close ratio cogs, and a limited slip differential. A twin plate carbon clutch capable of withstanding 700 lbs. ft. of torque and a lightweight flywheel help transmit engine power to the transmission. The Singer 911 expels engine fumes through lightweight stainless steel heat exchangers that flow to 100 cell catalytic converters, and a Singer Design stainless steel muffler that helps enhance the motor's sonorous tone.

The Singer's performance will be scintillating as the vehicle will get down to 2400 lbs. curb weight providing a nimble, connected and thoroughly fulfilling sportscar experience. With a power to weight ratio of 5.6 lbs per horsepower, the 425 hp Sports version explodes from 0 to 60 in 3.9 seconds, 0 to 100mph in 8.5 seconds, and exceeds a top speed of 170 mph.

Interior.
As for the interior, the Singer 911 features an original 911-style instrument cluster with all-new gauges set in a revised dash panel. The Singer 911 interior is not carpeted in keeping with the traditional feel of the spartan race-focused 911's (R, ST, and RSR) but will be trimmed in supple dark racing green leather. Thin, lightweight but effective sound deadening measures controls interior noise while still maintaining the aural persona of the early 911's. A re-engineered vintage 911 Recaro seat uses structural carbon fiber in addition to offering fully electric operation and premium leather surface covering. Finally, no vintage, performance focused interior would be complete without a MOMO steering wheel and the Singer 911 features a new interpretation of the company's classic 'Monza' wheel.

Acknowledging the advances in conveniences missing in the original 911, modern amenities such as a lightweight electric air conditioning system, Garmin Navigation system, ipod interface and even Bluetooth connectivity are also available in the Singer 911. Care is taken to add these features while minimizing any weight penalty by utilizing a lightweight wiring harness for all accessories and engine management.

Exterior.
Extensive use of composite materials (carbon fiber) for the entire vehicle exterior will leave the door panels as the only original sheetmetal on the Singer 911. The composite materials form an exterior for the Singer 911 that re-invents while emulating the early 911 RSR and ST's most prominent feature; the fender flares. These flares dictated the aggressive stance and sense of performance that these early cars conveyed even while standing still. Capitalizing on modern materials technology, the Singer 911 body makes extensive use of carbon fiber panels, and autoclave pre-preg Kevlar honeycomb in the creation of stunning, but very lightweight exterior pieces. The Singer 911 prototype is finished in vintage-appearing Singer Racing Orange. Other colors will be available to customers. In addition to the modern interpretation of the lightweight philosophy, the exterior will be updated with a uniquely designed HID headlamp arrangements that greatly improves exterior lighting.

The Singer 911's aerodynamic performance is improved with a front lip spoiler that reduces front end lift by 12 percent, and a speed sensitive rear spoiler that retracts back into the body (first seen on the 964).

The Feeling.
Sure the Singer 911 looks like a vintage 911, and maintains some of the same character, but the connections its exterior evokes is unique. There are hints of 911R in the taillights and bumper design, as well as RSR in the bulbous flares, or even some 911ST in the profile, but there is no mistaking that upon closer inspection the Singer 911 is a very different interpretation of these vintage themes. Beneath that "long hood" emulating skin is the heart of the last air/oil cooled 911(type 993) and a host of the latest technology that places the Singer 911 in a place all its own. The car protects the romance of the original 911 concept but radically modernizes it into an ultimate 911 expression for the enthusiast who can never forget time spent behind the wheel of the car that started life as the 901 Concept. Forty-six years later, the Singer 911 prototype is the ultimate validation of the model that defined a brand, a segment, and became a cultural icon to generations.

Singer Vehicle Design is dedicated to the design, engineering and crafting of the world's most respected high performance cars. Founded in 2009, Singer Vehicle Design is driven by the ingenuity and commitment of the industry's most respected engineers. By doing so, we have used this opportunity to optimize and enhance every detail that has contributed to the 911's greatness and iconic status. The Singer 911 attempts to channel the spirit of the pure and delicate 1964 original, the race-bred chic of the '70s "longhoods", the '80s' bomb-proof solidity, and the power and sophistication of the 964/993 series: a jewel-like form that singularly represents and celebrates the golden air-cooled era of the world's most important sports car.

Porsche 911 GT3 Review.

2013-09-10T05:53:00.000-07:00

Every Porsche has a race car at its heart. And never was the close relation to car racing so tangible. The new Porsche 911 GT3 stands for a redefined, even more emotional driving experience. The sports car that was developed from scratch offers even more dynamism and refined everyday practicality at the highest level.
With the GT3, Porsche is marking this 911 anniversary year by opening a new chapter in the area of high performance sports cars for circuit tracks. Both engine and transmission, as well as body and chassis are entirely new, and extend the 911 GT3 concept with an impressive performance leap. This is due to the new active rear-wheel steering, and the GT3-specific Porsche dual-clutch transmission with the characteristics of a sequential gearbox used in motor racing. Following the total production of 14,145 GT3 cars since 1999, the fifth generation of the 911 GT3, an all-round redevelopment, is set to take on the pole position among the thoroughbred Porsche sports cars with naturally aspirated engines.
The mission of the Porsche 911 GT3 is unmistakable: driving dynamics. Each and every relevant detail has been fine-tuned to that. The result is impressive: the new 911 GT3 laps the Nürburgring Northern Loop, indisputably the most challenging race track in the world, in a mere 7:25 minutes. A benchmark of great significance for the sportiest 911 with a naturally aspirated engine. Because around 80 percent of all 911 GT3 vehicles are also driven on race tracks.

Drive system and chassis of the new 911 GT3 have been systematically developed to even better performance, precision and transverse dynamics. Additionally, Porsche is using active rear-wheel steering for the first time. Depending on the speed, the system steers in the opposite or the same direction as the front wheels, thereby improving agility and stability. Among the other new driving dynamics features are the electronically controlled, fully variable rear differential lock, and the dynamic engine mounts. The height, toe and camber of the newly developed all-aluminium chassis are still adjustable. The new, 20-inch forged alloy wheels with central locking are used for optimal road contact.

New high-performance drive system with cutting-edge technology
Porsche has developed an entirely new engine for the 911 GT3. For the first time, the classical six-cylinder naturally aspirated engine has direct petrol injection in the racing car-like 911, combined with high-performance elements such as dry sump lubrication, titanium connecting rods and forged pistons.
In combination with valve control by rocker lever, an extremely high-revving engine capable of reaching up to 9,000 rpm emerged. For the driver, this means an even broader engine speed range that can bring decisive time advantages on the race track. The speedy response of the drive system is enhanced by the new power transmission without any interruption in propulsive power. As the first 911 GT3, the new model has a Porsche Doppelkupplung dual-clutch transmission (PDK) that had been originally developed for racing and has now made a comeback in a perfected form. The PDK is another feature specially developed for the 911 GT3, with characteristics directly inspired by the sequential gearboxes used in motor racing, thus granting the driver further benefits when it comes to performance, dynamics and driving fun.

Fascinating sports engine with high-revving concept
The new engine of the Porsche 911 GT3 is based on the six-cylinder used in the current 911 Carrera generation. The structural changes to the base engine had one principal goal: to develop the characteristic 911 GT3 high-revving concept further. High speeds enable high performance and gear changes, whereby the revolutions remain in the range of maximum power after shifting up. Thus the six-cylinder reaches its maximum performance of 475 hp (350 kW) at 8,250 rpm; the nominal torque of 440 Newton metres (Nm) is available at 6,250 rpm. The consistent development focus made it possible to increase the maximum speed to 9,000 rpm. This enables the 911 GT3 to reach peak performance values among street-legal vehicles. The result is a drive system that ventures even further into the racing range than ever before with a litre performance of 125 hp per litre.
With its low moving masses, the engine develops high speed dynamics. Thus the new 911 GT3 does not only feature an enormous revving capacity but also an excellent response across the entire engine speed range. These features ensure a particularly sporty driving experience in all conditions.

The focus of the new development were the cylinder heads, which differ fundamentally from those of the base engine, and were specifically developed for the 911 GT3. To enable peak performance values and engine speeds, the new cylinder heads are equipped with large intake and exhaust ports, large valves, and separate valve control with rocker arm. Cooling and oil supply are also particularly powerful to account for the high loads.
The valve actuation via rocker arms with hydraulic valve clearance compensation is another unique feature. The concept embodied in the Porsche 911 GT3 engine originates from racing and allows very high engine speeds on the one hand, while the other cams with performance-oriented profiles permit for large strokes and long valve opening times. The advantage of the rocker arm control is mainly in the low moving masses that allow high engine speeds, and the large contact area between the cam and rocker arm.

Advanced dry sump lubrication ensures the oil supply
The typically high and frequent lateral acceleration occurring with an ambitious driving style on the race track makes high demands on the oil supply. That's why the 911 GT3, as previously, has dry sump lubrication, i.e. the oil is siphoned permanently from the oil pan and is stored in a separate receptacle. In addition, the new 911 GT3 engine has for the first time an oil separator, a construction that also originates in racing. The oil separator consists of a cover between the crankcase and the oil pan featuring 18 single holes (three per cylinder) with crescent-shaped blades. Especially with high torques, the splash oil stirred up by the crankshaft is separated at the crescent-shaped blades ("planed") into the oil pan. Thus the amount of splash oil in the crankcase is lessened and as a consequence the so-called splashing losses of the engine are reduced. Alongside the demand-controlled oil pump, the new 911 GT3 also has two splash oil nozzles per piston that are opened in tandem depending on the temperature, load and torque. This guarantees an intensive cooling of the pistons, which are subject to high thermal loads.

As was the case with the predecessor, the new 911 GT3 also offers the driver the possibility of increasing the torque in the mid range at the press of a button. When activated, the backpressure in the sports exhaust system is further reduced, improving gas exchange, thus increasing the torque in the 3,000 rpm to 4,000 rpm range considerably again.
The dual-clutch transmission (PDK) originates from Porsche racing. With the Porsche 911 GT3, it returns to the racetrack: the motor sports engineers have revised the PDK extensively both in terms of mechanics and control technology for the new high-performance sports car.
The resulting transmission provides the driver with all the essential driving dynamics of the previous manual transmission, complemented with the performance benefits of the dual-clutch transmission. During racetrack use, it can therefore be driven much like a sequential manual gearbox - with even more performance and emotional driving fun.
Two modes are available to the driver: manual shifting or the adaptive shift programme. Manual shifting is done using two paddles on the steering wheel, the right for upshifts and the left for downshifts. Shorter shifting travel and optimised actuating force result in even faster gearshifts with concise feedback, similar to the operating characteristics of the 911 GT3 Cup race cars. Alternatively, the driver can also shift using the selector lever, with a shift pattern based on that used in professional motor sports: shifting up is done by pulling the lever back, shifting down by pushing it forward.

Gearshifting strategy and response times of the 911 GT3 PDK were consistently designed for maximum performance, and are fundamentally different from the other Porsche sports cars. This becomes apparent to the driver during manual upshifts in the form of a "lightning shift," which permits reaction times of less than 100 milliseconds. To enhance driving performance, lighting shifts are implemented with a torque overshoot, and the gear change is conducted with a highly dynamic adaptation of the engine speed to the newly selected gear. The switching times are in a range that was previously reserved for the world of motor sports.
The dynamics of a sports car driven to optimum lap times is also determined by the clutch. That's why the PDK comes with a "paddle-neutral" feature. If the driver pulls both shift paddles simultaneously, the clutches of the PDK are opened, and the flow of power between the engine and drive is cut off. Once both shift paddles are released, the clutch engages at lightning speed if the PSM is switched off. With PSM switched on, the clutch is closed quickly, but in a less pulsed manner.

This function offers two principal advantages: the driver can, for example, neutralise the driving behaviour of the vehicle when oversteering in a wet curve by pulling the paddles, thus redirecting additional cornering force to the wheels of the rear axle. The second aspect relates to individual influence of the driving dynamics due to the pulsed onset of the driving force when engaging the clutch. Comparable to a traditional coupling with a manual transmission, the rear of the vehicle can be consciously destabilised for dynamic leaning into the curve. Furthermore, the driver can use the paddle-neutral for accelerating from a standstill. As is the case with manual transmission vehicles, the driver alone decides on how to accelerate using clutch and accelerator foot, without any assistance from drive and dynamic handling control systems.
or the first time, the PDK provides the driver of the new 911 GT3 with the alternative of leaving gearshifting to the adaptive transmission control. In principle, the PDK of the new 911 GT3 comes with two gearshifting strategies: Normal and PDK Sport. This means that the gear changes of the new Porsche 911 GT3 are always fast. Gear shifts and shift points are adapted to the dynamics of the driver.
The PDK Sport mode is activated by pressing the correspondingly labelled button on the centre console. In this mode, the PDK uses shift maps that are tailored to the requirements of pure circuit race track operation. Gears are held longer, and upshifts occur at higher engine speeds. The circuit race track optimisation also entails that the shifting programme is still performance oriented, even at a moderately sporty driving style. The high-performance sports car is therefore always running at the performance-oriented operating points, and increased traction is available at any time without the driver having to shift gears.
Like the latest 911 Carrera models with PDK, the new 911 GT3 possesses the dynamic "Launch Control" start up function for maximum acceleration from a standstill. In the new 911 GT3, this function can be accessed at any time without having to activate another button. Analogous to the 911 Carrera models, the readiness for the acceleration start is displayed in the tachometer of the instrument cluster ("Launch Control").
The mechanical changes primarily relate to the internal structure of the PDK. For instance, the use of lighter gears and wheels optimally support the engine speed dynamics of the high-revving motor. Moreover, the total weight of the PDK transmission was thereby reduced by about two kilograms. Shorter gear ratios provide completely new characteristics, meaning that the maximum speed is reached in the seventh and highest gear. In conjunction with the rear axle ratio, which was shortened by 15 percent, the new 911 GT3 therefore comes with significantly shorter gear ratios than the transmission ratios 911 Carrera models - in all gears.
The chassis of the new 911 GT3 covers a range of options in terms of vehicle dynamics that is without precedence. The concept is typical for Porsche. Based on a high-precision chassis, the intelligent interaction of active systems is able to adapt the driving characteristics at any time and better than ever to the driving situation.
Especially the new active rear-wheel steering and the Porsche Torque Vectoring (PTV) Plus, used in the 911 GT3 for the first time as standard, expand the range of driving options considerably, completed by active engine mounts, the Porsche Stability Management (PSM) and the active damper system (PASM).
The active rear-wheel steering comprises two electro-mechanical actuators, which are used at the left and right side of the rear axle instead of the conventional control arms. These allow the steering angle of the rear wheels to be varied by up to about 1.5 degrees, depending on the speed. Depending on the turning of the steering wheel, two effects are achieved: if front and rear wheels are steering in the opposite direction, the Porsche 911 GT3 drives like a sports car with considerably shorter wheelbase - even shorter than in the previous mode. With the agility of a go-cart, it enters a bend even more dynamically and is more agile in curves. The system activates this function with speeds under 50 km/h, thus reducing the turning radius, and manoeuvring and parking become much easier in everyday use.

The second effect occurs with the steering of the front and rear wheels in the same direction: the felt wheelbase of the 911 GT3 expands. This results in more stability when changing lanes and an increased driving stability especially at high speeds. What's more, the side force on the rear axle triggered by the steering input of the driver is built up much faster than with a non-steered rear axle, which leads to a more spontaneous and harmonious initiation of the change in direction. The steering in the same direction takes effect as of a speed of 80 km/h.
This variability means that the rear-wheel steering contributes significantly to resolve the inherent conflict of driving dynamics between agility and driving stability. This results in advantages when it comes to agility, driving safety and practicality, as well as increased driving performance. The rear-wheel drive thus played a decisive role in the further improvement of lap times at the Nürburgring.

Depending on the driving situation, the active rear-wheel steering is supplemented by the Porsche Torque Vectoring Plus. The system consists of an electronically controlled, fully variable locking rear differential and selective braking interventions at the right or left rear wheel on road surfaces with low traction. By turning the steering wheel, the inside rear wheel is slowed down slightly. This gives the outside rear wheel more driving force and enables an additional momentum in the steered direction. The result is a direct and dynamic turning in the bend. At low and medium speeds, the PTV Plus thus significantly increases both agility and steering precision.
At high speeds or when accelerating out of the bend, the locking rear differential takes effect and provides additional driving stability. Unlike the previous model that had a rear differential lock with fixed locking values, the electronically controlled locking rear differential in the new 911 GT3 can be controlled fully variably and actively independent of the driving situation on account of the deployment of the PDK transmission. That means that, especially when pushing the driving dynamics boundaries, the fully variable locking rear differential offers even greater traction, boosted transverse dynamics and significantly increased driving stability under changing loads when cornering and performing lane change manoeuvres. Another advantage of the fully variable locking rear differential is improved braking behaviour while full braking. In the process, the complete unlocking of the differential enables an optimum activation of the individual wheels with an ABS braking manoeuvre and thus a stable and efficient braking process with greatest possible deceleration.

PTV Plus complements the Porsche Stability Management (PSM) that also has an influence on the driving dynamics, among other things by means of braking intervention on individual wheels. As with the predecessor model, the vehicle stabilisation system in the 911 GT3 has an especially sporty setup. Thus the Porsche Stability Management (PSM) with sporty tuning can be fully deactivated in two stages via the two functional scopes ESC OFF and ESC+TC OFF in the new 911 GT3 as well.
So the PSM offers a scope of influence on individual driving dynamics to drivers who prefer an extremely sporty driving style also in the 911 GT3. The new Porsche 911 GT3 has been specially tuned to an even more precise and sensitive control. In its basic setting, the PSM provides a high level of pre-emptive safety. In terms of longitudinal dynamics, by means of the Traction Control (TC) with the sub-functions of ABD (Automatic Brake Differential), ASR (Traction Control) and MSR (Engine Braking Control) as well as ABS (anti-lock braking system). In terms of lateral dynamics, by means of Electronic Stability Control (ESC), predominantly through braking interventions on individual wheels with severe oversteering or understeering of the vehicle.

During the first deactivation stage, "ESC OFF," the possible driving dynamics on race tracks are increased by the deactivation of the ESC transverse dynamics control. With it, the driver can purposefully destabilise the rear of the 911 GT3 in bends by means of corresponding steering movements and/or control of the accelerator pedal. The sporty functions for longitudinal dynamics control are maintained in this driving mode. In the second deactivation stage "ESC+TC OFF," all dynamic handling control systems except the anti-lock braking system are deactivated. The driver has sole control and is able to realise his individual racing-inspired driving style.

The damping in the 911 GT3 also remains actively controlled with the aid of the specially tuned variable damping system PASM. As was the case with the predecessor model, the driver can choose from two maps. The Normal Mode controls the damping in a sportily taut manner for driving on public roads and on circuit race tracks with uneven surfaces such as the Northern Loop. In order to boost the dynamic potential of the new 911 GT3 even more, in particular on circuit race tracks, PASM in the Sport Mode enables a specially precise and targeted driving behaviour by means of reducing body motions to a minimum. On account of advanced control algorithms, the new 911 GT3 offers a spread of the adaptive damping function both in the Normal Mode and the Sport Mode that is even wider than that of the predecessor model.
As with the predecessor model, a pneumatic lift system on the front axle is offered in the 911 GT3. With new individual components, this again provides the option in the new Porsche 911 GT3 to increase everyday usability significantly by lifting the body by 30 millimetres in the front at speeds of up to 50 km/h. This way, any damage to the body caused by rough bumps in the road surface can be prevented.

Porsche uses another active system for the improvement of driving dynamics in the new 911 GT3: standard dynamic engine mounts. The controller uses the present 911 GT3 sensors to detect a racing driving style, and hardens the normally elastic engine mount. For this purpose, the bearings are filled with an enclosed liquid with magnetic particles, which changes in viscosity in the presence of an electric field.
This keeps the GT3 comfortable in everyday life; on the circuit racetrack, on the other hand, disturbing mass impulses from the engine during cornering are compensated. Another advantage is the improved traction when accelerating from a standstill. In the new 911 GT3, the maps of the dynamic engine mounts are pre-selected via the button for PASM control.

Furthermore, the Tyre Pressure Monitoring System (TPM) was enhanced by the auxiliary function of circuit race track mode that also adds to the gain in driving dynamics of the new 911 GT3. Principally, the air temperature and thus the pressure in the tyres is increased with the intensified driving on the race track. An increase of the air temperature in the tyre by 50° C, equalling an increase of the pressure by around 0.5 bar, is not unusual.
With the increased pressure, the running surface of the tyre is deformed and the contact area with the road reduced. The pressure has to be adjusted so as to achieve the largest-possible contact area and thus the best performance. In order to ensure a precise pressure monitoring even on the circuit race track, however, the circuit race track mode enables the individual adjustment of the tyre target pressure. The setting is done on the instrument cluster via the "Tyre pressure" menu. Once the race track mode has been activated, a stylised circuit race track with a yellow "R" is permanently displayed on the screen of the instrument cluster. It gives orientation to the driver, so that he switches on the standard monitoring function with pre-set pressure values when driving on public roads again.

Quintessentially Porsche: in the new 911 GT3, more dynamic driving performance goes hand in hand with further improvements in braking performance. At the rear axle, larger braking discs with a 380 mm diameter are used, the ventilation holes of the discs have been redesigned, and cooling was improved by ways of additional brake cooling ducts on the rear axle. To reduce unsprung weight, the new Porsche 911 GT3 comes with racing-derived composite brake discs with friction rings made of cast iron and aluminium pots, just like its predecessor. The two components are connected by stainless steel pins.
Parallel to the standard brake system, the performance of the optional ceramic brake system Porsche Ceramic Composite Brake (PCCB) has been improved. The diameter of the ceramic brake discs have been increased from 380 millimetres to 410 millimetres on the front axle, and from 350 to 390 millimetres on the rear axle. This increases the effective friction surface on the front axle by around 14 percent, on the rear axle by roughly 20 percent. By dint of a significant increase of the amount of ceramic in the carbon-fibre composite, the wear resistance of the new disc generation could be significantly increased even under especially high loads.
The wheels, developed from scratch, round off the package of measures for further improvement of driving dynamics. Compared with the 19-inch wheels of the previous model, the current 20-inch GT3 wheels are not just one inch bigger but also half an inch wider at the front. The tyres on the front axle are also wider. The new 911 GT3 therefore rolls on wheels of size 9 J x 20 with sports tyres 245/35 ZR 20 on the front axle, and size 12 J x 20 with sport tyres 305/30 ZR 20 on the rear axle, which all in all make themselves noticeable in terms of driving dynamics owing to larger contact areas.

The wheels are made of forged aluminium for the first time, resulting on low weight and high strength. In spite of the dimensions, the total weight of the wheels including special UHP tyres (Ultra High Performance) is less than that of the previous model. This reduces not only the vehicle weight, but also unsprung masses to enhance driving dynamics. Again, the wheels come with a central locking system, which has been optimised further.
It can be seen at the first glance: the body and aerodynamics of the new 911 GT3 have been consistently tailored to driving dynamics and performance. Extended wheelbase (+102 millimetres), wider track in the front (+54 millimetres) and rear (+31 millimetres) as well as lower silhouette (-11 millimetres) testify visually to the improved dynamics, longitudinally and laterally.
Clear identifying feature is the large, fixed rear wing. This makes a decisive contribution to the exemplary aerodynamics of the new 911 GT3, which combines low air resistance with a further increase in downforce.

The body of the new 911 GT3 is a development based on the latest 911 Carrera. The extensive use of aluminium in the front and rear body, as well as the floor assembly, reduces the shell weight by around 13 percent compared to the previous model. Roof and wings, rear boot lid and doors are also made of aluminium alloy. In addition, the torsional rigidity was increased by about 25 percent. Both factors become immediately apparent when it comes to vehicle dynamics.
The prevailing design theme is aerodynamics. The front apron was newly designed for the new Porsche 911 GT3. In addition to the integration of the new front lights, the larger holes improve air supply to the radiator compared to the 911 Carrera. The conspicuous element of the particularly pronounced spoiler lip is the laterally raised spoiler contour. It consists of three parts: the continuous horizontal middle spoiler element, as well as the lateral continuations before the wheel arches. All three elements have a scoop-shaped, drawn-out lip, which improves the downforce generated by the front axle. Another distinctive feature of the 911 GT3 is the additional air outlet in front of the boot lid.

The distinctive identifying feature of the rear of the new 911 GT3 is its boot lid with fixed wing. The completely newly developed rear boot lid is made of a composite material consisting of glass and carbon fibre. Wing supports, the large ram-air intake for the air supply of the engine, and the spoiler lip are all integral components of the design. The rear wing is mounted on the supports, which remains individually adjustable for use on the circuit racetrack. Further characteristic features of the 911 GT3 rear are the exhaust vents in the rear bodywork, with two on the side and one under the rear boot lid.

The front and rear design are the result of consistent aerodynamic tuning of the new Porsche 911 GT3. This establishes a new balance between the three main requirements of low drag, reliable cooling of drive and brakes, as well as sportive downforce at higher speeds. Front spoiler and rear wing provide downforce at the front and rear axle, complemented by the underbody panel, which provides an additional diffuser effect due to its rising contour in the engine area.

In conformity with its character, the interior of the 911 GT3 is sporty but not spartan. Driver and passenger experience the driving fun in Porsche Sports Seats Plus with raised side supports and mechanical length adjustment. The lumbar support and, for the first time, height adjustment are electric. Since the 911 GT3 has traditionally been a two-seater, the seat shells in the back are covered.
The steering wheel rim of the new GT3 Sport design steering wheel is covered in black alcantara; height and length adjustment - now roughly ten millimetres longer - are still done manually. The PDK selector lever in the centre console sports a specific GT3 design with a special switch direction display on the left side of the selector lever backdrop. The latter is red in the new 911 GT3; the arrangement of the symbols follows the custom in racing. So in the new Porsche 911 GT3, upshifts "+" are done backward, and downshifts "-" forward.

The equipment that is always in black with alcantara elements, is typical for the new 911 GT3. In the new 911 GT3, these elements are the centres of the offered seats, the steering wheel, the grip of the selector lever, door handles, arm rests in the door panel, lid of the storage compartment in the centre console as well as the panel of the centre tunnel and the roof lining, including C-pillar. Alongside various interior elements in galvano silver, the new 911 GT3 is further upgraded by a decorative screen of the dashboard and the panel of the centre console in brushed aluminium. In combination with the leather equipment, the decorative screens of the door panels are also in brushed aluminium. In addition, the leather equipment of new Porsche 911 GT3 is optionally available with red decorative seam.

The remaining interior of the new 911 GT3 is based on the current 911 generation. Among other things, it encompasses the instrument cluster with 4.6-inch colour display right to the tachometer; the seven-inch colour screen of the CDR audio system (with the optional equipment of CDR Plus or PCM) as well as the two-zone air conditioner for separate temperature settings on the driver and passenger side.
In addition, as with its predecessor model, an optional Club Sport package is on offer for the new Porsche 911 GT3. Alongside a roll cage in screw-mounted version that has been adapted to the new space conditions, the package again contains the pre-fitting for a battery main switch as well as an included six-point belt for the driver side and a fire extinguisher with bracket.

Technical Specifications.

    3.8-litre flat engine with 475 hp (350 kW)
    Porsche seven-speed dual-clutch transmission (PDK)
    Rear wheel drive
    0-100 km/h: 3.5 s
    Top speed: 315 km/h

2014 Kawasaki Teryx4 LE Review.

2013-09-09T11:44:00.001-07:00

Kawasaki Teryx4 LE is a tantalizing new machine that boasts several improvements to an already very-capable vehicle. Included in these improvements is a revamped motor designed for more power output and better fuel efficiency, a reimagined suspension system that now includes Fox Podium shocks, a new EPS system, LED headlights, sound deadening material to help with engine noise while driving, and a redesigned interior to give it that extra appeal while out on the trail. Out on the Paiute Trail system in central Utah to find out just how these new revisions affected the already capable Teryx4 Side-by-Side.

The Paiute ATV trail, which spans a total of 238 miles and includes a wide range of elevation changes, provided us with a prime location for testing the 2014 Tery4’s capabilities. Encompassing numerous mountain passes with long, winding fire roads along with double track trails that are made for the a vehicle under 60 inches wide, this trail system has something for everyone. The tight, wooded sections allowed us to see how well the Kawasaki turned on a GNCC-style course, and the open roads gave us ample opportunities to open up the new motor and slide the Teryx4 around. Let’s dive into the meat of this ride and see just how well the 2014 Teryx4 LE performed in its natural habit…

One thing we noticed right upon seeing the new LE model is how well the green, automotive-style paint pops out at you. This color grabs your attention even in the great sea of UTVs, and we think it will hold up to long-term abuse with ease. After your eyes gaze at the new paint scheme for a bit, they eventually wander up towards the seats. The contrasted stitching draws your attention right into the cockpit, and they make for a pleasing entry and exit of the vehicle.

The Teryx4 has been in production for just over two years now, and Kawasaki has nailed down the proper creature comforts for this vehicle. Coupled with the new look of the seats and paint scheme, the shifter, steering wheel, cup holders and digital gauge cluster are each within easy reach for all-day comfort. The 12-volt outlet came in handy for those select editors who liked to bring their phones and digital accessories along for the ride. For those of us who were on the taller side (I’m about 6’3”), the front seats offer three different adjustments, fore and aft, for optimum comfort. The setting furthest back kept me secure, comfortable, and ready to mash either pedal at a moment’s notice on our two days of riding. The only thing I would like to see altered is the position of the foot pedals. For all day comfort, we hope Kawasaki pushes these more towards the front floorboard, so you don’t have to use the muscles in the front of your legs so much. Otherwise, the footrest and the cabin in general is a comfotable and pleasant place to be while out riding. The incorporated doors keep all four passengers in place and lessen the worry about unwanted debris finding its way into the cabin.

The Teryx4 can easily fit four adults, and we are consistently amazed at the fact that they didn’t have to lengthen the wheelbase all that much when compared to the standard, two-seat Teryx (85.7 inches in the T4 versus 76 inches in the T2). This fact is proven even more in our minds when out driving the four-seater. While you can feel the slight increase in wheelbase, the way the Teryx4 drives on the trail reminds us of a high-strung slot car. Put the vehicle in 4-wheel drive, point it where you want it, and gas it! The T4 turns and pivots with ease; all the while the power steering and nicely weighted brake pedal are easy to modulate to ensure proper corner entry and exit.

From the seat of your pants, you can feel how impressive the new FOX Podium shocks perform in a variety of terrains. Never once did these shocks fade on us; and let me tell you, we definitely put the Teryx4 through its paces. While there is still the same amount of travel as that on last year’s T4 (8 inches in the front and 8.3 inches out back), the significant difference here is the quality of the shocks and the ability to make on-the-fly adjustments while you are out on the trail. Compression clickers come standard with these FOX shocks, and they provide a good amount of adjustability for a variety of terrains, driving styles, and weight distributions on the Teryx4.

Speaking of power, the engine improvements build upon an already hearty V-twin. The jump in cc’s from 749 to 783 is felt throughout the entire RPM range, but especially in the low-end grunt. For example, we put the gear shifter in low, which allows you to travel up to 30 mph, and tore off for some of the tighter trails. The power from this motor builds right off the bottom. Wheelspin is easy to achieve when gassed hard from a standstill, but for those of us who aren’t on-off throttle drivers, the pedal is easily modulated and the power is put to the ground without a hitch. Hauling through the tight trails was a joy, and the newly refined transmission made it even more of a joy to gas the T4 as hard as the terrain would allow. Needless to say, this new Teryx4 is worthy of its new “800” emblem on the side, and the power it puts to the ground was exceptional, even if we were at over 6ooo feet elevation the entire time.

Overall, Kawasaki has made significant and welcomed improvements to its 2014 Teryx4. The motor and suspension upgrades make this machine even more capable and the styling improvements successfully add that “wow” factor the Teryx4 has been searching for, especially with the LE model. To top it off, prices remain reasonable when compared to the rest of the UTV market. Base models (available in Sunrise Yellow) can be had for $15,799, MSRP. A Realtree Camo edition is available for an MSRP of $16,299, and the LE model, which is available in two colors: Candy Lime Green and Candy Burnt Orange, retails for an MSRP of $16,999.

KTM 390 Duke Review.

2013-09-06T06:04:00.000-07:00

We recently sampled the 390 Duke streetbike and The edgy, aggressive 390 Duke is similarly styled to its sibling, the 200 Duke, bright orange rims marking the easiest way to tell the new 390 apart.The muscular,flamboyant 390 is a compact, modern day motorcycle with a weight tipped forward stance.

A wee little visor protects the dinky, digital instruments bay. Reading the tiny display counter isn’t as simple as it should be, more so when riding fast, as riders will find is often the case on the 390 Duke.

Although the speedometer is always clearly seen, the cascading type rev counter is hard to follow. The 390’s bold, red shift warning beacon proves very helpful when pushing the 390 Duke, as this is such a quick revving motorcycle, more so in first and second gears, that it’s easy to run into the spoilsport rev limiter when riding the bike hard. Be the First to do something Different.

The 390 comes with a tapered alloy handlebar, and illuminated, crisp working switches that along with a bright headlight prove attractive looking at night. Dog-leg shaped control levers and functional rear view mirrors are standard, these neatly mounted on rubber boot protected stalks.

There’s plenty of alloy, including a smart swingarm, several sub-frame sections and your brake and gearshift pedals. The 390 comes with split seats, a contemporary tail-fairing, slim brake warning light and outstretched number plate mount mounted above a tyre hugger. Overall quality feels just as good on the Indian bike as from our ride in Austria, not surprising when you consider all 390’s are produced here at Bajaj. Likewise, fit-finish and attention-to-detail are also top notch. The 390 Duke uses a liquid-cooled powerplant, a four-stroke, 373.2cc, single-cylinder engine with dual overhead camshafts driving a quartet of valves.

The India bike uses an enhanced cooling system, for our torrid conditions and we’ve faced no overheating issues this far. There’s a forged piston and Nikasil coated cylinder for enhanced performance. Peak power output is a healthy 43.5 bhp at 9000rpm, and the 390 makes 3.57kgm of torque at 7000rpm. The 390’s six-speed transmission shifts smoothly at all times, with a well weighted feel. The gearbox operates in a one-down and 5-up, toe shifted pattern. Power is transmitted to the rear wheel via an X-ring sealed drive chain. Unlike the 200 which is geared short, the close packed gear ratios on the 390 feel so much taller, making the 390 a more relaxed bike to ride.

The bike scythes through crowded traffic effortlessly, with engaging of its top two gears inappropriate under 45kph. Best performance is unleashed by short-shifting up through the gearbox, keeping revs just under redline, in the meat of the wide powerband. The 390 provides seriously quick acceleration, blasting past 60kph from rest in 2.47 seconds and easily holding respectable cruising speeds of well over 100kph. The rev counter hovers around 7000rpm when holding 130kph in sixth gear, and 5000rpm at 100kph. We took the 390 Duke up to a true indicated top speed of 162kph in sixth. The new KTM engine is impressive, with a rorty and baritone exhaust note, this bike is sure to turn Heads No matter how you ride it.

CHASSIS
Frame    Tubular space frame made from chrome molybdenum steel, powder-coated
Fork    WP Suspension Up Side Down
Shock absorber    WP Monoshock
Suspension travel Front    150 mm
Suspension travel Rear    150 mm
Brake system Front    Disc brake with four-pot brake caliper
Brake system Rear    Disc brake with one-pot brake caliper, floating brake discs
Brake discs - diameter Front    300 mm
Brake discs - diameter Rear    230 mm
Chain    5/8 x 1/4” (520) X‑Ring
Steering head angle    65°
Wheel base    1,367±15 mm
Ground clearance (unloaded)    170 mm
Seat height (unloaded)    800 mm
Total fuel tank capacity approx.    11 l
Unleaded premium fuel (95 RON)
Weight without fuel approx.    139 kg

ENGINE.
Design     1-cylinder 4-stroke engine, water-cooled
Displacement     373.2 cm³
Bore     89 mm
Stroke     60 mm
Performance     32 kW (43 hp)
Starting aid     Electric starter
Transmission     6 speed, claw shifted
Engine lubrication     Forced oil lubrication with 2 Eaton pumps
Primary gear ratio     30:80
Secondary gear ratio     14:45
Cooling system     Liquid cooling system, continuous circulation of cooling liquid with water pump
Clutch     Wet multi-disc clutch / mechanically operated
Ignition system     Contactless, controlled, fully electronic ignition system with digital ignition timing adjustment.

KTM 125 CC Duke.

2012-06-26T04:06:00.000-07:00

VEHICLE SUMMARY

Name: 125 Duke

Type: Off-road

ENGINE SPECIFICATIONS

Displacement: 124.7cc

Engine: 124.7cc, DOHC

Maximum Power: 15 Bhp @ 10500 rpm

Maximum Torque: 12 Nm @ 8000 rpm

Gears: 6 Speed

Clutch: Multi-disc wet clutch

Bore: 58

Stroke: 47.2

No. of Cylinders: 1

Cylinder Configuration: Not Announced

Chassis Type: Chromium-Molybdenum trellis frame

Cooling Type: Liquid Cooling

Carburetor: Not Announced

DIMENSIONS

Length: N/A

Width: N/A

Height: N/A

OTHER SPECIFICATIONS

Weight: 128.00 kg

Fuel Tank: 11.00 ltrs

Electrical System: Not Announced

Headlamp: Halogen

Battery Type: Maintainance Free

Horn: Not Announced

Wheel Type: Alloys

Wheel Size: 110/70 x 17 - 150/60 x 17 mm

Tubeless:

Colors: White

VEHICLE SUMMARY

Name: 200 Duke

Type: Naked

Top Speed: 136kph

VERDICT

FOR Looks

Price

Technology

AGAINST Available in only one shade

Limited number of retail and service outlets

OUR RATINGS

Appearance:

Comfort:

Features:

Performance:

Value for money:

200 CC Duke

ENGINE SPECIFICATIONS

Displacement: 199.5cc

Engine: Single-cylinder, 4-stroke

Maximum Power: 25 Bhp @ 10000 rpm

Maximum Torque: 19.2 Nm @ 8000 rpm

Gears: 6 Speed

Clutch: Wet Multi-disc Clutch

Bore: 72

Stroke: 49

No. of Cylinders: 1

Cylinder Configuration: NA

Valve Per Cylinder: 4

Chassis Type: Steel Trellis Frame, Powder Coated

Cooling Type: Liquid Cooling

Carburetor: NA

0 to 60: 3.30 sec.

DIMENSIONS

Length: N/A

Width: N/A

Height: N/A

OTHER SPECIFICATIONS

Weight: 136.00 kg

Ground Clearance: 165.00 mm

Fuel Tank: 10.50 ltrs

Wheelbase: 1367.00 mm

Electrical System: NA

Headlamp: 12V, 60/55W, H4

Battery Type: VRLA

Battery Voltage: 12V

Battery Capacity: 8Ah

Battery Charger Type: NA

Horn: Dual

Wheel Type: Alloys

Wheel Size: 110/70 x 17 - 150/60 x 17 mm

Tubeless:

Colors: Black/Orange (Available), White/Orange (expected), Black/Green (expected)

KTM and Bajaj have launched their first bike ‘200 Duke’ in India. It will also be launched in Malaysia and Brazil very soon. Bajaj-KTM has priced 200 Duke very competitively at Rs. 1,17,500 (Ex-showroom New Delhi). The bike looks sporty, feels sporty, and don’t go by the 200cc engine, because this monster generate 25 Bhp of maximum power and around 19.2 Nm of maximum torque, which is much higher than the normal 200cc commuter bikes available in India, which deliver 15 to 18 Bhp of maximum power. It is also expected that Bajaj-KTM will also launch a 250cc or 300cc version of Duke in near future. This bike will be sold at the 34 Bajaj Pro-biking showrooms which were converted into exclusive KTM showroom recently. Bajaj will continue selling Kawasaki Ninjas alongside the Duke range but the Pulsar and other Bajaj bikes will not be available at these showrooms, they will be now available at all the authorised Bajaj outlets.

2011 Harley-Davidson XR1200X -Ever since Harley Davidson launched in India,The Indians from all sects of life have fell in love all over with the Twin Beat of these roaring Monsters from America, which Stand's for Freedom part and parcel where ever you may roam!!

2011-05-31T06:29:00.000-07:00

Harley-Davidson is bringing its 2011 XR1200X to the U.S. market. The '09 XR1200 was finally brought over Stateside in '10, and the early release '11 XR1200X follows suit after making its debut in Europe earlier this year.

The highlights begin with Showa's Big Piston Fork (BPF) and nitrogen-charged rear shocks handling suspension duties, both fully adjustable for spring preload, and rebound and compression damping. Carrying over from the XR1200 are dual 292mm full-floating front brake rotors clamped by Nissin calipers, and lightweight three-spoke cast wheels wrapped in OEM-spec Dunlop D209 Qualifier tires. The cast aluminum swingarm designed specifically for the XR series-3.3 pounds lighter than the standard XR steel unit-returns, albeit with a coating of flat black paint. The engine is the same fuel-injected XL Evolution 1203cc V-twin found in the standard XR1200, Harley's first to have oil-cooled cylinder heads.

Interestingly, Harley decided to hold its press launch at Road America, a racetrack known for its fast straights and high-speed turns, to coincide with the new AMA Pro Vance & Hines XR1200 spec class.

On the track, the XR1200X steered remarkably light for a bike weighing 573 pounds wet-the Harley engineers did a fantastic job of disguising that little detail. It's easy to write that off to the wide bars, but with ultra-conservative rake and trail figures of 29.3 degrees/130mm, it's obvious the right balance of steering geometry, suspension, and tires are the real reason for the steering responsiveness. Major direction changes took a little work, but again, far easier than you'd expect for such a heavy bike. Obviously the engine lacked the top-end horsepower to pull hard all the way down Road America's long straights, but its boatloads of low-end torque worked well out of the corners.

Ground clearance was only adequate, with the footpeg feelers quickly and easily hitting the deck with moderate aggression. In order to keep the hard parts off the ground, hanging off like a sidecar monkey was required to maximize the lean angle available. Pushing the pace revealed some chatter from the front fork, especially getting into the heavy braking corners.

One area where the Harley engineers couldn't hide the weight was braking. Unfortunately there is no hiding 573 pounds of mass, and after a few laps of repeatedly slowing the XR1200X from 120mph for Canada Corner, the brakes began to show a lot was being asked of them. Of course, backing off a bit and riding the XR as it was intended to be ridden on the street was actually very fun and rewarding.

It remains to be seen whether the flat-track heritage is enough to make American riders overcome a Harley that doesn't have high bars and forward-set pegs. Another catch with the XR is the price: $11,799 saddles it up next to some heavy competition for the non-Harley-loyalists. The American motorcycle scene is very polarized between sportbikes and cruisers. Europe understands this bike-only time will tell if America does.
2011 H-D XR1200X
MSRP: $11,799
Engine
Type: Air/oil-cooled, pushrod 45-degree V-twin
Displacement: 1203cc (73.4ci)
Bore x stroke: 88.9 x 96.8mm (3.5 x 3.812 in.)
Compression ratio: 10.0:1
Induction: Electronic sequential port fuel injection, single 50mm throttle body, single injector/cyl.

Chassis
Front tire: 120/70ZR-18 Dunlop D209 Sportmax Qualifier
Rear tire: 180/55ZR-17 Dunlop D209 Sportmax Qualifier
Rake/trail: 29.3 deg./5.12 in. (130mm)
Wheelbase: 59.8 in. (1519mm)
Fuel capacity: 3.5 gal. (13L)
Claimed wet weight: 573 lb. (260kg) full fuel tank, ready to ride

Harley Davidson 2011 Line-up.

2011-05-31T02:09:00.000-07:00

Coming in at a dry 545 pounds, the Nightster feels lighter, probably due to its low center of gravity. It is an extremely nimble machine, slicing through traffic and slow-moving parking lots with ease. The rubber-mounted chassis makes a happy home for the fuel-injected 1,200cc Evo XL motor, with vibes apparent only at idle. Once moving, even at 85-mph highway cruising speeds, the black mirrors were actually usable. The new EFI worked flawlessly in temps varying from the 40s to near triple-digits, with the electronic brain taking care of cold-start duties. Turn the key, thumb the electric leg, and get the fun on.

The BMW Z4 GT3: Machined Exxtream!!!!

2011-04-14T03:42:00.000-07:00

The BMW Z4 GT3, which was officially launched and completed its first test drives at the start of March,it is already enjoying great popularity among BMW Motorsport customers. The first cars have been delivered to private BMW teams, who will prepare them for use in various national and international championships.

"The feedback on the BMW Z4 GT3 is extremely positive," says BMW Motorsport Director Mario Theissen. "This sports car rounds off our product range, and offers drivers and teams the opportunity to compete in championships in accordance with the GT3 regulations - such as the FIA GT3 European Championship, the International GT Open or the ADAC GT Masters - as well as at 24-hour endurance races." In addition, the BMW M3 GT2, the BMW 320si WTCC, which complies with Super2000 regulations, and the close-to-production BMW M3 GT4 are also available to customer teams from all over the world at BMW Motorsport Distribution.

The production model of the BMW Z4 is already impressive: with its elongated bonnet, flared wheel arches, long wheel base and narrow projections, the car boasts an unmistakable appearance. The two-seater provided BMW Motorsport engineers with a good basis for developing a close-to-production GT3 racing car.

The largest difference between production and racing car can be found under the bonnet: while the production version of the BMW Z4 is driven by a six-cylinder engine, the GT3 car is powered by a 4.0-litre eight-cylinder engine similar to the unit used in the BMW M3 GT2. This powerful heart produces over 480 bhp. Its excellent performance characteristics and good torque curve make the base engine from the production version of the BMW M3 predestined for use in motorsport.

The fitting of the V8 engine had a considerable influence on the development of the BMW Z4 GT3. Initially, design-space examinations were performed using CATIA V5 design software, in order to place the engine in the ideal position and meet racing specifications. The engineers then added all the other components.

When it comes to electronics, the private teams can look forward to innovative BMW solutions, which have already been tried and tested on the BMW M3 GT2: the modern ECU408 takes over the engine management, while the Power400 electronic control unit is responsible for controlling all the actuators. The power is transmitted through a six-speed, sequential gearbox with "Quick Shift" function.

Rims with central locking and safety clip are also included in delivery. In addition, the BMW Z4 GT3 also offers driver assistance systems such as racing ABS and traction control, which have been adopted from other cars in the customer racing range, and then further developed and modified for use in the GT3 car.

The front axle of the BMW Z4 GT3 is a completely new design, based on a series concept. It is equipped with a tubular stabiliser bar with adjustable blades. The rear axle is designed as a longitudinal link axle, as with the series version of the BMW Z4. The steel body of the car comes from the BMW Plant in Regensburg. A safety cell made of extremely rigid, precision steel tubing is then welded into the body. The engine block of the V8 engine is produced in the BMW foundry in Landshut. The BMW Plant in Dingolfing contributes the rear axle differential and drive shaft, among other things.

During the development, BMW Motorsport engineers worked hand in hand in other areas with their colleagues from series production. This allowed them to access calculations from the field of computational fluid dynamics (CFD) when designing the car's aerodynamics. Furthermore, tests were also carried out in the wind tunnel and on the BMW Group's test benches.

Front and rear wings, bonnet, roof, fender and many other components are made of carbon fibre reinforced plastics (CFRP). Using this lightweight, torsion-resistant material contributed significantly to reducing the weight of the BMW Z4 GT3 to 1,200 kilograms.

As with all cars in the BMW customer racing range, the emphasis was also put on cost-efficiency when developing the BMW Z4 GT3. As a result, the car offers a very good cost/performance ratio and gives private teams the opportunity to participate in affordable motorsport at the highest level.

The BMW Z4 GT3 is available as a racing car at a cost of 298,000 Euros (plus VAT).

BMW X5: Go Overdrive!!!!!

2011-04-08T11:42:00.000-07:00

2011 BMW X5 will write the latest chapter in the story of the world's first Sports Activity Vehicle. Originally launched for the 2000 model year in late 1999, the BMW X5 permanently changed the automotive landscape. It proved that the driving dynamics, responsiveness, and linear control signature to every BMW could be compatible with utility, versatility, and other-roads capability. For 2011, the BMW X5 models are enhanced with new powertrains and updated design. The new BMW X5 will make its North American debut at the New York International Auto Show.

Innovative new design elements and powertrains are the result of over 4,000 new parts created by BMW designers and engineers for the 2011 BMW X5. Two of the X5's powertrains will be all-new for 2011, creating the new BMW X5 xDrive50i and BMW X5 xDrive35i, in addition to the familiar BMW Advanced Diesel X5 xDrive35d. All models receive a design update that enhances the brilliant focus and aesthetic appearance of the X5 brand.

Fresh Design. Well-Balanced Proportions.

The body design of the 2011 BMW X5 is characterized by well-balanced proportions that accentuate the vehicle's powerful presence and agility. A long wheelbase, short front and rear body overhangs, and large light-alloy wheels provide a visual balance between the front and rear of the vehicle. Square-shaped, carefully flared wheel arches hint at the BMW X5's all-wheel drive traction and other-roads capability. The body lines sweep upwards from the front and rear wheels, communicating BMW's near-perfect 50-50 front-rear weight distribution which is so essential to the BMW X5's legendary driving dynamic.

The sides of the BMW X5 are elegantly stretched though the strong horizontal lines of each side. The surface of the hood flows seamlessly into the waiseline, while the prominent, gently inclined contour line at the door handle level extends from the front wheel arches to the rear of the vehicle. These character lines symbolize power, stability, and presence.

With its distinctively contoured hood, large BMW kidney grille and dual round headlights, the new BMW X5 boasts an expressive front end that symbolizes power and presence. The newest interpretation of the BMW X5's look is led by the redesign of the front fascia and position of the standard foglamps. Due to an increase in the number of elements painted body color, the front end gives the impression of being lower. At the same time, the increased size of both the central and outer air intakes hint at the boosted engine output. The black trim at the bottom edge of the body is now considerably narrower. A matte-finished silver protection plate extends across the entire width of the central air intake, emphasizing the muscular features of the SAV, and accentuates the new BMW X5's character.

The dual round Xenon Adaptive headlights and foglamps are now situated higher and closer to the kidney grille. The BMW X5's new headlight fixtures emphasize high quality and sporting intentions. BMW's signature corona rings serve as position lights and daytime driving lights.

The newly conceived rear apron matches the graphic structure of the front end, while the intricately designed surrounds of the dual exhaust pipes are painted in body color to underline the BMW X5's premium character. In the center, a matte-finished silver protection element emphasizes strength and durability suitable for other-roads use.

Above the rear bumper, the rear of the new X5 is divided by parallel horizontal lines. The result is an accentuation of the width, highlighting the vehicle's athletic capabilities. The L-shaped taillight fixtures, each with two LED light banks, create the BMW-signature nighttime appearance of the rear end.

A choice of new body colors provides further visual enhancements. The metallic colors Deep Sea Blue, Platinum Grey, and Sparkling Bronze are now available for the BMW X5. Inside, the available Nevada Leather can be chosen in stunning new Oyster or Cinnamon Brown colors in addition to the familiar Sand Beige, and Black, and matte Satin Silver interior trim strips are added if the owner does not select from the available Brushed Aluminum, Dark Bamboo, Light Poplar, or Burl Walnut wood trims.

BMW X5 xDrive50i: BMW's Twin-Turbocharged V-8.

The new BMW X5 xDrive50i takes its place as the flagship of the X5 family, yielding 400 horsepower at 5,500 rpm and 450 lb-ft of torque at 1,750 - 4,500 rpm from its twin-turbocharged 4.4 liter V-8 engine. Introduced in the BMW X6 in Spring of 2008, this all-aluminum V-8 features High Precision direct fuel injection, "reverse-flow" architecture for revolutionary responsiveness and packaging, and BMW' s VANOS variable valve timing technology. Together, these features create what may be the perfect balance between high fuel efficiency, low emissions, and the dominant, dynamic performance expected of a BMW V-8. The 0-60 mph sprint is accomplished in 5.3 seconds.

BMW X5 xDrive50i starts at $59,275 including Destination & Handling.

As part of the V-8 engine's reverse-flow architecture, the twin turbochargers are situated in the valley of the engine's "V" and exhale separately into two catalytic converters which are located on top of the engine and exit aftward into the large stainless-steel exhaust system via downpipes on either side of the new 8-speed automatic transmission. The exhaust streams remain separated until they meet in the large muffler at the rear of the vehicle and exit through two large, trapezoidal exhaust tips.

BMW X5 xDrive35i: BMW's Turbocharged Inline-6 with Valvetronic.

BMW X5 xDrive 35i receives a brand new inline-6 gasoline engine, internally dubbed "N55." The new engine features the same 3.0-liter displacement and 300 horsepower output of its predecessor (the "N54"), but features a single twin-scroll turbocharger in place of the previous twin, low-mass turbocharger units. Furthermore, the new inline-6 of the BMW X5 xDrive35i is the first BMW inline-6 to combine BMW's revolutionary Valvetronic throttle-less intake technology, High Precision direct fuel injection, and turbocharging. The result of combining this new inline-6 with the new 8-speed automatic is an BMW X5 with incredibly spontaneous responsiveness, exceptional power, and remarkable efficiency. The new BMW X5 xDrive35i will perform the 0-60mph sprint in 6.4 seconds, coincidentally on the same pace as the outgoing V-8 powered BMW X5 xDrive48i.

For the 2011 model year, BMW has made the X5 xDrive35i available in two additional trim levels: "Premium" and "Sports Activity."

The essential BMW X5 xDrive35i has an MSRP of $46,675 including Destination & Handling, and includes a popular profile of standard equipment often specified by BMW X5 customers, including BMW's Xenon Adaptive headlights, Rain Sensor with automatic headlight control, HD Radio, automatic climate control, foglights, 18" light alloy wheels, cruise control, and anti-theft alarm system. A Convenience Package is optional and adds the large panoramic moonroof, auto-dimming mirrors, Dark Burl Walnut, Bamboo, or Light Poplar wood interior trim, BMW Ambiance Lighting, and BMW Assist with Bluetooth. Stand alone options include rear side window shades, Navigation system with Real Time Traffic Information and Voice Command, satellite radio with 1-year subscription, and an iPod / USB adapter interface.

The BMW X5 xDrive35i Premium has an MSRP of $52,475 including Destination & Handling and includes a boosted profile of standard equipment, such as 19" light alloy wheels, roof rails and panoramic moonroof, power adjustable steering column, iPod / USB adapter interface, and privacy glass. Best of all, it includes standard Nevada Leather. In addition, buyers of the Premium model may choose up to four packages, including the Active Ventilated Seat Package, Convenience Package, Cold Weather Package, and Technology Package. Each package includes a raft of focused features that enhance comfort and convenience, allowing buyers to better customize the BMW X5 to personal taste. Third Row seating, which enables the BMW X5 to accommodate up to 7 passengers, also becomes available on this model.

The BMW X5 xDrive35i Sport Activity has an MSRP of $54,975 including Destination & Handling and includes even more standard equipment than the Premium model, such as 20" light alloy wheels, sport seats, Shadowline exterior trim, and Anthracite headliner. In addition to the packages available on the Premium model, customers may add the popular M Sport Package to the BMW X5 xDrive35i Sport Activity model. The M Sport Package includes 20" wheels with performance tires, the Adaptive Drive system, aluminum roof rails, M door sill plates, M driver footrest, M steering wheel, M aerodynamic enhancements, and increased top speed limiter (150 mph).

New 8-speed Automatic Transmission with Steptronic.

On both new gasoline models of the BMW X5, sending the newfound power to the standard xDrive intelligent all-wheel drive system is BMW's new 8-speed automatic transmission with Steptronic control. The new 8-speed transmission is standard in the BMW X5 xDrive50i and X5 xDrive35i, and raises the industry standard for compactness, efficiency, and gear selection. The new transmission weighs no more than its 6-speed predecessor, yet offers closer ratios in the lower gears for improved acceleration and two additional "tall" gears for relaxed, efficient cruising. BMW's 8-speed automatic was introduced on the 5-Series Gran Turismo and 760Li Sedan in the fall of 2009.

Using the console-mounted e-shifter, the BMW X5 driver chooses from three shifting programs: Drive, Drive Sport, and Manual. In Manual mode, the driver selects from the eight forward gear ratios via the + / - action of the shifter (push forward to downshift; pull back to upshift). At any speed, Neutral is easily selected via a forward push of the selector from Drive and, when at a standstill, Park is selected by depressing the "P" button atop the shifter, or by pushing the Engine Start-Stop button (doing so will also stop the engine).

BMW's Brake Energy Regeneration system is also fitted to the gasoline X5 models. It incorporates a special deep-cycle Glass Mat battery with programmed alternator disengagement so that, most of the time, the vehicle's battery is only charged while the vehicle is coasting or braking. Over time, the Brake Energy Regeneration system can save 1-2% on fuel consumption. Brake Energy Regeneration is another feature in BMW's EfficientDynamics portfolio of small features and adjustments which have a cumulative effect on the efficiency-performance balance of each BMW vehicle.

BMW X5 xDrive35d: Maintaining the Benchmark with BMW Advanced Diesel Technology.

The BMW Advanced Diesel X5 xDrive35d was introduced to the United States as a 2009 model, and despite increased competition remains the fastest, most fuel efficient diesel-powered vehicle in its class. The huge torque output of 425 lb-ft. at 1750-2250 rpm speaks for itself; BMW X5 xDrive35d drivers will marvel at this engine's robust response at low to medium speeds. The peak power output of 265 hp also makes an impact, as does the resulting 0-60-mph time of 6.9 seconds. It returns EPA mileage estimates of 19 mpg city and 26 highway.

For the 2011 model, BMW has made no changes to the award-winning BMW Advanced Diesel powertrain, but rather has focused efforts to ensure the BMW X5 xDrive35d benefits from the latest design updates to the X5 family. Despite the enhancements for the new model year, MSRP for this model remains $52,175 including Destination & Handling.

BMW Advanced Diesel with BluePerformance optimizes emission management by incorporating an oxidation catalyst placed close to the engine, a diesel particulate filter housed in the same unit, and an SCR catalyst with urea injection. Apart from filtering out even the smallest particles from the flow of exhaust gases, this combination ensures effective reduction of nitric oxides (NOX) by way of a chemical reaction within the exhaust system initiated by the injection of a small dose of urea referred to as Diesel Exhaust Fluid. Into the exhaust stream. The ammonia (NH3) generated in this process within the SCR catalyst subsequently converts the nitric oxides (NO and, respectively, NO2) in the exhaust gas into environmentally compatible nitrogen (N2) and water vapor (H2O).

BMW has developed a two-tank system for DEF ensuring convenient use of this new technology with all the benefits and ease required by the customer: The amount of DEF required in each case is drawn from the active tank comprising approximately 1.6 gallons by means of a dosage pump. And since the urea solution would freeze at a temperature of 12.2o F (-11oC), this active tank, as well as the dosage pipes are heated.

Lamborghini Aventador LP700-4: The Raging BUll.

2011-03-20T11:06:00.000-07:00

The technology package of the Lamborghini Aventador LP700-4 is utterly unique.With the Lamborghini Aventador LP700-4, Automobili Lamborghini is redefining the very pinnacle of the world super sports car market - brutal power, outstanding lightweight engineering and phenomenal handling precision are combined with peerless design and the very finest equipment to deliver an unparalleled driving experience. With the Aventador, Lamborghini is taking a big step into the future - and building on the glorious history of the brand with the next automotive legend. The first customers will take delivery of the new Lamborghini Aventador LP700-4 in late summer 2011.

It is based on an innovative monocoque made from carbon-fiber that combines exceptional lightweight engineering with the highest levels of stiffness and safety. The new twelve-cylinder with 6.5 liters' displacement and 515 kW / 700 hp brings together the ultimate in high-revving pleasure with astonishing low-end torque. Thanks to a dry weight of only 1,575 kilograms (3,472 lb), which is extremely low for this class of vehicle, the weight-to-power ratio stands at only 2.25 kilograms per hp (4.96 lb/hp). Even the fantastic 0-100 km/h (0-62 mph) acceleration figure of just 2.9 seconds and the top speed of 350 km/h (217 mph) do not fully describe the Aventador's extreme performance. And yet, fuel consumption and CO2 emissions are down by around 20 percent compared with its predecessor, despite the considerable increase in power (+8%).

The ISR transmission is unique among road-going vehicles, guaranteeing the fastest shifting time (only 50 milliseconds) and a highly emotional shift feel, while the lightweight chassis with pushrod suspension delivers absolute handling precision and competition-level performance. The expressively-designed interior offers hi-tech features ranging from the TFT cockpit display with Drive Select Mode system. The Aventador will be built to the very highest quality standards in an all-new production facility in Sant'Agata Bolognese.

"With the Aventador LP700-4, the future of the super sports car is now part of the present. Its exceptional package of innovative technologies is unique, its performance simply overwhelming," says Stephan Winkelmann, President and CEO of Automobili Lamborghini. "The Aventador is a jump of two generations in terms of design and technology, it's the result of an entirely new project, but at the same time it's a direct and consistent continuation of Lamborghini's brand values. It is extreme in its design and its performance, uncompromising in its standards and technology, and unmistakably Italian in its style and perfection. Overall, the dynamics and technical excellence of the Lamborghini Aventador LP700-4 makes it unrivalled in the worldwide super sports car arena."

Aventador: the name of one of the most courageous of all bulls.

According to its tradition, Lamborghini's new flagship bears the name of a bull - naturally, a particularly courageous specimen from the world of the Spanish Corrida. Aventador was the name of a bull that entered into battle in October 1993 at the Saragossa Arena, earning the "Trofeo de la Peña La Madroñera" for its outstanding courage.

A sculpture of extreme dynamics.

For Lamborghini, design is always the beauty of aggressive power, the elegance of breathtaking dynamics. From the very first glance, the new Aventador is unmistakably a Lamborghini, clothed in the brand's characteristic and distinctive design language - with its extremely powerful proportions, its exact lines and precise surfaces, and with taut muscularity in every one of its details. The designers in the Centro Stile Lamborghini have carefully developed this design language to give the Lamborghini Aventador a significant new edge. It is an avantgarde work of art, an incredibly dynamic sculpture, from the sharply honed front end through the extremely low roofline to the distinctive rear diffuser. Every line has a clear function, every form is dictated by its need for speed, yet the overall look is nothing less than spectacular and breathtaking.

The doors open upward - of course.

Truly impressive proportions come from an overall length of 4,78 meters (188.19 in.) matched with an impressive width of 2,26 meters (88.98 in.) including the exterior mirrors, and further accentuated by an extremely low height of just 1.136 mm (44.72 in.). It goes without saying that both doors of the carbon-fiber monocoque open upward - a feature that was first introduced in the now legendary Countach and then used for subsequent V12 models such as Diablo and Murciélago. However, the Aventador also evokes its immediate predecessor the Murciélago - electronically managed air intakes open depending on the outdoor temperature and the need for cooling air,ensuring maximum aerodynamic efficiency. And for those whishing to flaunt the heart of their Lamborghini, the optional transparent engine bonnet exhibits the twelve-cylinder engine like a technical work of art in a display case.

Exclusive and high-tech interior.

The Aventador's spacious interior combines the fine exclusivity of premium materials and perfect Italian craftsmanship with state-of-the-art technology and generous equipment. The red switch cover on the broad center tunnel encloses the start button used to awaken the twelve-cylinder. The interior is dominated by a next-generation dashboard - as in a modern airplane, the instruments are presented on a TFT-LCD screen using innovative display concepts. A second screen is dedicated to the standard-fit multimedia and navigation system.

Carbon-fiber monocoque.

The new Lamborghini flagship has a full monocoque. The entire occupant cell, with tub and roof, is one single physical component. This ensures extreme rigidity and thus outstanding driving precision, as well as an extremely high level of passive safety for the driver and his passenger. The entire monocoque weighs only 147.5 kilograms (325.18 lb).

The monocoque, together with the front and rear Aluminium frames, features an impressive combination of extreme torsional stiffness of 35,000 Newton meters per degree and weighs only 229.5 kilograms (505.9 lb).

Maximum revs, amazing sound.

For the Lamborghini Aventador LP700-4, the engineers in Lamborghini's R&D Department have developed a completely new high-performance power unit - an extremely powerful and high-revving, but very compact power unit. At 235 kilograms (518 lb), it is also extremely lightweight. A V12 with 515 kW (700 hp) at 8,250 rpm sets a whole new benchmark, even in the world of super sports cars. The maximum torque output is 690 Newton meters (509 lb-ft) at 5,500 rpm. The extremely well-rounded torque curve, the bull-like pulling power in every situation, the spontaneous responsiveness and, last but not least, the finely modulated but always highly emotional acoustics are what make this engine a stunning power plant of the very highest order.

Innovative transmission for maximum performance.

Engineers at Lamborghini have created the perfect mate for the new twelve-cylinder engine with the highly innovative ISR (Independent Shifting Rods) transmission. The development objective was clearly formulated - to build not only the fastest robotized gearbox, but also to create the world's most emotional gear shift. Compared with a dual-clutch transmission, not only is the ISR gearbox much lighter, it also has smaller dimensions than a conventional manual unit - both key elements in the field of lightweight engineering for super sports cars.

Refined and safe with all-wheel drive.

This kind of extreme power must be delivered reliably to the road. The driver of the Lamborghini Aventador LP700-4 can depend fully on its permanent all-wheel drive - indicated by the 4 in the model designation. In the driveline, an electronically controlled Haldex coupling distributes the forces between front and rear. In a matter of milliseconds, this coupling adapts the force distribution to match the dynamic situation. A self-blocking rear differential together with a front differential electronically controlled by ESP make for even more dynamic handling. The Drive Select Mode System enables the driver to choose vehicle characteristics (engine, transmission, differential, steering and dynamic control) from three settings - Strada (road), Sport and Corsa (track) - to suit his individual preferences.

Pushrod suspension.

Lamborghini has equipped its new V12 super sports car with an innovative and highly sophisticated suspension concept. The pushrod spring and damper concept was inspired by Formula 1 and tuned perfectly to meet the needs of a high-performance road-going vehicle. Together with aluminum double wishbone suspension and a carbon-fiber ceramic brake system, this lightweight chassis represents a further aspect of the new flagship's unique technology concept.

Extensive assistance and safety systems.

In the hands of its driver, the Lamborghini Aventador LP700-4 is a high-precision machine - spontaneous, direct and always reliable. The driver is also assisted by the latest electronic systems such as the incredibly sporty, adjustable ESP system. When it comes to passive safety, front, head-thorax and knee airbags play their part alongside the extremely stiff carbon-fiber cell.

A rich and wide-ranging individualization program.

A Lamborghini should always fit perfectly with the style and preferences of its owner. To this end, the range of individualization options is virtually inexhaustible. There is a selection of 13 production paint colors to choose from, three of which are highly sophisticated matt tones. A choice of two-tone interiors are offered with the "Sportivo" and "Elegante" versions, while a premium audio system and reversing camera are among the many technology options. And of course, the "Ad Personam" individualization program knows no limits when it comes to colors and materials.

The Design.

Every Lamborghini is an avantgarde work of art, a fast-moving technical sculpture. Every line, every detail of a super sports car from Sant'Agata is derived from its function - namely speed, dynamics, performance. Every Lamborghini is a purist's dream, reduced to its very essence.

With the new Aventador LP700-4, the designers at the Centro Stile Lamborghini in Sant'Agata Bolognese have taken this committed philosophy to a whole new level - its extreme, razor-sharp lines portray a precision that is without parallel in automotive design. And its clean, taut and expertly executed surfaces demonstrate the exceptional competence and depth of experience possessed by Lamborghini in carbon-fiber body shell design.

The surface of the roof has a new geometry that provides greater spaciousness for the passengers while at the same time giving relief to the lines of the front section. This also addresses the aim of obtaining a better aerodynamic coefficient, continuing Lamborghini's design philosophy of 'form follows function'.

The engine cover utilizes the same styling giving continuity to the concept.

Inspiration from aeronautics.

For the further development of the Lamborghini design language, designers pulled their inspiration from another sphere dominated by speed and dynamics - from modern aeronautics, from the world's fastest and most agile aircraft. This gave rise to a design of maximum functionality and spectacular sharpness, an extremely precise and highly technical design language with a new kind of vitality. Powerfully defined lines and taut surfaces create a fascinating interplay of light and shade, endowing the car with tremendous visual movement. The limited edition Reventón - a work of automotive art - and the Sesto Elemento 'technology demonstrator' were forerunners of this philosophy: the Aventador is the first Lamborghini series production car embodying this vision.

The Aventador, of course, also follows the mid-engine concept, with the vehicle weight concentrated around the vertical axis to reduce inertia and optimize dynamics. With the legendary Countach, Lamborghini was a pioneer of mid-engine construction, its revolutionary concept bringing racing technology to the road. The design of the Lamborghini Aventador adds visual emphasis to the mid-engine layout, with a look that concentrates its power on the rear axle.

Aerodynamic efficiency is crucial.

For such an extremely powerful automobile, the most crucial task of the body shell design is aerodynamic efficiency: the optimum airflow for absolute stability at all speeds and, at the same time, optimum cooling for the engine. On the Aventador, all aerodynamic elements are integrated into the body shell form, from the front spoiler to the rear diffuser. A key role is played by the flat, optimized underbody. The rear spoiler is deployable and controlled electronically. At rest, it lies flush with the rear of the vehicle; in operation, it has two positions - the approach angle of 4 degrees is optimized for high speed and assists directional stability at the very top end of the spectrum. The tilt of 11 degrees, on the other hand, delivers considerably greater downforce at mid-range speeds, helping to optimize handling and stability. The car uses dynamic parameters to calculate for itself the most appropriate tilt angle.

Impressive proportions, mighty air intakes.

The first striking impression of the Lamborghini Aventador focuses on its proportions. At a length of 4.78 meters (188.19 in.), it is a truly impressive 2.26 meters (88.98 in.) wide including exterior mirrors, but only 1,136 meters (44.72 in.) high. The impression of width is further emphasized by the widely spaced air intakes and headlamp units.

The Aventador's incredibly low front takes on a distinct arrow form, with the Lamborghini bull insignia gracing both the point and the center line, which continues its path along the entire length of the vehicle. The air guides are powerfully profiled and further emphasized by their glossy, black frames. The bi-xenon headlamps are clustered with the LED units for daytime running lights and indicators beneath hexagonal casings. The daytime running light comes from LED light guides that wrap around the main headlamp in a Y form. Seven further LEDs provide the light source for the indicator.

Two strokes define the side line.

The extremely long side view is dominated by the very low roofline and by two sweeping strokes - the first emphasizes the front wheel arch; the second, very sharply drawn line begins at the front wheel arch and runs like a tensed muscle along the entire side of the car and over the rear wheel. The deeply recessed door and the mighty sill bear further testimony to the determined functionality of the Lamborghini design. Ultimately, these forms serve only one purpose - to deliver the maximum volume of cooling air to the mighty V12 power plant. The large air intakes behind the upward-opening doors are also enclosed in black plastic frames and guarded by a fine mesh. The engine air intake is located on the roof pillar, behind the third side window. And when cooling requirements are particularly high, additional air channels open up on the rear wheel arches.

The rear end, too, is dominated by openings framed in black, where the hot air finds its exit. The entire rear end is highly three-dimensional in its design. The lower diffuser stands in powerful relief, while the substantial format of the hexagonal tail pipe symbolizes the concentrated potency of the engine. The rear lights in LED technology reiterate the triple Y motive already familiar from current Lamborghini models.

V12 as an object of technical beauty.

Equally familiar is the transparent engine bonnet (option), which adds a particularly attractive dimension to the many emotional perspectives on the Aventador. The twelve-cylinder power unit, with its mighty black intake manifold, lies in all its technical glory beneath the three cover panels. It is framed by diagonal carbon-fiber struts and accompanied by the powerful dampers from the pushrod suspensions.

The design philosophy continues into the surprisingly roomy interior. The cockpit is upholstered entirely in fine leather and also takes on a subtle arrow form. The controls are logically grouped on the broad center console. Here, too, the inspiration derived from aviation is immediately apparent - as in modern aircraft, the instruments are presented on a TFT-LCD screen. At the center of the display is a large dial - at the touch of a button, the driver can choose whether he would rather see the road speed read-out or the engine speed. Further information ranging from fuel level to the output from the on-board computer is grouped in fields surrounding the large dial.

The operating system.

The most important switch is hidden beneath a red switch cover - the start button, which instantly fires the high-performance engine into life.

A second, seven-inch TFT-LCD screen in the center console belongs to the integrated multimedia system. Beneath it is the familiar array of Lamborghini toggle switches for operating functions such as the electric windows or the front axle lifting system, as well as the controls for the air conditioning.

The Lamborghini Aventador LP700-4 offers a state-of-the-art and comprehensive lineup of electronic vehicle, entertainment and communication systems. These functions are operated in a clear and intuitive manner via the Human-Machine Interface (HMI) on the center console, featuring a large push/turn control and eight function keys.

The carbon-fiber monocoque of the Lamborghini Aventador.

Lamborghini is heading into the future with a systematic lightweight design concept - the intensive application of carbon-fiber materials forms the key foundation for the extreme dynamics of the new Aventador LP700-4. The new flagship is based on a full monocoque construction made with these innovative materials - conceived and produced entirely by Automobili Lamborghini in Sant'Agata Bolognese.

This development sees Lamborghini once again demonstrate its worldwide leading expertise in carbon-fiber technology. The super sports car brand from Sant'Agata Bolognese is the only automaker to have fully mastered the extensive CFRP process across a range of technologies in-house - from 3D design, through simulation, test, production and validation using state-of-the-art industrial processes to the very highest quality standards. With the Aventador, Lamborghini is putting its innovative, in-house developed and patented technologies into series production for the first time.

The cell of the future Lamborghini flagship super sports car is made entirely from carbon fiber and has been designed as a monocoque structure. The load-bearing structure of the vehicle is engineered as a "single shell" that functions physically as one component, thus taking full advantage of the extreme rigidity of CFRP. Formula 1 race cars have been built using CFRP monocoques for many years - and have proven their crash worthiness time and again. The same applies to road-going sports cars featuring monocoque technology - the carbon fiber occupant cell functions like an extremely safe roll cage.

Construction offers many advantages.

Of course, the term "single shell" applies only in the descriptive sense - the new Lamborghini monocoque is made from a series of individual parts with specific functions and technologies, such as stiffening elements made from Braiding technology, that is one of the best technology to manage energy adsorption in case of crash. After the curing process, however, this structure functions as a single component - including the base section known as the tub and the complete roof.

The full monocoque solution offers advantages which other processes, like a tub where a metal roof structure is attached in a conventional manner, cannot realize. That's why Lamborghini made the no compromise choice of the full monocoque, which weighs only 147.5 kilograms (324.5 lbs).

Extremely rigid construction.

Superior passive safety is only one benefit of the extreme rigidity of a full carbon fiber monocoque - very high torsional rigidity is another. The monocoque is connected at the front and rear with equally rigid aluminum sub-frames, on which the suspension, engine and transmission are mounted.

The entire body-in-white of the future V12 model weighs only 229.5 kilograms (505 lbs) and boasts phenomenal torsional rigidity of 35,000 Newton meters per degree of twist. This guarantees a superb feeling of solidity, but, more importantly, extremely exact wheel control with excellent steering precision and sensitive feedback. For the dedicated driver, both are essential for truly enticing driving pleasure. The new Lamborghini flagship responds to the most minute steering input with the stunning precision of a perfectly balanced race car.

Depending on the form, function and requirements of the individual elements, the Lamborghini development team selected from three main CFRP manufacturing methods within its technology tool kit. They differ not only in their production processes, but also in the type of carbon fiber and its weave and, most importantly, in the chemical composition of the synthetic resin used.

Resin Transfer Moulding (RTM): In this process the carbon fiber mats are preformed and impregnated with an exact amount of resin. Afterwards, they are cured under heat while the part is in the mould. Lamborghini has achieved a major breakthrough by further developing this method. Using the patented "RTM-Lambo" process, the final mould is no longer a heavy, complex metal piece, but is made instead from lightweight carbon-fiber parts, thus making the manufacturing process faster, more flexible and more efficient.

An additional benefit of the RTM-Lambo process is the low injection pressure that doesn't require expensive equipment.

Prepreg - The carbon fiber mats used in this method, commonly known as prepreg, are pre-injected by the supplier with a thermosetting liquid resin and must be stored at a low temperature. The mats are then laminated in molds and cured under heat and pressure in an autoclave. Prepreg components are complex to make, but have an extremely high-quality surface finish (Class-A surface quality) and are therefore the preferred option for use in visible locations.

Braiding - These components are manufactured by using RTM technology. This carbon fiber weave technology is derived from the textile industry and used to make tubular components for special applications such as structural roof pillars and rocker panels. The woven components are made by diagonally interweaving the fiber in several layers.

The monocoque of the new V12 super sports car is constructed using these technologies applied in a series of special processes. One significant advancement Lamborghini realized is the ability to use already-assembled monocoque elements as the mould for the next step in the process. This makes for a considerable simplification of the manufacturing process compared with conventional methods.

Epoxy foam components are also used within the monocoque. They are placed in strategic points to increase the stiffness of the monocoque by working as spacers between the composite layers while also dampening noise and vibration. In addition, aluminum inserts are laminated into the front and rear surfaces to facilitate connection with the aluminum front and rear sub-frame elements.

Because of the complexity of the materials and process outlined above, Lamborghini decided to produce its new monocoque completely in-house, managing one strategic step in the production process.

Quality control is an absolutely crucial factor - every single monocoque is measured to exacting tolerances of only 0.1 millimeters, facilitating the extreme precision of the overall vehicle. Quality control starts with the purchase of the carbon fiber parts. Every delivery of carbon fiber is certified and the material is checked regularly for compliance with quality standards. Lamborghini worked together with its suppliers to develop a world-exclusive fiber and resin system for its RTM technology. Ultimately, these materials and processes constitute an important part of Lamborghini's worldwide leading expertise in the field.

Carbon composite materials - A key technology for tomorrow's high-performance automotive engineering

These materials made from CFRP combine the lowest possible weight with excellent material characteristics - they are very light, extremely rigid and exceptionally precise.

Furthermore, CFRP materials can also be formed into highly complex components with integrated functions. This reduces the number of individual parts when compared to traditional metal construction - thus enabling further weight reduction. Lighter cars have lower fuel consumption and fewer CO2 emissions. Most significantly, however, it improves the power-to-weight ratio - the deciding factor in the overall feel and performance of a sports car. A super sports car built using CFRP accelerates faster, has superior handling and better braking.

The new V12 power unit - the heart of the Lamborghini Aventador LP700-4.

The twelve-cylinder is the king of the engine world and the true heart of the Lamborghini brand. The very first model created by Feruccio Lamborghini, the 350 GT, made its appearance in 1964 featuring a twelve-cylinder engine that was incredibly innovative for its day. 3.5 liter displacement and 320 hp were the vital statistics back then - they formed the basis for ongoing increases and further development over the decades that followed. Miura, Espada, Countach, Diablo and, finally, Murciélago are just a few of the super sports cars born in Sant'Agata. All of them were, and will continue to be, driven by V12 engines - and all have long since risen to the status of automotive legend.

Now the next milestone in this glorious history appears - engineers in the Lamborghini R&D Department have developed a completely new high-performance power unit. That it would be another twelve-cylinder was never in doubt - and not only because of the special magic conjured up by the number twelve. The only real choice for Lamborghini is a high-revving naturally aspirated engine - the deeply reflexive and exceptionally powerful reaction of the automobile to the tiniest movement of the driver's right foot is, of course, a key part of the whole fascination inspired by a super sports car. Ten cylinders are ideal in the displacement class around the five liter mark, as evidenced by the highly acclaimed Gallardo engine. For the 6.5 liter displacement targeted in this case, the perfect number is twelve. A lower number of cylinders would result in larger and heavier pistons and con-rods, which would have a negative impact on the engine's high-revving characteristics.

Starting with a clean sheet of paper.

The specification for the development of the new twelve-cylinder, known internally as the L539, was written quickly - yet was highly demanding in its formulation. Naturally, it had to deliver more power and torque than its predecessor in the Murciélago, but it should also be smaller and lighter and enable a lower center of gravity. At the end of the day, low weight is just as important to the performance of a super sports car as high power output. Fuel consumption and gas emissions should also be reduced significantly.

So the R&D team started with a clean sheet of paper - metaphorically speaking, of course. Design and development in Sant'Agata is conducted using state-of-the-art systems and equipment. The outcome is a V12 with a classic cylinder bank angle of 60 degrees, and thus an amazingly compact power package - the power unit measures only 665 millimeters from top to bottom, including the intake system. Its width, including the exhaust manifold, is only 848 millimeters, while its length is a mere 784 millimeters. Its weight of 235 kilograms is also respectably low - each kilogram of engine weight corresponds to 3.0 HP maximum output.

Optimized for high revving and low weight.

The crankcase on the new power plant is made from an aluminum-silicon alloy and has an open-deck construction with steel cylinder liners. Displacement is 6,498 cm3 and cylinder spacing 103.5 millimeters, while bore diameter measures 95 millimeters and stroke 76.4 millimeters. The short-stroke layout is especially good for high-revving characteristics and for low internal friction. Particular attention was also paid to the bearings for the forged and nitride-hardened crankshaft, which weighs in at 24.6 kilograms.

The two four-valve cylinder heads are likewise made from sand-cast aluminum-silicon alloy, each weighing a very light 21 kilograms. The twelve pistons and con-rods are, respectively, in forged alloy and steel. The maximum piston speed at 8,250 rpm is only 21 meters per second, which is considerably less than for the Murciélago's previous power unit. The combustion chambers were carefully engineered to achieve optimum tumble and combustion of the fuel/air mixture. At 11.8:1, the compression ratio is extremely high. Inlet and outlet valve timing is electronically controlled.

Sophisticated thermal management, optimized oil circulation.

The thermal management of this high-performance power unit was perfected with extensive detail engineering. Two switchable water circuits in the engine ensure very rapid warm-up, which minimizes friction and quickly brings the catalytic converters up to operating temperature, thus benefiting fuel consumption and emissions. The external water coolers are switched into the circuit only as required.

Absolute engine health, even under extreme racetrack conditions with high lateral acceleration, is guaranteed by oil circulation using a dry sump system. A total of eight scavenger pumps suck oil out of the lower bedplate fastened to the crankcase. Pressure and scavenging losses are thus reduced by around 50 percent. A high-pressure oil pump maintains lubrication, while an oil/water cooler and an oil/air radiator constantly keep temperatures within range even under extremely high load. A further benefit of this form of dry sump lubrication is the very low mounting position of the engine within the sports car. The new engine is mounted 60 millimeters lower than the V12 in the Murciélago - with the associated benefits in respect of center of gravity and lateral dynamics.

From the outside, the V12 is dominated by its intake system - which incorporates four individual throttle valves. Life inside the black housing is also extremely complex - the optimum intake path for any given load and engine speed is facilitated by two flaps, several channels and one bypass. The payback is an extremely well-rounded torque curve and refined pulling power throughout the rev range.

Mighty orchestra for twelve voices.

The exhaust system, too, was afforded the undivided attention of Lamborghini's engineers - the lowest possible gas emissions was just as important a target as the unmistakable, spine-tingling Lamborghini sound. The hydro-formed and thermally insulated three-into-one system incorporates four pre-catalytic converters close to the engine and two main catalytic converters shortly before the muffler. The casing incorporates two separate mufflers - one low-volume, one high-volume. Regulated by valves controlled via the engine management, they handle all the elements of the big twelve-cylinder symphony - from a moderate rumble when rolling through the city at low revs to the screaming crescendo of maxed-out gear shifts.

Electronics devised entirely by Lamborghini.

Another highlight is the electronic engine management, which was developed in its entirety by engineers at Lamborghini. The system consists of the main ECU, a secondary "smart actuators" and two additional black boxes that function as "smart sensors". Because speed is everything for an engine like this, some ECU control and connection functions are handled by the smart actuators, making the ECU faster. The two smart sensors are constantly monitoring combustion in real time - each ignition in every cylinder. The spark plugs - each is powered by an individual ignition coil - function as "sensors"; the two auxiliary control units monitor the power signal after every ignition and can immediately identify irregularities in the combustion process through ionization phenomena. This data is used to continually optimize engine management, benefiting both performance and fuel consumption.

High performance in every dimension.

All these technical highlights come together to create a high-performance power unit like no other. The maximum output of 515 kW (700 hp) at 8,250 rpm is an impressive statement in itself. The maximum torque is 690 Newton meters and is available at 5,500 r/min. The extremely generous torque curve, meaty pulling power in every situation, extremely reflexive responses and, not least, the finely modulated but always highly emotional acoustics make the L539 a stunning power unit for a super sports car of the highest order. And not only was the L539 developed entirely in-house at Lamborghini, it is also built from start to finish at company headquarters in Sant'Agata Bolognese. Highly qualified specialists assemble the engines by hand, with every single unit undergoing an extensive final testing and detailed calibration program on an engine test bed.

The new Lamborghini ISR transmission (ISR: Independent Shifting Rods) - Innovative servo-actuated mechanical gearbox for maximum performance.

However, it is not the engine alone that defines the character and driving characteristics of a super sports car. Another key element is the transmission. The demands are clear - the ratios must be perfectly arrayed and enable optimum power delivery from the engine. For maximum vehicle performance, shift times should be less than the blink of an eye. Operation must be clear and straightforward, via two ergonomic shift paddles behind the steering wheel. The characteristics of the transmission must be in line with the wishes of the driver at any given point - from smooth city cruising through to tough action on the racetrack. And, not least, Lamborghini customers expect an emotional shift feeling that ensures the sports car's reactions can always be felt and understood. Thus, the development objective was clearly formulated in this respect, too - create the world's most emotional gear shift.

For all these reasons, the engineers in the R&D Department opted for a robotized gearbox as the "companion" of the new V12 power unit - however, in a very special iteration: the Lamborghini ISR transmission. This important part of the powertrain is not only much lighter in comparison to a dual clutch transmission, it also has the compact dimensions of a regular manual gearbox. Both weight and size advantages are key in the process of building super sports cars.

Unique engineering for super sports cars.

The new unit is laid out as a two-shaft transmission with seven forward gears and one reverse. For especially high durability, the synchronizing rings are made from carbon-fiber - a material with which Lamborghini has enormous experience. The short shift times are facilitated by the special design of the transmission, known as ISR - Independent Shifting Rod.

To summarize the principle - in a conventional manual gearbox, be it automated or fully manual, the gear wheels for, say, second and third gears are located side by side. When the driver wants to shift gear, the shifting sleeve with synchronizer unit is moved along the shifting rod from second gear through neutral to third gear. This requires twice the distance and twice the time - second gear has to be disengaged before third gear can be engaged.

Short distances, fast shift times.

This process is significantly shortened in the Lamborghini ISR transmission - the gear wheels from the second and third gears are separate from each other and the shifting sleeves are actuated by independent shifting rods. Now the shifting process can run virtually in parallel - while one shifting rod is disengaging one gear, the second shifting rod can already engage the next gear. Because these movements partially overlap and the mechanical distances are considerably shorter, this facilitates a significant saving in shift time. Overall, the Lamborghini ISR transmission shifts around 140 percent faster than the e.gear transmission in the Gallardo. And that is already one of the world's fastest automated manual gearboxes.

Compact construction, low weight.

The new transmission has four of these independent shifting rods, with sensors constantly monitoring their exact positions. They are operated via hydraulic actuators, with an extremely high system pressure of 60 bar ensuring the necessary operating speed. The system incorporates a total of seven hydraulic valves, with pressure supplied by an electric pump. The double-plate clutch is also hydraulically actuated. All system components are contained within one casing. The total weight of the transmission is only 70 kilograms - a distinct advantage, especially compared with the significantly heavier seven-gear dual-clutch transmissions.

Five operating modes for all situations.

Lamborghini drivers can choose between five operating modes: three manual (Strada, Sport and Corsa) and two automatic (Strada-auto and Sport-auto). The Strada mode offers highly comfort-oriented shifting, with fully-automatic also an option. The Sport mode has a dynamic set-up in terms of shifting points and times, while the Corsa mode delivers the maximum shift strategy for race track driving. This mode also includes Launch Control, the automatic function for maximum acceleration from a standing start.

With the Lamborghini ISR transmission, engineers working under the sign of the bull have devised an ingenious mate for the new twelve-cylinder power unit. Their work has created an overall powertrain that is absolutely unique in the world of super sports cars.

Integrated electronic control system.

The excellent performances are possible only by a fast communication architecture through the several powertrain ECU's and considering the powertrain as ONE-system in the car.

The fully electronic controlled coupling device for the front wheels (the 'old' viscous coupling) is another key point of the powertrain: it is able to continuously distribute the right torque to the front wheels for always attaining the best performance aspired to by the driver. The torque distribution to the front wheels can vary continuously from 0% to 60% of the total torque available.

Pushrod suspensions and steering.

The new Lamborghini V12 super sports car features an innovative and highly sophisticated suspension concept. The pushrod spring and damper concept was inspired by Formula 1 and tuned perfectly to meet the needs of a high-performance road-going vehicle. Together with aluminium double wishbone suspensions and a carbon ceramic brake system, this lightweight chassis is another element of the unique technology concept in Lamborghini's new flagship model.

An extremely precise, indeed razor-sharp, driving feel accurately describes the soul of the newest and most powerful super sports car ever to bear the sign of the bull. This includes a steering system that can think its way through a bend adhering to the perfect line, a suspension that masters the ideal balance between race-car feel for the road and plenty of comfort for ramping up the miles, and lateral stability that ensures absolute safety even at the very highest speeds.

Pushrod suspension derived from motorsport.

With its phenomenal engine output of 515 kW / 700 hp and its comparatively low vehicle weight, the new V12 super sports car from Lamborghini blasts its way to the very highest speeds. The most important characteristic of the new suspension is its design in line with the pushrod principle - inspired by Formula 1. The spring/damper elements are not located on the wheel mounts, but connected inboard to the body shell structure. They are transversely positioned: under the windscreen in the front and close to the engine in the rear. Pushrods and relay levers / rockers transmit the forces from the wheel mounts to the spring/damper elements.

Responsive handling characteristics at all speeds.

This solution offers a whole series of impressive benefits: due to the combination of the double wishbone and pushrod arrangement, wheel control and damper remain separate from each other. As a result, handling is more responsive and easier to manage at all speeds, while rigid connection to the chassis also improves the precise and spontaneous reaction of the springs and dampers. As a result, spring stiffness can be notched back a little - comfort increases, while precision remains. On the front axle, the shock absorbers are equipped with a hydraulic lifting system, which enables the front end of the super sports car to be lifted by 40 millimeters at the touch of a button, simplifying its ability to negotiate minor obstacles.

Systematic lightweight engineering in aluminum and carbon fiber.

Aluminium and carbon fiber are also the most important lightweight engineering materials on the chassis. The entire suspension system, including upper and lower control arms, wheel mounts and relay levers are made from forged aluminium alloy. The large-diameter discs on the high-performance brake system, on the other hand, are made from lightweight and extremely hard-wearing carbon ceramic composite material. On the front axle, the ventilated discs measure no less than 400 millimeters in diameter, with braking force delivered via six cylinder calipers. On the rear axle, 380 millimeter diameter discs are used in combination with four cylinder calipers. The parking brake on the new Lamborghini top model is electrically powered.

Steering forms the sensitive connection between driver and automobile.

The hydraulic steering on the Lamborghini V12 forms the highly sensitive connection between the driver and the super sports car, which runs on 19-inch wheels clad on 255/35 tires at the front and 20-inch rims on 335/30 tires at the rear. Steering Gear foresees 3 different servotronic characteristics managed by drive select mode.

Equipment and Options.

The new Lamborghini Aventador LP700-4 offers the most up-to-date, comprehensive and individualistic technology and equipment package ever realized in a super sports car. From the dynamics through safety to communication and entertainment, the Aventador fulfills every imaginable desire of the most demanding sports car fan. The wide range of exterior and interior colors and variants is perfect for individualization and, of course, "Ad Personam" is also available for the Aventador for the ultimate in personalization - where the only limits set are those of the imagination.

The standard package of electronic systems includes ABS, electronic brake distribution, anti-slip control, speed-dependent servo-tronic steering, hill start assist and, of course, ESP stability control. The rear spoiler and the side air intakes are electronically controlled. The Drive Select System enables vehicle characteristics (engine, transmission, differential, stability control, steering) to be set in accordance with individual driver preferences in one of three modes - Strada (road), Sport and Corsa (track).

Latest Generation HMI control.

The cockpit with TFT-LCD display also comes as standard, as does the multimedia HMI system with Navigation, including traffic data, iPod connection and Bluetooth.

The automatic climate control functions with a sunlight sensor, with further sensors controlling the automatic headlights. The bi-xenon headlamps come with daytime running lights and rear lights in LED technology.

The five-spoke alloy wheels are clad in Pirelli P Zero tires and feature tire pressure monitoring, while the brake system is equipped with carbon-ceramic rotors and black brake calipers. Safety equipment includes six front, thorax, head and knee airbags.

Wide range of individualization options.

Options include features such as the transparent engine cover, black painted wheels and brake calipers in yellow, gray or orange. The standard audio system can be upgraded to the "High-End Lamborghini Sound System" with premium speakers featuring neodymium technology and 4 x 135 watt amplifiers. Park assistance systems include proximity sensors front and rear, as well as a reversing camera.

A range of 13 colors are available at launch, in pastel metallic, pearlescent or matt finishes. These include the new shades Grigio Estoque and Arancio Argos. Three colors are available in specialized and highly sophisticated matt finishes as AD Personam- Nero Nemesis, Bianco Canopus and Marrone Apus.

The full leather single-color interior is available in either Nero Alde (black) or in Marrone Elpis, a warm brown shade. The contrasting stitching can be ordered in a range of colors. The two-tone leather interiors are offered in two style lines. For Bicolor Sportivo, the base color is black, with the contrast in orange, white, yellow or green, while Bicolor Elegante presents a harmonious blend of brown tones. A virtually inexhaustible array of variants is also offered by the Ad Personam individualization program.

The price of the Lamborghini Aventador and market delivery.

    * UK: GBP 201.900,00 (suggested retail price taxes excluded)
    * Europe: € 255.000 (suggested retail price taxes excluded)
    * USA: 379.700 USD (suggested retail price - GGT included)
    * China: RMB 6.270.000,00 (suggested retail price taxes included)
    * Japan: YEN 39.690.000,00 (suggested retail price taxes included)

The first customers will take delivery of the new Lamborghini Aventador LP700-4 in late summer 2011.

The History - The twelve-cylinder at the heart of the brand with the bull.

Lamborghini V12 - a long and glorious story. According to the history books, Ferruccio Lamborghini established a car company in the early sixties because he wanted to better the products on offer at the time from the competition, with the best possible technology and quality. The prototype for all later Lamborghini super sports cars was the 350 GTV study presented at the Turin Motor Show in 1963. It featured an all-new aluminium twelve-cylinder developed from scratch by engine designer Giotto Bizzarrini and boasted performance figures that were nothing short of breathtaking by the standards of the time. The 12-cylinder V-engine with 60 degree cylinder bank angle, four overhead camshafts (at a time when single camshafts were still the norm), a six bbl carburetor and dry sump lubrication, generated 360 hp at 8,000 rpm from a displacement of 3,497 cm3 that would take the concept car to a top speed of 280 km/h. The 350 GT series production version with conventional lubrication launched the following year produced 320 hp at 7,000 rpm from a displacement of 3,464 cm3.

It was exactly this engine that captured the imagination of show-goers at the 1966 Geneva Auto Salon in the Lamborghini Miura. Although its main features were already familiar from the 400 GT, this time the four-liter 60° twelve-cylinder was mounted transversely behind the cockpit, with transmission and differential in a single unit fixed directly to the frame.

The 320 hp made the series production Miura that followed the fastest production car of its time with a stated top speed of more than 280 km/h - and, with that, the first true super sports car. This engine was further developed over the years, with several iterations featuring in the Miura S (370 hp at 7,000 rpm, 285 km/h) and Miura SV (385 hp, 300 km/h). In the Miura Jota, a one-off made for racing, the V12 generated 440 hp at 8,500 rpm. However, applications for the four-liter were not limited to the mid-engine Miura. In the front-engine Islero, introduced in 1968, and in the 400 GT Jarama, it produced 350 hp, while in the futuristic Espada the figure was 325 hp (later also 350 hp). In 1974, the Espada also saw an automatic transmission offered for the first time.

The generational shift from the Miura to the new LP400 Countach took place in the early seventies. 1971 brought the prototype with a breathtaking, edgy form, the genes of which would ultimately re-emerge forty years later in present-day Lamborghini super sports cars. Marcello Gandini's design was a fitting outfit for a five-liter version of the V12.

However, this engine was dropped from the series production model in 1973 in favor of a further evolution of the four-liter unit. In the 1973 Countach - still without the "wing" or spoiler of the eighties - it was longitudinally mounted behind the driver, where it generated 375 hp at an impressive 8,000 rpm and reached a top speed of 300 km/h. The years that followed saw the Countach engine undergo a series of evolutionary developments, although still based on the familiar cornerstones of the first V12 unit. It was in 1985 that the Countach Quattrovalvole took displacement over the five-liter mark for the first time (5,167 cm3) and - as the name implies - featured a four-valve cylinder head. Output was an impressive 455 hp at 7,000 rpm.

The Murciélago was launched in 2001 as the first Lamborghini of the new era. It boasted a new 6.2 liter alloy V12 with a crankshaft running on seven bearings and dry sump lubrication. It generated 580 hp at 7,500 rpm and took the super sports car weighing just 1,650 kilograms to a top speed of 330 km/h. The maximum torque of 650 Nm was reached at just 5,400 rpm. At the 2006 Geneva Motor Show, Lamborghini unveiled the Murciélago LP640, which produces 640 hp from the V12 unit that had been expanded to 6,496 cm3. In the strictly limited Lamborghini Reventón, the twelve-cylinder that is the very heart of the brand generated 650 hp. The grand finale came with the Murciélago LP670-4 Superveloce with its 670 hp. However, 2011 marks the start of a new chapter in this glorious story.

In 1986, the five-liter V12 was presented with a completely new application - the Lamborghini LM002 may also have had the 450 hp engine mounted up front, but the 2.7 ton automobile was the first and only SUV produced by the brand, a four-door all-terrain vehicle. The late eighties saw the amazingly long career of the Countach near its end with the Countach Anniversario. The Diablo followed as its rightful heir, clad in a distinctly nineties outfit. By 1990, the V12 had increased to 5.7 liters and by the end of Diablo production to almost six liters, producing 492 hp. One year later, the Diablo VT was the brand's first four-wheel drive sports car. Over the next few years, output grew steadily to 520 hp (1993 Diablo SE). The Diablo GT with 575 hp and the radical GTR with 590 hp both appeared in 1999. The Diablo 6.0 was the first model to feature the V12 with displacement expanded to six liters, its output ultimately reaching 550 hp...

Jaguar XJ13:The Blast from the past!!!!

2011-03-06T16:42:00.000-08:00

With five wins in seven years, Jaguar was the most successful manufacturer at Le Mans in the 1950s. Amazingly the engine responsible for these victories was directly derived from the XK six cylinder that also powered the company's range of road going sports cars. From 1958 onwards sports racers were limited to a three litre replacement, which left the Jaguar D-Type obsolete. Some privateers attempted to race a three litre version of the straight six engine, but in that configuration it could not match the Aston Martins or Ferraris. In the early 1960s, Jaguar briefly returned to its practice with the development of racing versions of the new E-Type, but again found itself beaten by Ferrari.

Officially, Jaguar's racing days were over, but behind the scenes a new engine and chassis were on the drawing boards that were intended to bring Jaguar back to the forefront of endurance racing. A logical development of the XK six cylinder engine would be a V12 and that configuration had been discussed since the mid-1950s within Jaguar. Unlike the XK engine, the V12 was destined to be racing engine first and then be introduced in street cars. In the early 1960s the displacement regulations had been relaxed again, so the new V12 could be developed for an upcoming Le Mans engine.

Development of the new engine was entrusted to Claude Bailey. A total of seven prototype engines were constructed, two of which were built to racing specification with twin overhead camshafts. The two six cylinder banks were angled 60 degrees and like the rest of the engine, completely constructed from aluminium. Initially the V12 was equipped with six twin choke Carburetors, but they were quickly discarded for the more advanced Lucas Fuel Injection system. Displacing just under five litre, the new engine produced 445 bhp on carbs and with Fuel Injection just over 500 bhp. Jaguar's engineers estimated that another 200 bhp could be freed through careful tuning.

The new monocoque chassis combined the lessons learned with the D-Type and followed the latest mid-engine trend. Similar to the Lotus 25, the monocoque was constructed from aluminium and no longer required heavy steel subframes to house the suspension. Jaguar's new sports racer beat Colin Chapman's Lotus 49 by using the engine as a fully stressed member; the engine and gearbox carried the rear suspension. The rolling chassis was clothed in a thin aluminium body, penned by Malcolm Sayer, who had also been responsible for the slippery shape of the D-Type. Completed late in 1966, the new car weighed in at just under 1000 kg.

Dubbed the XJ13, for Experimental Jaguar Number 13, the new racing car first took to the track early in 1967. In complete secrecy David Hobbs tested the XJ13 on the MIRA track and quickly broke the track record. The car and engine were thoroughly development, but keeping the project secret had the first priority as Jaguar's board feared that any word of the new V12-engined car would have negative effects on the demand for the current range of six cylinder powered sports cars. Almost ready to take Ford and Ferrari on at Le Mans, Jaguar was once again faced with regulation changes. For 1968, the displacement limit for prototype racing cars like the XJ13 were once again lowered to three litres. Still very much a secret, the highly advanced XJ13 was retired while Jaguar's engineers worked on preparing the V12 for street use.

In 1971, the V12 was finally ready to go into production in the third evolution of the popular E-Type. To celebrate the introduction of the new engine, Jaguar decided to use the XJ13 in a publicity video about the development of the V12 E-Type. Unfortunately, a tyre blew on the steep banking of the MIRA track and on its first public appearance, the XJ13 was virtually destroyed. Although the damage was extensive, Jaguar decided to have the car completely rebuilt. In the following years, the company's Heritage department showed the unique machine at various events both stationary and driving. At some point the healthier of the two engines was over-revved and destroyed. The second engine used a welded piston and could only be driven slowly.

The final blow for the XJ13's driving career seemingly came a few years ago when the car fell off a kerb, punching a hole in the sump. The car was retired to the museum and only very rarely shown. Fortunately Jaguar again did not let the company's biggest 'could have beens' sit in a derelict state and commissioned several old employees to once more rebuild the car. The all volunteer group's biggest task was rebuilding the unique engine, which shared next to no parts with the later production V12s. The chassis was cleaned while the body completely resprayed. Jaguar hoped to have the car ready in time for the 2006 Le Mans parade, but the debut had to be postponed three weeks and the XJ13 was paraded around the track during the Le Mans Classic event.

Fully functional for the first time in many years, the Jaguar XJ13 is seen above during the 2007 Goodwood Festival of Speed, where it was blasted up the hill.

Ferrari Scuderia Spider 16M - still the Best!

2011-02-09T09:14:00.000-08:00

The Ferrari Scuderia Spider 16M has been created with the goal of bringing together superb performance and the pleasure of driving in the open air. The result is the best-performing spider ever created by Ferrari, a car which evokes the emotions of the barchetta models that were the protagonists of the great multi-stage races of the 1950s. The car's technological solutions, make the most of the latest innovations in the 430 Scuderia, derived from Formula 1, to guarantee uncompromising handling on the road. This is reflected in the name, which is also connected to Formula 1: a celebration of the 16 World Constructors' Titles Ferrari have won. The Scuderia Spider 16M is a marriage of performance and driving pleasure produced in a special, limited edition for only 499 passionate customers.

PERFORMANCE.

The Ferrari Scuderia Spider 16M offers technological solutions that have already been tested on the 430 Scuderia. It's an ultra-high-performance car (0-100 km/h in 3.7 seconds) designed for fast, tight driving conditions with a set-up that highlights sports driving and that offers all the enjoyment of open-top driving in the F430 Spider. In tests at the Fiorano circuit the car recorded lap times lower than any other Ferrari spider model designed for the road.

WEIGHT/ POWER.

The Ferrari Scuderia Spider 16M weighs 80 kg less than the F430 Spider (dry weight 1340 kg) and many details were revised and designed with this specific goal in mind. The most significant changes were made on the chassis and on the body, much use has been made of light materials and carbon fiber. All this has made it possible to achieve a first-in-class power-to-weight ratio of 5.8 lb/CV.

ENGINE.

The Ferrari Scuderia Spider 16M's engine, like the 430 Scuderia's, is an evolution of the F430's 4.3-litre V8. It features a number of modifications designed to boost performance and raise specific power to 118 CV/l, equal to a total power output of 510 CV, while complying with the strict limits on exhaust emissions established in the Euro4 and LEV2 standards.

SOUND.

Engine sound is a distinctive characteristic of all Ferraris and has always been a fundamental element in creating a strong connection with the driver through increased feedback and driving satisfaction. This is achieved by paying special attention to the level and to the quality of sound, in order to ensure perfect acoustic comfort under any conditions.

GEARBOX.

The F1-SuperFast2 gearbox is the latest evolution derived from Formula 1: a totally innovative integrated engine and gearbox management programme allows the combined disengaging/engaging of the gears to take place in parallel with letting the clutch in and out. As a result, gear-change time has been even further reduced to 60 milliseconds.

E-DIFF.

In use in Formula 1 for a number of years, E-Diff has been integrated with the car's stability control systems. Torque is intelligently distributed to the wheels by the hydraulic actuation of two sets of friction discs and their connected reaction discs. The amount of torque delivered depends on driving conditions, modifying the effect of the differential and bringing considerable advantages in terms of performance, directional stability, active safety and driving pleasure. E-Diff is integrated with the car's other systems and allows the driver to change the set-up according to road-holding conditions from the steering wheel-mounted manettino.

F1-TRAC.

F1-Trac, like E-Diff, is the traction control system directly derived from the experience of Formula 1 cars. The system guarantees maximum traction on exiting corners, stability and ease of driving even in extreme conditions, consistent performance, and drive comfort. The advantage of the combination of E-Diff and F1-Trac compared to conventional systems of stability and traction control is shown by a 40% increase in acceleration out of corners.

RACING MANETTINO.

The Ferrari Scuderia Spider 16M uses the Racing version of the manettino, which puts the emphasis on sporty driving and offers more options for configuration of the parameters of the car's electronic controls. The ICE setting used on the F430 has been replaced by the CT position. This deactivates only traction control, leaving stability control in operation.

CARBON CERAMIC BRAKES.

The Ferrari Scuderia Spider 16M's braking system with carbon ceramic discs has resulted in an overall improvement in braking performance compared to that of the F430's system, from which it is derived. The front discs with their larger diameter allow an improved rolling radius and hence greater braking efficiency. The front brake pads are specific to the car and allow improved dissipation of the heat produced by higher performance. They are also more hard-wearing. The brake pedal feel has been optimized for all driving conditions and remains consistent even in extreme situations on the racetrack.

AUDIO EQUIPMENT.

A new audio system of the latest-generation has been created for the Ferrari Scuderia Spider 16M. The hi-fidelity has an 8x50 watt amplifier consisting of two woofers, two midrange speakers and two tweeters integrated in the carbon door panel. The multimedia interface offers a removable Ferrari-personalised 16GB iPod® Touch housed in the centre of the instrument panel. Alternatively, a Becker® Cascade radio with Bluetooth and iPod® connection is available.23

PERSONALISATION.

The Ferrari personalisation programme has been enhanced and matched to the special features of the car. The programme has four separate areas: Racing and Track, Exterior and Colours; Interior and Materials, Equipment and Travel.In the Interior and Materials area it is possible to select Poltrona Frau® leather as an alternative to technical fibre or Alcantara®. And for this limited edition car there is also a special set of soft travel bags, a satellite anti-theft system and satellite navigation. It is also possible to select a "tricolore" livery in the colours of the italian flag.

Technical Specifications.

    * Engine
          o Naturally aspirated mid-rear 90° V8, 4308 cc
          o Maximum power: 375.4 kW (510 hp) @ 8500 rpm
          o Maximum torque: 470 Nm (47.7 Kgm) @ 5250 rpm
          o Max engine speed: 8640 rpm (at limiter)
          o Compression ratio: 11.9:1
          o Bore and Stroke: 92 mm X 81 mm
          o Specific power output: 118.4 hp/litre
    * Transmission
          o Six-speed plus Reverse F1 gearbox
          o Dry dual clutch
          o Electronic differential E-diff + F1-Trac
          o Oil gearbox lubrication with oil/water heat exchanger
    * Performance
          o 0-100 km/h: 3.7 s
          o Top speed: 315 kph
          o Drive weight/power: 2.6 kg/hp

STYLE AND AERODYNAMICS.

Traditionally, the styling of a Ferrari has been created around the forms dictated by the car's engineering, with the aim of obtaining maximum aerodynamic efficiency. The Ferrari Scuderia Spider 16M's high performance and dynamics required a reinterpretation of numerous elements of both internal and external styling. The objective was to style the car through those aerodynamic features necessary for a car designed with the highest levels of performance in mind. Since the 16M is a Spider, the design kept in mind the needs of driving with the top down and of the pleasure this should provide. External styling has been enhanced with numerous details in carbon (front fin, rear-view mirror, headlight housing, diffuser, roll bar) as well as new colours in metallic black body and dark grey wheel rims. A new livery emphasises the lines of the car.

2012 Bentley Continental GT review.

2011-02-05T06:22:00.000-08:00

For Crewe's design and engineering teams, the new Bentley Continental GT coupe is an opportunity to set a bold and exciting direction for one of Bentley's most revered names - the Continental. The seminal and highly successful Bentley Continental GT introduced in 2003 represented the first step in Bentley's renaissance and defined a whole new market segment. It was a luxury GT offering excellent usability that remained true to the Bentley grand touring spirit.

Now the new Continental GT 4-seat coupe builds on the success of its iconic predecessor, capturing that GT spirit but with even higher standards of design, engineering, luxury, craftsmanship, dynamic performance, everyday practicality and refinement.

A beautifully sculptured new body gives the Bentley Continental GT coupe an even crisper, more defined appearance. The contemporary interior offers new levels of cabin design, comfort and hand-crafted luxury. The seats, for example, provide even greater support and rear leg-room; a sweeping dashboard even more style and modernity. The new touchscreen infotainment system features state-of-the-art navigation, Google Maps and entertainment while the latest Balanced Mode Radiator speaker technology and Dirac Dimensions™ digital sound processing deliver enhanced audio quality.

Bentley's acclaimed 6-litre, 12-cylinder, twin-turbocharged powertrain now has a raised power output of 575PS (567bhp/423kW) and 700Nm (516lb ft) of torque and this is mated to a new Quickshift transmission which enables double downshifts. Thanks to advanced FlexFuel technology it can also run on both standard unleaded petrol (gasoline) and sustainable bioethanol (up to E85) or any mix of the two.

In late 2011 an all-new, high-output 8-cylinder engine will also be available to order.

This advanced power unit will deliver a 40 percent reduction in emissions compared with the W12 engine and will offer a class-leading CO2 emissions-to-power ratio with Bentley levels of performance and refinement.

Both engines are coupled to an all-wheel drive system with a sporty 40:60 rear-torque bias (compared with the 50:50 bias of the original Bentley Continental GT), minimising understeer during hard cornering and allowing the experienced driver to control the car's line and balance via precise throttle control.

"The new Continental GT is an automotive work of art, with superb craftsmanship and elegant, contemporary design. It drives like a supercar, but without the usual sacrifices in ride or practicality. It is a car that you can enjoy every moment of every day." - Dr Franz-Josef Paefgen, Chairman and Chief Executive

SCULPTURED EXTERIOR EXUDES QUALITY AND DESIGN INTEGRITY.

Inspired by the iconic Bentleys of the past, Bentley's design team under the leadership of Director of Design, Dirk van Braeckel, has created a thoroughly modern, sculptured body, built with advanced production technologies to ensure the highest standards of quality and body integrity.

Aluminium Super Forming technology is employed to create the front wings and the boot lid. This process heats the aluminium panels to nearly 500 degrees Celsius before shaping them by air pressure. By using a single sheet of aluminium, no seams or welding are required.

The latest body construction techniques deliver crisp, highly defined feature lines and form to every area of the exterior design. The familiar power lines and rear haunches - echoes of the original 1950s R-Type Continental - now have even sharper radii to create highly distinct surfaces, bringing the feel of a truly coachbuilt car to the new coupe.

The GT coupe's new look is bolder than ever. The classic Bentley matrix radiator grille is more upright, while the new headlamp design, in traditional four-lamp format, has exquisite jewel-like detailing including eye-catching, LED daylight-running lamps.

At the rear, Bentley signature 'floating' LED lamps extend around the corners of the wings, emphasising the new coupe's width and purposeful stance. The track is wider by 41mm at the front and 48mm at the rear than the previous model. The bootlid design has a powerful 'double horse-shoe' motif, reminiscent of the new Bentley Mulsanne, while flared elliptical exhaust tailpipes reinforce the new Bentley Continental GT's sporting credentials.

The shape of the new Bentley Continental GT coupe's body is also more aerodynamic following extensive wind tunnel analysis. In conjunction with a range of extensive underbody refinements (including wheel arch and exhaust aerodynamic aids) the GT's coefficient of drag has been reduced to 0.33Cd and the lift at the front and rear axles has also been reduced to create greater stability at higher speeds.

The new Bentley Continental GT is specified with 20-inch alloy wheels as standard, with, for the first time on the Continental family, the option to upgrade to 21-inch designs. Three styles of wheel are offered - a 20-inch five-spoke version and two 21-inch Elegant and split-rim Sports variations, which come in a variety of chromed and painted finishes.

"The new GT coupe has an even stronger sporting character than ever before. It is an exceptionally refined and comfortable 2+2 Grand Tourer but with the heart, soul and looks of a supercar." - Dirk van Braeckel, Director of Design

CONTEMPORARY, HAND-CRAFTED CABIN WITH BENTLEY'S RENOWNED REFINEMENT.

With an entirely hand-crafted interior, the Bentley Continental GT's cabin sets new standards in refinement and luxury to create a stylish space in which up to four people can relax in total comfort.

The instrument panel and dashboard subtly echo the flying wings of the Bentley motif and are fashioned from the highest quality soft-touch leathers. New touchscreen technology and chrome-bezelled dials are housed within this dynamic cockpit area, which rises from the centre console in the form of dramatically surfaced 'wing' buttresses.

The striking and unique 'Cobra' design seats are supremely comfortable thanks to the introduction of the latest body-supporting materials which use complex foams to provide softness at first touch but with excellent support over longer journeys.

The seats can be specified with front-seat ventilation as well as a state-of-the-art massage system with 10 individual massage cells and individual side airbags are provided as standard for all passengers. Front seatbelts feature a new electrically-operated automatic presenter, making buckling-up effortless. Driver knee airbags are standard fitment.

The new Bentley Continental GT offers superb everyday usability.

The new slim-line front seats with scalloped backs also provide a further 46mm of legroom for back-seat passengers and easy access to the rear cabin.

No other Grand Tourer offers such impressive levels of refinement thanks to the advanced noise-suppression technology that includes acoustic glazing, under-floor shields and hidden anti-vibration panels throughout the interior.

The cabin is trimmed with soft-touch leathers, a full range of wood veneers, cool-touch metals and deep-pile carpets - all hand-crafted in Bentley's unrivalled workshops at the factory in Crewe, England. The attention to detail even extends to applying a UV stabilizer to the wood veneers to protect from bleaching, thus ensuring they can be enjoyed as new for decades to come.

Every leather hide is still sewn under the watchful eye of Bentley's highly skilled craftsmen and women. By incorporating ingenious, angled 'ramps' behind the leather, the interior designers have created sharp, well-defined styling lines, while maintaining a soft-touch.

Other simple yet practical functions include a powered boot as standard, Electronic Park Brake with Move Off Assist and newly designed, leather-lined door stowage bins with an integrated bottle holder.

Perhaps the most stylish new storage device in the new Bentley Continental GT is the exquisitely designed, folding, removable case designed to hold items such as keys and pens and which can also be slipped into a pocket or bag. Crafted from veneers to match those of the coupe's interior, the case (available as a cost option) is finished with inlaid Bentley wings, satin-chromed and leather-lined, and is secured in a recess above the twin drinks holders in the centre console.

"The new GT coupe interior combines form, practicality and innovation. Our task was to translate the original design sketches for the car's cabin - which were quite extreme, almost revolutionary for a Bentley - into the final design. The result is a cockpit that moves the Continental GT on to the next generation." - Darren Day, Senior Designer

CLASS-LEADING INFOTAINMENT SYSTEMS.

Complementing its contemporary cabin, the new Continental GT also features advanced new touchscreen technology with rich map imagery and a 30GB on board hard drive.

The 8-inch screen displays the car's audio system, telephone, ride and comfort settings and the very latest navigation system, which uses both an in-car hard-disc drive and a DVD player to access route data. It also employs dynamic navigation to guide you around areas of heavy traffic, finds destinations using geo-tagged photos from an SD memory card and is Google Maps-compatible (market specific).

The infotainment system, with 7 digit postcode entry, uses a combination of touchscreen controls and classic knurled rotary switches to offer instant usability and crystal-clear feedback. The graphic interface of the screen is engineered in-house to ensure its visuals are completely in keeping with the style of the interior. Look closely and you will see that the knurled switches on the screen are 'virtual' echoes of the knurled switches below.

The Bentley Continental GT's new infotainment system also provides the ultimate in in-car audio entertainment. An eight-speaker sound system is offered as standard employing the latest Balanced Mode Radiator technology. These unique compact, flat-panel speakers provide exceptional clarity with a very wide frequency range.

An 11-speaker Naim for Bentley system - created exclusively for the Bentley Continental GT by British audiophiles Naim - employs revolutionary Dirac Dimensions ™ digital signal processing. This industry-first technology creates a virtual 'sound field' independent of speaker layout to deliver concert hall-quality sound reproduction for every occupant wherever they may be sitting.

The Bentley Continental GT coupe also benefits from telephone and music player connectivity, digital television (where available) and DVD movie playback. Music can be played and controlled directly from an iPod® as well as from a six-disc CD changer, SD card reader or directly from the car's hard-disc drive, which can store up to 15GB of music.

MORE POWERFUL W12 AND NEW HIGH-OUTPUT, HIGH-EFFICIENCY V8.

The Bentley Continental GT is set to have a choice of two very distinctive high-performance engines. In addition to the new 575PS version of Crewe's renowned 6.0 litre W12 powertrain, a new high-output 4.0-litre V8 engine option will be introduced in late 2011.

The new 4.0-litre V8 engine honours Bentley's environmental commitment to deliver a powertrain that achieves a 40 percent improvement in CO2 emissions. The new V8 is being designed specifically by Bentley's engineers to deliver all the exhilarating power and torque synonymous with the marque. The new Crewe-built engine will also offer a class-leading CO2 emissions-to-power ratio.

At launch, the new Bentley Continental GT coupe is powered by the latest evolution of Bentley's acclaimed 12-cylinder, 6-litre twin-turbocharged engine, now calibrated to provide even greater performance, thanks to increases in power, torque and fuel efficiency.

Designed in a unique 'W' configuration, it is the most compact and technologically advanced 12-cylinder engine in the world. Four camshafts and 48 valves allow the engine to breathe effortlessly and help to generate the distinctive Bentley wave of torque. It is also capable of running on petrol (gasoline), E85 bioethanol or any mix of the two - all from a single tank.

In 2008, Bentley announced a far-reaching environmental programme that included a 15 percent improvement in powertrain efficiency and the adoption across the Bentley model range of FlexFuel technology by 2012. Bentley's FlexFuel models are capable of delivering potential CO2 reductions of up to 70 percent on a 'well-to-wheel' basis - the measurement of CO2 released by a fuel from its production (well) through to its combustion or deployment (wheel).

To ensure that the power and torque generated remain constant (whatever the fuel) an advanced Fuel Quality Sensor continuously monitors the ratio of the fuels used. It then guides the Engine Control Unit to adjust the engine's timing. This provides the seamless power delivery for which Bentley engines are renowned, and ensures there is no compromise on performance when using fuels that create lower CO2 emissions.

Further revisions to the new Bentley Continental GT coupe's engine include low friction, lightweight components which allow the W12-format engine to rev even more freely, while the latest engine management system and twin, low-inertia turbochargers are optimised to ensure minimal turbo lag.

Overall, the Bentley Continental GT coupe is 65kg lighter than its predecessor thanks to reductions in all areas of the car from engine components through to new seats. With its power output raised by 15PS and torque by 50 Nm - to 575PS (567bhp/423kW) and 700Nm (516lb ft) - the result is a 6 percent improvement in the new GT's power-to weight-ratio, making it capable of accelerating from zero to 60mph in just 4.4 seconds (0-100km/h in 4.6 seconds) with a top speed of 198mph (318km/h).

The increased power and torque are transmitted to the all-wheel drive system via an uprated six-speed Quickshift transmission, which halves shift times (to just 200 milliseconds). The revised gearbox also has the ability to deliver double downshifts (sixth to fourth gear, for example) and improves acceleration across the entire gear range. To cope with the additional power and torque, the planetary gear set of the six-speed ZF transmission is also strengthened.

Positive torque during downshifts is achieved through engine and gearbox electronic controller interaction for extra throttle and fuel injection during the overrun, replicating manual throttle 'blips' for precise rev matching . During transmission upshifts, fuel and ignition are cut momentarily to give faster mechanical shift times through torque reduction, also improving shift quality and durability.

"The W12's extra power and torque and Quickshift transmission endow the new Bentley Continental GT with instantly accessible supercar performance across the complete rev range. At the same time, Bentley's pioneering use of FlexFuel technology underlines our ongoing environmental commitment." - Brian Gush, Director, Chassis and Powertrain, Engineering

ALL-WHEEL DRIVE FOR OPTIMISED RIDE AND HANDLING.

Both engines are coupled with a state-of-the-art, all-wheel drive system employing an advanced Torsen differential. This ensures safe yet dynamic sports car handling in all road conditions and all weathers.

In the new coupe, the power split has a 40:60 rear bias for a significantly more sporting feel in terms of handling and mid-corner acceleration. However, it can adjust instantaneously the power split between the front and rear wheels depending on the available grip. In addition, an uprated Electronic Stability Control (ESC) system provides additional security and grip whatever your driving style.

The new Bentley Continental GT's chassis delivers the optimum ride and handling balance. The wide front and rear track benefits agility and handling, while solid aluminium cast-forged, high-stiffness front suspension uprights and aluminium gravity die castings at the rear work in conjunction with a redesigned front anti-roll bar and retuned spring and damper settings. The result is improved response and stability at all speeds.

Continuous Damping Control (CDC) constantly monitors the car's attitude and poise. By adjusting the suspension settings hundreds of times a second it can provide a remarkably supple ride at low speeds and increased control as speeds climb. It can also lower the car in 'V-Max' mode for enhanced stability at the highest speeds.

SUMMARY.

Throughout Bentley's history, iconic grand tourers have forged the marque's reputation. In the 1950s the beautiful R-Type Continental set new standards of performance and style. In 2003, Bentley Continental GT revolutionised the luxury coupe market, combining supercar performance and dynamism with remarkable everyday practicality.

Now, the new Continental GT coupe sets even higher standards in every area of design, craftsmanship and engineering.

2011 Yamaha FZ8 Test-ride and Review.

2011-01-16T12:08:00.000-08:00

One of the few bits of good news in the motorcycle industry these past few years, at least in America, is that many of the too-cool-for-the-States Euro-only models have finally dropped anchor and headed to the New World. The U.S. gets one such ride, Yamaha’s FZ8, as a 2011 model.just got a first taste of the new Fazer on a 100-mile run in California’s Santa Monica Mountains, discovering a fun-to-ride and versatile new middleweight.

The FZ8 expands what Yamaha dubs its Total Sportbike line, a designation applying to the high-performance Supersport R1 and R6, as well as the Sport-Touring FJR1300. In between are models Yamaha designates as its Sport models: the fully-faired FZ6R, half-faired FZ1 and the naked FZ8.

Contrasting their best-selling status in Europe, naked street bikes have struggled in the American market. Yet Yamaha sees its FZ8 as servicing a growing segment. Although overall motorcycle sales have tanked since the 2008 economic crisis, the general market distribution remains more or less the same. Citing data from the Motorcycle Industry Council

(MIC), Yamaha claims the Total Sportbike segment of the industry has held steady from 2005 thru 2010 at 20% (cruisers maintain the top position at 45-50% of sales). Within the Total Sportbike category itself, however, the Supersport segment has dropped from 65% to 49% over that six-year stretch. Picking up the slack, the remaining Sport models are up from 29% to 37%, with Sport-Touring bikes more than doubled from 6% to 14%.

Other market indicators deemed favorable for the FZ8 include a growing trend of riders no longer purchasing multiple specialist bikes, but instead investing in a single, more versatile mount. Add in Yamaha’s own customer feedback, which put Rider Position and Price/Deal as their most important purchasing reasons, and Yamaha makes a strong case for its new naked standard.

The FZ8 sources a familiar looking Inline Four, which shares the pre-crossplane R1 pedigree of its larger-displacement FZ1 sibling. The engine cases are in fact identical with FZ1, along with the 53.6mm stroke. But the FZ8 displaces 779cc courtesy of its sleeved down 68mm bore (77mm on FZ1). The FZ8 mill further diverges with a new four-valve cylinder head (five-valve head on FZ1) and higher 12.0:1 compression ratio. Mellower cam profiles and revised valve timing tune the FZ8 for low and mid-range power, rather than the top-end bias of the FZ1, the latter bike also sporting a 500 rpm higher redline at 12K.

Variable length intake funnels further refine the engine’s power characteristics. No, it’s not the movable YCC-I system from the R1, rather the outside cylinders are 125mm long, while the middle two cylinders route air from the 7.8-liter airbox through 150mm length funnels. Other internal changes include a narrower throttle bore than the FZ1. The other major change from the FZ1 mill is a lighter crankshaft, with Yamaha claiming a 30% reduction in inertial mass. While giving the engine a quick revving character and smooth throttle response, the company touts the crank’s the reduced rotational force “contributes to light and responsive handling.”

Well-suited to a bike pitched as a step-up model, the engine’s broad powerband has something for all skill levels. The low end churns out ample, yet manageable power, complemented by a forgiving throttle input. Approaching 6K on the tach and a fantastic mid-range zing kicks in. Squeeze the throttle between 6 and 9K and riders had best have firm grip on the controls, because it hauls. Fueling across the powerband is immediate without being abrupt, a very tricky formula to master. The engine’s smooth character holds throughout the revs as well, with no rattling or overt vibes until it buzzes up near the 11.5K redline.

Yamaha refuses to state power claims for this model, but our seat-of-the-pants dyno would confirm its middleweight displacement. It’s got more oomph than a 600 street bike, but lacks the potency of the FZ1 or 1043cc Kawasaki Z1000. In fact, the engine performance it’s most analogous in our estimation to the defunct-in-the-US Kawi Z750, which we fondly recall from many a riding season past.

A 4-2-1 exhaust system exits out a black, right-side muffler. We found the exhaust sound muted but favorable, with a more robust melody wailing at the upper revs. Keeping it revved out doesn’t help with fuel economy though, and the Fazer seemed to suck down the gas during our test ride. Yamaha reps promise a 200-mile range from the 4.49-gallon tank, a claim we’ll test in a future comparison review.

The FZ8’s six-speed transmission features lower first gear and secondary reduction gear ratios than the FZ1. We found no fault with the gearing, the low first gear praiseworthy for allowing riders to creep along at low speeds without clutch finesse and little to no throttle modulation. The cable-actuated clutch delivers seamless engagement, while the lever pull felt stiffer than ideal but tolerable.

The FZ8’s cast aluminum frame and swingarm are identical with the FZ1. Same goes for the 57.4-inch wheelbase, 32.1-inch seat height and steering geometry. Swing a leg over the 8, however, and it feels smaller than our recollections of its bigger displacement kin. This may be in part due to the missing half fairing (a half-faired version of the FZ8 is available in Europe), but the seat and tank junction have also been slimmed down to deliver an easy reach to the ground (fuel capacity shaved by a little over a quarter-gallon). Smaller riders noted the FZ8 dimensions were easy to handle and not intimidating, and taller riders didn’t feel overbearing on the new model.

Slight repositioning of the handlebars (5mm forward) and footpegs (15mm backward, 10mm downward), compared to the FZ1, deliver a subtle forward pitch for the rider. Increased wind resistance from the naked design counteracts the forward cant, so no pressure is placed on the rider’s wrists or lower back. The standard position makes for a comfortable saddle, though we’d rate the seat only average – comfy for showroom floors and short jaunts, but lacking as the tripmeter turns into triple digits.

Get up to speed and the FZ8 turns in and transitions without much effort at the controls, the front-end light and intuitive when the road kinks up. Here’s where the Yamaha’s assertion of improved handling from the lighter crankshaft come into play. We’ll buy into the claims, as the FZ8 proved more nimble than our recollections of the FZ1 (we last tested the FZ1 during our 2007 Streetfighter Comparison, where it was deemed less svelte than its competitors), though we reckon this could also be owed to the half-inch narrower rear tire. Certainly the FZ8 feels lighter than the 15-pound spec sheet variances of the two FZ models.

The FZ8’s suspension is non-adjustable, save for nine-position preload adjustment for the rear shock. The inverted 43mm KYB fork works sound enough, set up well for its street use. Riders who find the fork’s performance limiting figure to already be drawn to the higher-spec FZ1, which sources fully adjustable KYB sticks. The YHSJ rear shock (Yamaha’s subsidiary suspension company formerly known as SOQI) is less adept. Sprung on the soft side, the FZ8’s rear end wallows when pushed hard on poor road surfaces. Riders in our test group who added preload reported improvement, but the shock would benefit from more rebound.

Braking performance is solid courtesy of the dual front 310mm discs and four-piston, non-radial-mount Sumitomo calipers. The single 267mm single-piston Nissin rear isn’t terribly impressive, but the overall package proves quite effective at bringing the 470-pound (claimed) bike to a safe and speedy halt. ABS is not available as an option.

The FZ8’s $8490 MSRP beats its direct competitors and falls under that imposing 10K mark by a full $1500. Fit and finish on the bike is decent, but not flawless, with things like the flimsy mount of the wind cowling somewhat detracting. Instrumentation is simple and easy to read, with our favorite perks like a gear position indicator absent but not missed. As bikes get more and more complicated the simplicity is refreshing.

On the styling end, the FZ8 is not a particularly edgy bike. That said, it plays to our particular sensibilities, with its naked profile and exposed header pipes our favorite trait. As far as colorways go, as Henry Ford once said of his Model T, the FZ8 can be had in any color the customer wants, so long as it’s black. Riders can, however, kit out their Fazer with numerous factory accessories including some extra bodywork and useful add-ons like a centerstand.

All told the FZ8 is a fun bike to ride and an exciting new middleweight option from Yamaha. The Tuning Fork logo makes a compelling case for its latest model’s success, even in the current distressed market conditions and traditional low sales of naked street bikes in the States. Now it’s up to the American ridership to decide if these Euro-only bikes are Euro-only for a reason.

Porsche 550 Spyder Specs.

2011-01-09T12:31:00.000-08:00

The Porsche 550 was a sports car produced by Porsche from 1953-1956. Inspired by the Porsche 356 which was created by Ferry Porsche, and some spyder prototypes built and raced by Walter Glöckler starting in 1951, the factory decided to build a car designed for use in auto racing. The model Porsche 550 Spyder was introduced at the 1953 Paris Auto Show. The Porsche 550 was very low to the ground, in order to be efficient for racing. In fact, former German Formula One racer Hans Herrmann drove it under closed railroad crossing gates during the 1954 Mille Miglia.

The Porsche 550 / 1500RS or Spyder became known as the "Giant Killer". The later 1956 evolution version of the model, the 550A, which had a lighter and more rigid spaceframe chassis, gave Porsche its first overall win in a major sports car racing event, the 1956 Targa Florio.

Its successor from 1957 onwards, the Porsche 718, was even more successful, scoring points in Formula One as late as 1963. A descendant of the Porsche 550 is generally considered to be the Porsche Boxster S 550 Spyder; the Spyder name was effectively resurrected with the RS Spyder Le Mans Prototype.

The Porsche 550 "Little Bastard", serial number 550-0055 is best known for being the car in which James Dean was killed on September 30, 1955.

Over 50 years later Chamonix have reengineered and upgraded the 550 Spyder for Australia. It holds onto classic styling and design with modern running gear and safety features providing the optimal track car whilst still comfortable for road driving.

The 550 Spyder weighs in at a low 720kg and is powered by a Subaru sourced 2.4 Litre mid-mounted four cylinder engine capable of producing 121kW at 5600rpm and 226Nm of torque at 4400rpm. Considering the mere weight of this modern classic its no wonder its capable of an acceleration time of 5.3 seconds from 0 - 100 Km/h. And for those buyers that purchase the car for track days, they will experience a top speed of 220Km/h.

Classic styling remains with 15 inch alloy wheels, red leather interior trim, thin three-spoke steering wheel, curved windscreen, three dial instrument cluster and many more fine touches to further enhance the driving experience.

Serpent-custom Build off.

2011-01-02T10:01:00.000-08:00

While some self-proclaimed custom builders simply buy a frame and an S&S engine, pick out some slick controls and trick wheels, then bolt it all together and call it a one-off motorcycle, on that rare occasion you run into a craftsman who still takes the time to do things the old-fashioned way, pounding sheet metal meticulously by hand, bending tubing by blowtorch and elbow grease. Wayne Ransom is a young custom builder in this vein.
Ransom Motorcycles first caught our attention a couple of years back by sourcing sportbike engines for its customs instead of the traditional V-Twin. The prior builds were heavier on bodywork, showcasing Ransom’s sheet metal skills, so when we got our first peek at the aggressive, streamlined-design of his latest build, The Serpent, we liked this new direction.

Ransom's latest creation takes its lines and hones them to a razor-sharp edge in the exotic motorcycle called The Serpent.
The bike is full of points and angles, from the spear-like end caps on the 56mm Mean Street fork to the blades of the black RMD Billet Predator Wheels. The tank’s lines roll down the back before coming to a point at the small, sheet metal tail. The aluminum radiator shrouds on both sides of the bike look like they’d cut your finger if you ran it down their edge. Even the shields at the end of the stainless steel exhausts are aggressively angled. The Serpent looks more like a Euro-style streetfighter than the creation of a small custom house out of Jersey.
Look for welds connecting the tank, seat, and tail and you won’t find them. The artistry of the bike’s topside might be Ransom’s crowning achievement in fabrication. The fuel tank, seat, tail, taillight, battery box and instrument panel are contained in one aluminum piece. They integrate so seamlessly that, as Ransom put it, “looks like it’s poured from a mold.”

The sides of the tank rise up to form two scalloped ridges. In between the ridges, a digital speedo and an analog tach from a GSX-R are integrated into the top of the tank. The tank’s fluid design flows cleanly into the small triangular patch of a seat by Kustom Seat Kreations, and with no rear fender, Ransom incorporated the taillights under the seat. The amazing part is, when it comes time to service the engine, just loosen five bolts and the whole top comes off.
All of this sits perfectly on the backbone of a silver tubular trellis frame. To give the bike the same aggressive attitude inside as out, Ransom sourced the formidable powerplant from a 2008 GSX-R1000. Just as in Eve, the frame sits below the tubular frame and serves as a stressed member. Ransom generally decides on what engine to run before building so when it comes time to mount the mill it’s a bolt-on job for the most part. He also used the stock Gixxer Thou transmission, but the 4-into-1 exhausts running below the bike are his design.
The combination of no fender on the backside along with a single-sided swingarm put the full focus on the black mass of the 300mm Avon Venom tire (The Serpent, Venom, Predators – I sense a theme here). The thick swingarm he made is attached to dual Works Performance Shocks, a feature the owner appreciated as he went out on his 150-mile weekend ride a few weeks back.

The bike is long and low, with a 69-inch wheelbase and a fork set out at a 39-degree angle. The 21-inch tall front tire helps maintain the bike’s aesthetic balance between its beefy backside. The rider’s triangle is sport-oriented with the black Ransom-made handlebars set low, the Vortex foot controls rearset and a moderate seat height .
Small features like silicone brake lines and a compact, powerful Eurocomponents headlight complement the tidy build. Ransom sought the services of Xtreme Kreations’ Jim Caruso to apply the wicked paint and pinstriping that breathe life into the bike. Ransom’s signature Cross logo, a testament to the One who inspires his work, is painted in the middle of the side-mounted license plate holder and on top of the headlight. No weight is listed, but Wayne has a habit of keeping his builds on the lower end of the scale by using aircraft-grade aluminum and Titanium. With a low curb weight (for a custom), a screaming literbike engine, and a chassis capable of keeping that power planted, Ransom wants his customs to be ridden hard, stating “I don’t like to compromise performance for looks.”
It’s a treat in this business to witness a custom builder’s skills evolve. With many talented builders out there, But Ransom has come a long way since we first met. His fabrication skills warrant attention, and something tells me we’ll be seeing him again somewhere along this long and dusty road.

Looking back at the Shelby GT 500 Mustang.

2010-12-05T11:34:00.000-08:00

The Ford Mustang is an American automobile, originally based on the Ford Falcon compact named after the Southern Methodist University Mascot. The first production Mustang, a white convertible with red interior rolled off the assembly line in Dearborn, Michigan on March 9, 1964. Introduced to the public at the New York World's Fair on April 17, 1964, and via all three American television networks on April 19, it was the most successful product launch in automotive history, setting off near-pandemonium at Ford dealers across the continent. The original Mustang inspired the term pony car and prompted many imitators. The Mustang's combination of sporty design, low price, and overall performance allowed it to sell over one million units in its first 18 months on the market. After a number of different generations and redesigns, the Mustang remains available today.

Though the Mustang features equine artwork throughout, it was named after the World War II-era P-51 Mustang.

Engineering.

Surprisingly, for all its style and well-marketed sporty design, the Mustang was based heavily on familiar, yet simple components. Much of the chassis, suspension, and drive train was derived from the Ford Falcon and Ford Fairlane. The car had a unitized platform-type frame from the 1964 Falcon, and welcoming box-section side rails, including five welded crossmembers. Although hardtop Mustangs were the majority in sales, durability problems with the new frame led to the unusual step of engineering the (necessarily less rigid) convertible first, which ensured adequate stiffness. Overall length of the Mustang and Falcon was identical, at 181.6 in (4613 mm), although the Mustang's wheelbase at 108 in (2743 mm) was slightly shorter. With an overall width of 68.2 in (1732 mm), it was 3.4 in (86 mm) narrower, although wheel track was nearly identical. Shipping weight, about 2570 lb (1170 kg) with six-cylinder engine, was also similar. A full-equipped, V8 model weighed about 3000 lb (1360 kg).

Built to order.

Much of the appeal (and the high profit) in such a low-priced car came from the options list. The Mustang's long list of optional equipment has enabled buyers to fully customize their cars to their tastes and budgets. It also resulted in typical transaction prices hundreds of dollars above the base price, making the Mustang profitable not only for the dealer but also for the manufacturer.

The option list included several power train combinations; the buyer could choose a 3 speed or four-speed manual transmission]] ($115.90 or $188.00 with six-cylinder or eight-cylinder engines, respectively) or the three-speed Cruise-O-Matic automatic transmission ($179.80 or $189.60). The standard six-cylinder engine could be replaced with a 164 hp (122 kW) 260 in³ (4.2 L) for $116.00 or a 210 hp (157 kW) 289 in³ (4.7 L) V8. Boasting the V8 and four-speed manual, the Mustang Road & Track recorded a 0-60 mph (0-96 km/h) time of 8.9 seconds, with the standing quarter mile in 17 seconds at 85 mph. Starting in June 1964, the new 271 hp (202 kW) "K-code" High Performance engine became available. At $442.60 (not counting the mandatory four-speed transmission you had to get on a K code engine) it was the single most expensive Mustang option, and only 7,273 of the 680,992 Mustangs sold in 1965 were equipped. With a skilled driver, K-code/4-speed equipped Mustangs could do 0-60 in around 6 seconds, and put down mid 14-second ¼ mile times with ease.

Other options included: limited-slip differential, styled wheels and wheel covers, power steering, power brakes, air conditioning, center console, a vinyl top, various radios, a bench seat, and various other accessories. Disc brakes for the front wheels became optional later in 1965. The list would continue to grow through much of the Mustang's history, in which added trim packages like the Interior Decor Group (or "pony interior") and GT package (which included disc brakes, a handling package with stiffer springs, shock absorbers, stiffer front anti-roll bar, fast-ratio steering, and duel exhaust . Additional engine choices and convenience items are well known for the Mustang.

Coming to market.

Because the timing of the car's introduction coincided perfectly with the first wave of the postwar "baby boom", the Mustang entered the market with a strong force, which was heading off to work in a strong economy. Incredibly, no domestic manufacturer up until that time had anything that remotely resembled an affordable, yet youthful and sophisticated automobile aimed at this burgeoning market, and Iacocca knew it. Despite his repeated attempts to receive the go-ahead to produce such a car, his proposals fell on mostly deaf ears. Although the company was still smarting financially after the demise of the Edsel Division in late 1959, upper management at Ford under Robert McNamara (later United States Secretary of Defense under Lyndon Johnson) wasn't willing to take such a major risk.

Still, Iacocca persevered and was given the green light to produce the Mustang in mid-1962, which gave the design team only eighteen months to design and develop the car. Not only did the project wrap up in under eighteen months, it wrapped up under budget, thanks to the decision for the use of many existing mechanical parts as possible. As far as the design itself was concerned, Ford stylists basically threw out the company handbook on design limitations. This single handedly pushed the stamp of technology of the time to its limit in such design areas as the sweep of the rear lower valence and the remarkably complicated front end stampings and castings. Curved side glass was used as well, but at a stern price considering the technology to produce distortion-free curved safety glass was still in its early stages. Though most of the mechanical parts were directly taken from the Falcon, the Mustang's body shell was completely different from the Falcon's, sporting a shorter wheelbase, wider track, lower seating position, and overall height. An industry first, The "torque box," was an innovative structural system that greatly stiffened the Mustang's unitized body construction and further helped contribute to its excellent handling; at least compared to other cars of the time.

When the Mustang hit the market, there was nothing like it. It was perfect for young hip adults and the talk of the new teen power scene.

From sporty car to sports car.

Some minor changes to the Mustang occurred at the start of 1965 model year production, a mere five months after its introduction. First was an almost complete change to the engine lineup. The 170 in³ (2.8 L) I6 engine made way for a new 200 in³ (3.3 L) version which had 120 hp (89 kW) at 4400 rpm and 190 ft·lbf (258 N•m) at 2400 rpm. Production of the 260 in³ (4.2 L) engine ended with the close of the 1964 model year. With a new, two-barrel carbureted 200 hp (149 kW) 289 in³ (4.7 L) engine taking its place as the base V8, people started to get excited. A 225 hp (168 kW) four-barrel 289 in³ (4.7 L) was next in line, followed by the unchanged "Hi-Po" 289. The DC generator was replaced by a new AC alternator on all Fords and the now-famous Mustang GT was introduced. Available was a four-barrel engine with any body style. Additionally, reverse lights were an option added to the car in 1965. Originally, the Mustang was available as either a hardtop or convertible. During the car's early design phases, however, a fastback model was strongly considered. The Mustang 2+2 fastback made its inaugural debut with its swept-back rear glass and distinctive ventilation louvers.

A machine built for the ages, Carroll Shelby converted (with Ford Motor Company's blessing), a special model designed with only two things in mind; winning races and beating the Chevrolet Corvette. Designated simply as the "GT-350", these purpose-built performance cars started as "Wimbledon White" fastbacks with black interiors. The fastbacks were shipped from the San Jose, California assembly plant and fitted with a Hi-Po 289, four-speed manual transmission, and included front disc brakes. Also shortened hoods and rear seats with identifying trim were among other visual variations. These few cars were converted to street, road racing, and drag cars in Shelby's plant at Los Angeles International Airport.

Modifications to both the street and racing versions included: side-exiting exhausts, Shelby 15 in (380 mm) magnesium wheels (though some early cars were fitted with the factory steel wheels), fiberglass hoods with functional scoops, relocated front control arms, (to reduce understeer and neutralize handling), quicker steering, Koni shock absorbers, a Detroit Locker rear end with Ford Galaxie drum brakes, metallic brake linings at all four corners, rear-mounted batteries, rear anti-sway bars with souped-up front anti-sway bar, dash-mounted gauges, a fiberglass parcel shelf and spare tire holder where the rear seat was intended to be. Among other engine modifications, considerable overhaul boosted output to 306 hp (228 kW). Hot Rod Magazine recorded a 0-60 time of 5.7 seconds.

When Ford stiffened the car's basic body structure, they included a front angled brace intended for the export models and so-called "Monte Carlo" bar; triangulating the under-hood shock absorber towers. Though Shelby's influence on the car diminished as Ford's grew, the 1965 to 1970 GT-350 and its "big-block" brother, the 1967 to 1970 GT-500 are among the most sought-after, and valued automobiles in the world; so too are the high-performance models offered over the years by other automotive tuners following in Shelby's footsteps.

Carroll Shelby also had a special GT500 in mind, called the Super Snake. Instead of the 428, the Super Snake got an all aluminum version of the upgraded side-oiler FE motor in the 427 S/C Shelby Cobra, estimated at around 600 horsepower. Unfortunately, the staggering sticker price offset the public's interest in this concept, and only one was ever documented, with that one still in existence today.

The industry reacts.

In its first two years of production, three Ford Motor Company plants in San Jose, California; Dearborn, Michigan; and Metuchen, New Jersey produced nearly 1.5 million Mustangs, a record unequalled before or since. It was a success that left General Motors utterly unprepared and the Chrysler Corporation only slightly less so. Chrysler had just introduced a car only a few weeks before that would be a competitor, the Plymouth Barracuda. Though the "'Cuda" would grow into one of the most revered muscle cars of all time, it started out at as just a Plymouth Valiant with a hastily grafted fastback rear window. As for GM, they were certain that they had a Mustang fighter in their rear-engine Corvair Monza, but sales figures didn't even come close. The Monza was a fine performer, but boasted a six-cylinder, not competing to the Mustang's available eight-cylinder. It took GM until the 1967 model year to counter with the Chevrolet Camaro and Pontiac Firebird. Even Lincoln-Mercury joined the fray in 1967 with the introduction of an "upmarket Mustang" (and subsequent Motor Trend Car of the Year), the Mercury Cougar. The Cougar name had originally been given to the Mustang during the development phase. In 1968 American Motors (AMC) would introduce the Javelin and later, the 2-seat high-performance AMX. This genre of small, sporty, and often powerful automobiles was unofficially dubbed the "pony car" as a tribute to the car that started it all. The 1968 Mustang fastback gained pop culture status when it was used to great effect as Steve McQueen's car of choice in the crime thriller Bullitt. The Mustang was pitted against the Dodge Charger in the film's famous car chase through the streets of San Francisco. The Mustang also got a boost in its already high-performance image when Holman-Moody racing ordered 15 1966 Mustangs for use in the A/FX drag racing class. These Mustangs were turned into brutes, thanks to the incredible 427 Single-overhead-cam Hemi-headed V-8. Seriously underrated at 657 horsepower with 2-4bbls, these motors were absolute screamers, redlining at over 10000 rpm. Drivers routinely made passes in the mid-10's, with trap speeds around 130-135 mph, not too shabby considering the pathetic traction that slicks of the day provided, not to mention the mustang's aerodynamics (or rather, lack thereof).

The Mustang grows up.

The 1966 Mustang debuted with only moderate trim changes, and a few new options such as an automatic transmission for the "Hi-Po," a new interior and exterior colors, an AM/eight-track "Stereosonic" sound system, and one of the first AM/FM monaural radios available in any car. The 1967 model year would see the first of the Mustang's many major redesigns with the installation of big-block V8 engines in mind. The high-performance 289 option now took a supporting role on the option sheet behind a massive 335 hp 390 in³ (6.4 L) engine direct from the Thunderbird, which was equipped with a four-barrel carburetor. Stock 390/4speed equipped Mustangs of the day were recording ¼ mile times of mid 13's [1], with trap speeds of over 105 mph. A drag racer for the street took a stand during the middle of the 1968 model year, as the 428 Cobra Jet (7.0 L) officially rated at 335 hp (250 kW), but in reality producing well in excess of 400 hp. 1969 saw the introduction of both the car's third body style and a hand-built muscle car intended solely to satisfy the homologation rules of NASCAR, the Boss 429.

Available in 1969 and 1970 only, with a standard Mustang SportsRoof (the new corporate name for the fastback) and the new Mach 1 muscle car version's deluxe interior, the Boss 429 sported none of the garish decals and paint schemes of the day. Only a hood scoop and 15 in (380 mm) "Magnum 500" wheels fitted with Goodyear "Polyglas" tires, with a small "BOSS 429" decal on each front fender, hinted that most powerful Ford V8 of all time was fitted under the hood. Ford intentionally underrated the Boss 429 for advantages both in racing as well as insurability at 375 hp (280 kW) and 450 ft·lbf (610 N•m) of torque. Several dynos showed it to be more around 500-525 horsepower, at very high rpm however. Even with racing touches straight from the factory such as aluminum heads with hemispherical combustion chambers, along with a combination of O-rings and seals in place of head gaskets, it was believed that yet another 75 to 100 hp (50 to 75 kW) was on tap once the single four-barrel carburetor, intake, the restrictive factory exhaust system, and engine speed governor were either replaced or removed. While power steering was a "mandatory option" on the Boss 429, neither an automatic transmission nor air conditioning was available. In the case of the latter, there simply wasn't enough room under the hood. It should be noted that due to the extremely free breathing capabilities of these heads, combined with the smallish carburetor(the Boss 302 had a larger one) and restrictive exhaust, it wasn't necessarily the best choice for a street car, especially since the rev limiter was locking in its revving potential. The Boss 429 made its power in a significantly higher RPM range than most other big block street cars, much like the 426 street hemis, and of course street racing was prevalent in the day. Owners of these could often be surprised by "lesser" cars of the day in stop light drag racing.

Also available during that two-year period was another homologation special for the up-and-coming sport of Trans-American sedan racing. The Boss 302 was Ford's attempt to mix the power of a muscle car with the handling prowess of a sports car. The automotive press gushed over the result, deeming it the car "the GT-350 should have been." Boasting a graphic scheme penned by Ford designer Larry Shinoda, the "Baby Boss" was powered by an engine that was essentially a combination of the new-for-1968 302 in³ (4.9 L) V8 and topped with cylinder heads from the yet to be released new-for-1970 351 in³ (5.8 L) "Cleveland". This combination meant that the Boss 302 was good for a conservatively rated 290 hp (216 kW) through its four-speed manual transmission. Ford originally intended to call the car Trans Am, but Pontiac had beaten them to it, applying the name to a special version of the Firebird. In the ¼ mile the Boss 302 could post very similar times to the Boss 429, oddly enough, despite the smaller displacement and an incredibly free-breathing induction system in the car. It should be noted that the blocks from these cars are incredibly strong, and Ford Racing plans on selling new Boss 302 blocks in the near future.

McLaren MP4-12C.

2010-11-21T10:00:00.000-08:00

The McLaren MP4-12C is revealed as the first in a range of high-performance sports cars from McLaren Automotive, the independent car division based at the McLaren Technology Centre in Woking, England. The 12C, and future models within the range, will challenge the world's best sports cars, benefiting from the expertise and virtuosity of the McLaren Group.

Twenty years of sports car design, engineering and production combined with inspirational success in Formula 1 have driven Ron Dennis, McLaren Automotive Chairman, to announce his plans for the ultimate line-up of technology-led and customer-focused performance cars for the 21st century. The rules in the sports car world are about to be re-written.

Through a rich modern history, McLaren's automotive division has already built the world's most critically acclaimed supercar, the McLaren F1 (1993-1998) and the world's best-selling luxury supercar, the Mercedes-Benz SLR McLaren (2003-2009). McLaren Automotive now looks to the future with a new range of revolutionary sports cars.

View all

Get your own

"It is a long-held dream of mine to launch a range of high performance sports cars that set new standards in the industry," said Dennis.

"We began designing and building cars for aficionados of thoroughbred sports cars almost 20 years ago. Incorporating the leading edge technologies that the McLaren Group has built up within its various companies, I believe we are now perfectly placed to open up this new chapter in McLaren's history as well as play a part in the regeneration of high-tech manufacturing in the UK and global automotive environment," he concluded.

At its heart, the McLaren MP4-12C features a revolutionary carbon fibre chassis structure, the Carbon MonoCell: the first time a car in this market segment is based around such a strong and lightweight racing car engineering solution and the first time any car has ever featured a one-piece carbon fibre structure.

This step change in sports car design means that the 12C introduces new standards not just in handling, ride and outright performance, but also safety, economy and practicality in an already competitive sector.

Martin Whitmarsh, Team Principal of McLaren's racing team highlighted the integral part that McLaren's motorsport and road car experience played in developing the 12C: "McLaren has for years offered a potent mix of race car and road car technologies. This combination of McLaren's performance heritage, and future demands on what is expected of high performance sports cars in the 21st century, gave us a head-start when we embarked on this project. The 12C, and future variants, draws on the spirit of Formula 1 and delivers real-world technological advances."

The first car from the new company, the McLaren MP4-12C, is a high performance two-seat mid-engine model in the 'core' sports car market segment for cars costing between £125,000 and £175,000. The 12C is pure McLaren, featuring no carryover parts from any other car, and will be produced by McLaren in the UK. It goes on sale through a dedicated, worldwide retailer network in early 2011.

"McLaren is already a car maker with maturity and experience, having produced iconic cars such as the F1," said Antony Sheriff, McLaren Automotive Managing Director.

"The next step was to construct a range of pure McLaren high performance sports cars that are true to the company's philosophy and reflect our position as an absolute technology and performance leader. So, when we embarked on the 12C project, we wanted to re-write the rules of sports car design. Indeed, the 12C offers performance and technology that exceeds that of the world's most expensive and sophisticated supercars, while competing in a much more accessible market segment. And to achieve this result, we designed every component from scratch to meet the extreme goals of the 12C and avoid any compromise."

"Forget what you know about sports car companies, McLaren is different," he concluded.

Inside out

The heart of the new car is the Carbon MonoCell. McLaren pioneered the use of carbon composite construction in the 1981 Formula 1 MP4/1 model and set a trend that all Formula 1 teams have followed. The company brought carbon fibre to road cars for the first time with the 1993 McLaren F1 and then built on this experience with a carbon fibre chassis and body on the SLR manufactured to the same exacting standards, but in higher volumes.

So, until now, carbon chassis have remained the preserve of the most expensive exotic cars; a purchase for the super-rich where costs are driven by the complexity of carbon fibre chassis design and build.

The 12C changes this by introducing the advantages of carbon composite - light weight, high strength and torsional rigidity, and longevity - to a more affordable sector through its revolutionary engineering as a one-piece moulding. Never before has a carbon fibre chassis been produced this way.

The 12C MonoCell not only brings dynamic benefits, but also offers fundamental engineering opportunities that form the basis of the car's unique character. It has been designed to allow a much narrower structure overall which in turn contributes to a more compact car that is easier to position on the road and more rewarding to drive.

Not only is the 12C unique in its class by offering carbon technology, it also has the highest specific power output as well as extraordinary power- and torque-to-weight ratios. Furthermore, the Proactive Chassis Control system offers groundbreaking handling and ride comfort while an intense focus on occupant packaging offers new levels of comfort and everyday usability.

Antony Sheriff explained. "With the 12C we are redefining the relationship between performance and practicality, as well as performance and efficiency, achieving leading positions in both. We have designed this car from the inside out. We have a saying in McLaren - 'everything for a reason' and the 12C will surprise people in many ways.

"A clear illustration of its special qualities is in the efficiency of its power delivery. With the 12C's power output of around 600hp and its low CO2 emissions, it delivers the highest horsepower to CO2 ratio of any car on the market today with an internal combustion engine...and that includes petrol and diesel hybrids," Sheriff concluded.

Pure McLaren.

All the parts of the McLaren MP4-12C are bespoke and unique to this car. Everything from the engine right down to the tailor-made switches and buttons is pure McLaren: nothing has come from another manufacturer's parts bin.

The 12C is powered by a bespoke McLaren 'M838T' 3.8 litre, V8 twin-turbo engine producing around 600bhp, driving through a McLaren seven speed Seamless Shift dual clutch gearbox (SSG). It is targeting not only new standards for power and performance in its sector, but also class-leading fuel economy and CO2 emissions; supported by McLaren's experience of active aerodynamics to aid cooling, grip, handling and road holding.

"The 12C is all about performance," said Sheriff. "And in McLaren, we have a very broad definition of performance. We don't just look at the traditional one-dimensional parameters like top speed, we focus equally on useable measures such as in-gear acceleration times, braking performance in all conditions, and efficiency of power delivery combined with the lowest possible fuel consumption and CO2 emissions. Sure, 12C is very fast, but it is also the most efficient, most driveable high-performance sports car in the world.

"In the more subjective areas of road-holding, handling, comfort, driver involvement and day-to-day usability, McLaren is achieving new standards for a mid-engined high performance sports car in this sector," he concluded.

Thorough engineering and market research led to concept development and a clear decision in favour of a mid-engined two door high performance sports car. Intensive work was carried out in the wind tunnel and the driving simulator to ensure that the new car would inherently have superb dynamic qualities.

Dick Glover, McLaren Automotive Technical Director, was closely involved with the development of these invaluable tools during his time with McLaren's Formula 1 race team.

"There are so many examples of race car process and technology transfer in the 12C," claimed Glover. "The car owes much to McLaren's experience and success in motor sport. The advantage of technology transfer is only one element; speed of decision-making and development, F1 processes and people all make an important contribution.

"Brake Steer, for example, is a technology we pioneered on our Formula 1 car back in 1997. It helps to dial out understeer on entry to a corner and improves traction on the way out. Another is the Pre-Cog function on the gearshift rocker that effectively primes the gearbox ready for the next change, ensuring a more satisfying and faster gearchange. This is a high performance sports car with race car genes and teamwork at its heart."

Adding lightness.

Weight is the enemy of performance in every area of car design. It affects acceleration, speed, handling, fuel consumption and CO2 emissions - everything. McLaren Automotive engineers pursued weight saving obsessively. For example:

    * The Carbon MonoCell not only reduces the weight of the structure but also allows for the use of much lighter weight body panels.
    * The close position of the driver and passenger allows a narrower, lighter body while giving improved visibility with a clearer perception of the car's extremities.
    * Brakes with forged aluminium hubs save 8 kg and weigh less than optional carbon ceramic brakes.
    * Lightweight exhaust pipes exit straight out the rear of the car, minimizing their length and weight.
    * Airflow-assisted Airbrake deployment dramatically reduces weight of the Airbrake activation system.
    * Small, compact downsized engine coupled to lightweight compact SSG minimizes vehicle length, weight and polar moment of inertia.
    * Significant weight was pared off the alloy wheels through intensive Finite Element Analysis of wall thicknesses.
    * The engine cooling radiators were mounted at the rear, as close to the engine as possible, to minimize the pipework, the fluids contained within them, and therefore weight. They were also mounted in car line to minimize vehicle width.

"We have spent most of the programme 'adding lightness'," said Mark Vinnels, McLaren Automotive Programme Director. "If the cost of reducing weight brought performance gains in speed, handling or economy, we did it. However, if the expense could deliver improved performance elsewhere we didn't pursue it. We never set weight targets as such; we set cost-to-performance targets and examined everything in this way.

"A good example of this philosophy is that we considered carbon fibre body panels. They would have reduced weight but added little benefit as the new one-piece Carbon MonoCell provides all of the torsional strength the body needs. The costs saved were used elsewhere for greater weight reduction and efficiencies overall. This was the holistic approach to weight saving that we used all the way through development," he concluded.

Design: everything for a reason.

The McLaren MP4-12C design follows similar principles to McLaren's Formula 1 cars, and the legendary McLaren F1, where everything is for a reason and all lines, surfaces, and details are designed with a job in mind as much as styled. This ensures that the 12C communicates its engineering through its styling and will remain timeless as a piece of automotive design.

Frank Stephenson, McLaren Automotive Design Director: "Many sports cars and super cars present an 'in-your-face', 'look-at-me' image that can become wearing and boorish; the ultimate backhanded compliment becomes, "…it was of its time". Great design, however, is timeless and looks relevant years later. Take the McLaren F1 as an example. I hope that with the 12C we have produced a car that looks great today and will still look great in years to come."

The 12C's body has been styled to support sector-leading levels of downforce; downforce that then subsequently contributes to sector-leading levels of lateral grip and stability. Air flow has been manically managed to support all performance figures and light weight targets. For example, placing the radiators adjacent to the engine keeps the car narrow and reduces weight. However, this results in a huge challenge of ensuring ample air flow to the radiators. The result? The large side air scoops and integrated turning vanes that are dramatic, but purely functional. No larger or smaller than required.

The designer's challenge is to then take that styling purpose driven by engineering aspirations and add personality. That's why the air scoops resemble the McLaren logo in form, as do other features around the car.

Just two 'pure' lines flow round the car and, when combined with the integration of several dramatic convex and concave surfaces, present a car that looks compact, low and well proportioned.

The market opportunity for McLaren.

"I am confident that now is the right time for McLaren Automotive to become a full line high performance sports car manufacturer," stated Ron Dennis.

"Worldwide demand for high performance cars is strong, in large part because of great cars from great competitors. With McLaren joining that list, it will grow stronger still. What we are offering is a new approach to the market, through a skilled, solid, debt-free and risk-managed company. McLaren is right to take this step now and support future growth of high-technology manufacturing and engineering jobs in the UK," Dennis declared.

The market for high performance sports cars has grown substantially since the turn of the century. McLaren divides the market into segments that encompass both more comfort-orientated GT cars and the hard-edged supercars for road and track use.

The 'core' segment runs from around £125,000 to £175,000 featuring such cars as the Ferrari 458, Lamborghini Gallardo, Porsche 911 Turbo, Bentley Continental GT and Aston Martin DB9. A second segment is the 'high' category with prices ranging from £175,000 to £250,000 and consists largely of front-engined GT cars such as Ferrari 599 GTB and Ferrari 612, with just one mid-engined contender, the Lamborghini Murcielago.

The final segment is the 'ultimate' group, a sector more or less initiated by the McLaren F1 in 1993 and now populated by a select group of cars including the Mercedes-Benz SLR McLaren, Bugatti Veyron, and cars from the likes of Pagani and Koenigsegg that followed legends such as the Porsche Carrera GT and Ferrari Enzo. In 2011, McLaren will bring technology and performance exclusive to this 'ultimate' sector into the 'core' segment.

Although the recent economic downturn has affected the performance car sector, just as it has the entire motor industry, McLaren Automotive believes that the 'core' segment's growth from 8,000 sales in 2000 to more than 28,000 in 2007 highlights the potential that exists and that it will soon return to at least 2007 levels.

"By the time the 12C is launched in 2011 we expect the economic conditions to be much improved. We have already seen significant interest in the car and the supply of the 12C will be relatively scarce; in its first year we plan to produce just 1,000 cars which represents only 3.5 per cent of the 'core' market," explained Antony Sheriff.

"We have created ground-breaking new technology, lightweight engineering solutions, and harnessed real-world motor racing applications. It brings new levels of performance, fuel efficiency and practicality to the 12C's segment. And it will be more exclusive than its principal competition with a price that reflects its lack of ubiquity," he said.

McLaren Automotive will distribute the 12C and future models through a brand-new retail network in all global markets.

Exclusivity, exquisite design and a passionate focus on delivering a wonderful ownership experience will ensure that the small number of retailers around the world are taking on an attractive new brand. This approach will drive excellent customer service and a virtuous circle that retains McLaren customers and brings in new converts as the range expands.

McLaren MP4-12C - what's in a name?

The name of the new McLaren sports car is MP4-12C.

What does this signify? As one might expect at McLaren, everything has a purpose and the nomenclature is no exception.

    * 'MP4' has been the chassis designation for all McLaren Formula 1 cars since 1981. It stands for McLaren Project 4, resulting from the merger of Ron Dennis' Project 4 organisation with McLaren.
    * The '12' refers to McLaren's internal Vehicle Performance Index through which it rates key performance criteria both for competitors and for its own cars. The criteria combine power, weight, emissions, and aerodynamic efficiency. The coalition of all these values delivers an overall performance index that has been used as a benchmark throughout the car's development.
    * The 'C' refers to Carbon, highlighting the unique application of carbon fibre technology to the future range of McLaren sports cars.

The elements of this name represent everything that the McLaren MP4-12C stands for:

    * 'MP4' represents the racing bloodline
    * '12' represents the focus on complete performance and efficiency
    * 'C' represents the revolutionary Carbon MonoCell

"We are very proud of the McLaren MP4-12C and all the teamwork, intelligent thought and sheer effort that have gone into developing this car. What drives people at McLaren is passion - if you cut them, they bleed McLaren. And there is no doubt in my mind that the 12C fully reflects that focus, drive and determination in its performance, style and ownership potential," said Ron Dennis, McLaren Automotive Chairman.

"This is the start of an exciting new chapter in McLaren's history, in British high-technology engineering and manufacturing, and in global sports car design. We aim to be the best, but will leave that ultimate judgement to our first customers in 2011. Until then, we will strive to put one name at the top of the 'most wanted' list for buyers of high performance sports cars: 'McLaren'," he concluded.

A carbon fibre heart.

Light weight and performance are defining philosophies at McLaren. But outright power alone is of little significance if a car's weight saps output or if that power is unmanageable and compromises the driving experience or results in unacceptable emissions.

Fundamentally, it is critical to keep weight as low as possible. Increased customer demands for safety and advanced features all mean that shaving weight is ever more difficult. However, at McLaren saving weight remains a passion and at the heart of the McLaren MP4-12C is a carbon fibre composite chassis: the Carbon MonoCell.

This revolutionary structure is the automotive version of a McLaren innovation that started with Formula 1 back in 1981 and delivers both weight savings and performance gains. It is a technology cascade in which McLaren brought carbon composite technology from the aerospace industry to make the MP4/1 F1 car, the first Formula 1 car to benefit from the strength, weight and safety of carbon fibre.

McLaren's Formula 1 carbon fibre technology then offered the company the opportunity of applying its expertise to road car applications. The first ever road car to be constructed of this material was the McLaren F1 produced in 1993, albeit in small numbers. The F1 was followed by the Mercedes-Benz SLR McLaren that also shared this rare expertise.

Only a handful of other cars in the market offer such technology today and all of them lie in the 'ultimate' segment. No manufacturer has brought the advantages of carbon composite technology to a more affordable sector of the market. But the 12C does, through engineering passion and a relentless pursuit of efficiency.

So, McLaren did it first with the F1, the world's fastest car for many years, then in the highest volume with SLR, which almost doubled the volume of the next highest produced carbon fibre-based high performance sports car by selling over 2,100 units. Now, through revolutionary one-piece moulding of the MonoCell, McLaren brings a carbon composite chassis down to the 'core' category, where currently only traditional metal structures are offered.

The advantages this technology brings are light weight, high torsional rigidity, a very strong safety cell, low perishability, ease of repair and extreme dimensional accuracy.

The 12C MonoCell weighs less than 80 kg. Carbon fibre contributes to the car's low overall weight and it forms the structural basis for the whole car. The tub's torsional rigidity is considerably stiffer than a comparable alloy structure.

This inherent lack of flex means the unique front suspension system, which is mounted directly onto the MonoCell, requires less compromise for flex of the suspension itself. Therefore, it is easier to develop the unique balance between fine ride and precise handling that McLaren has targeted. The MonoCell also offers greater occupant safety. It acts as a safety survival cell, as it does for a Formula 1 car.

Carbon composites do not degrade over time like metal structures that fatigue. One is able to get into a 15-year-old McLaren F1 and there is none of the tiredness or lack of structural integrity that afflicts traditional cars that have suffered a hard life. The 12C will feel as good as new in this respect for decades.

And in the event of an accident, the light weight aluminium alloy front and rear structures are designed to absorb impact forces in a crash and can be replaced relatively easily. Aluminium extrusions and castings are jig welded into the finished assembly and bolted directly to the MonoCell. Cars with full aluminium chassis use their structure to absorb and crumple on impact, which implies more fundamental damage (and expense) to the whole structure, including the passenger cell, in a major accident.

McLaren has pioneered a new carbon fibre production process that allows the MonoCell to be produced to exacting quality standards, in a single piece, in only four hours, compared to the dozens of carbon components (and dozens of production hours) that normally feature in a carbon fibre chassis structure. This naturally brings huge efficiency and quality benefits. The MonoCell project is managed by Claudio Santoni, McLaren Automotive Body Structures Function Manager.

"It was clear that we needed to develop a car with a carbon fibre structure. After all, McLaren has never made a car with a metal chassis!" said Santoni.

"The whole 12C project is based on the concept of the MonoCell. This means that McLaren can launch into the market with greater performance than our rivals and a safer structure. To put it into perspective, if the costs and complexity of producing a McLaren F1 carbon fibre chassis are taken as a factor of 100, the 12C chassis production costs are reduced to a factor of seven or eight, without degrading the strength or quality of the carbon fibre structure. And this step-change in technology could make its way into more mainstream cars," he concluded.

Getting the production process right is the result of five years of extensive research. Now that the process is perfected, it allows McLaren to produce the MonoCell repeatedly at very high quality.

"Not many people in the automobile world work to standards demanded by the aerospace industry," claimed Mark Vinnels, McLaren Automotive Programme Director.

"Our ability to analyse and predict the performance of carbon fibre is in line with aerospace technology and is truly world class, particularly in the sense of predicting failure, which is obviously key in managing crash events and passive safety.

"We can now predict failure levels at individual ply level in the carbon composite and the results are absolutely correlating with what we predicted," he concluded.

The finished MonoCell emerges in one piece and this new process could revolutionise car design. It avoids the need to bond different parts to make the whole structure, as with all other carbon fibre cars. It is hollow, saving further weight, and the integrity of production ensures the location of suspension and ancillaries is accurate to the finest of tolerances.

Powertrain: pure McLaren.

The McLaren MP4-12C is powered by a twin-turbocharged, 3.8 litre 90° V8 engine - the 'M838T'. This marks the start of a new era in 'core' segment sports cars - smaller capacity, lighter weight, higher efficiency and more economical power units. The engine has the highest specific power output in its segment which, when allied to its low weight carbon composite chassis, delivers exemplary power- and torque-to-weight ratios.

'M838T' is a unique McLaren power unit, developed specifically for the 12C. It is compact, lightweight, very stiff, and offers an uncompromising combination of very high performance and good driveability, with excellent economy and CO2 emission values.

Taking power and emissions in combination (measured by its horsepower to CO2 ratio), the 12C delivers its power at greater efficiency than any other car on the market with an internal combustion engine, including hybrids.

'M838T' features dual variable valve timing and produces around 600bhp and 600Nm of torque. A dry sump and flat plane crankshaft allow the engine to be placed extremely low in the chassis thereby lowering the centre of gravity and improving handling responses. It also features composite cam covers and intake manifolds, which reduce weight and heat transmission into the charge air, as well as Nikasil-coated aluminium liners for further weight reduction.

The McLaren engine revs to 8,500rpm, has quick transient throttle response and delivers its abundant torque throughout the rev range. A staggering 80 per cent of torque is available at below 2,000rpm, ensuring great driveability and no need to floor the throttle to deliver performance.

And it delivers a great soundtrack to highlight the engine's performance, flexibility and driveability. The sound of the engine has been thoroughly engineered through exhaust manifold design and tuning of the exhaust and intake systems to deliver a unique engine note.

The high level exhaust pipes exit through a mixing box, rather than a conventional and heavy silencer box. All parts of the exhaust system up to the mixing box feature sandwich layer heat-shielding that helps reduce heat from the engine bay. In just an 18mm gap, exhaust gas temperatures reduce from 900°C to 300°C.

The engine drives the rear wheels through two wet clutches and a McLaren-developed seven speed Seamless Shift dual clutch gearbox (SSG).

The Seamless Shift technology offers variable programmes ranging from 'normal' for road use and 'sport' for quicker changes still, right up to a lightning quick high performance mode. In addition an 'automatic' mode, 'launch control' and 'winter' modes can be selected, the latter changing all electronic functions to suit low friction conditions and delivering maximum driver aid and support. There is no traditional manual transmission offered; the two pedal layout offered further scope to create a narrow, and therefore light, car.

The 12C's SSG is a development on the automated and sequential manual gearboxes with paddle shifts that proliferate in the car market today. The character of the transmission will engage even experienced drivers with its responsiveness and its contribution to the whole dynamic package.

With minimal torque loss, there is none of the lurch, hesitation or unpredictability that characterise traditional automated-manual transmission systems.

Design of the SSG system was driven by a demanding mechanical package that not only reduced weight and improved dynamic control for the entire vehicle, but also delivered driver benefits.

It is lightweight and compact in design and positioned in exactly the best location. The input shaft lies very close to the output shaft to help position the entire powertrain low in the vehicle. Twin secondary shafts ensure any rear axle weight overhang is minimised and rear crash performance is uncompromised. The bespoke SSG is further complemented by an entirely new control system.

This obsessive attention to detail comes as second nature to McLaren, but is not just there to satisfy the engineers' passions. McLaren's designers have also engineered the system to work seamlessly with the driver.

The system reduces weight and benefits packaging targets, but also ensures that driving programmes and shift strategies take the driver's own inputs and uses them to directly control the engine's torque and speed to deliver performance, economy or comfort as requested.

Gears are changed using a Formula 1 style rocker shift that pivots in the centre of the steering wheel. It is actuated on either side of the steering wheel (pulling right changes up, pulling left down).

As with the McLaren Formula 1 car, a shift can be actuated either by pulling or by pushing on the rocker. The rocker moves with the steering wheel, rather than being mounted on the steering column, so that if a gearchange is needed while lock is being applied the driver does not have to fumble around to change gear.

The rocker itself incorporates an innovative feature created by McLaren engineers called Pre-Cog. The name stands for pre-cognition, literally 'foreknowledge'. The rocker on the 12C has two positions with a slightly different haptic (or feel) for each. The driver applies first pressure to the rocker and it informs the gearbox to get ready to swap ratios, thereby saving time - latency - between the message being sent and the gearbox being primed to act. The second pressure confirms that the gear should be changed and the torque handover is completed in milliseconds.

"What Pre-Cog actually does is initiate the shift process by priming the clutch and torque handover - it takes significant time out of the process," explained Dick Glover, Technical Director McLaren Automotive.

"It's a little bit like the first pressure on a camera shutter button. There's no requirement for the driver to use it but it is more satisfying and engaging if you do. The SSG also promotes seamless shifting in which the driver doesn't have to reduce engine power at all - rather than the gearshift slowing you down, it actually speeds the car up by recovering the energy of the crank spinning as it drops engine speed," he said.

In practice the latency of the shift is virtually zero, the actual gear change time is very fast and the level of impulse can be varied according to the gearbox mode. Considering that McLaren was the first Formula 1 team to introduce seamless shift gearchanges into motor racing, it was a natural step to develop such a bespoke transmission to its sports car project.

Chassis: Proactive control.

The suspension for the McLaren MP4-12C breaks new ground, offering hitherto unseen levels of roll control and grip (an almost flat cornering attitude, depending on the programme selected).

Although such track-like responses would normally imply a rock-hard ride, the 12C delivers compliance and ride comfort more akin to an executive saloon car. The mix of occupant cosseting and sporting potential is truly unique. The 12C offers the driver both class-leading ride comfort and class-leading performance.

The whole chassis package produces not only a unique relationship between ride and handling, but also astonishing lateral grip and outstanding traction. The 12C is poised and balanced whether negotiating high or low speed corners, during direction changes, under heavy or light braking and on tightening or opening corners.

The trick behind blending such opposing objectives lies in the innovative Proactive Chassis Control system, uncompromised geometry, and weight distribution.

The suspension is based on double wishbones with coil springs. The dampers are interconnected hydraulically and provide adaptive responses depending on both road conditions and driver preference.

The Proactive system features adjustable roll control which replaces the mechanical anti-roll bars that have been a standard feature of road cars since time immemorial. It allows the car to maintain precise roll control under heavy cornering while decoupling the suspension in a straight line for excellent wheel articulation and compliance.

There are three suspension modes that are selected on the Active Dynamics Panel. As with the powertrain adjustment, there is a 'normal', a 'sport' mode and a high performance mode which adjusts numerous parameters in the system.

Not only is the Proactive suspension a unique application that delivers absolute benefits to driver and passenger, but it is also another example of McLaren's drive to achieve all-round performance goals from core engineering targets.

For example, the unique blend of a compliant ride with ultra-sharp handling also delivers ownership benefits as it protects suspension bushes from wear and tear, with McLaren's research suggesting a potential for up to ten times more mileage than on some competitor cars. Also, the hydraulic pump that supports the dampers is the same pump that supports the electro-hydraulic steering system. Why use two pumps when one - small and lightweight - pump will do?

The powertrain packaging also contributes to the 12C's handling prowess.

The engine is mounted low down in order to lower the centre of gravity while the radiators are rear-mounted and reduce weight by saving on long piping to and from the engine (and the fluids they would hold). The value of rear-mounted radiators is key to the 12C's handling and balance. The more weight that can be concentrated within the wheelbase and towards the centre of gravity, the lower the polar moment of inertia, thereby improving corner turn in.

Another feature that helps the 12C to handle at a new level is a development of an electronic system used by McLaren's 1997 MP4/12 Formula 1 car, - Brake Steer. In essence, it is a system that brakes the inside rear wheel when the car is entering a corner too quickly to make the desired radius. Under normal circumstances the front would wash away wide of the apex the driver wants to touch: in other words, the car is in a state of understeer.

Brake Steer manages the tendency of a car to wash out and brings its nose back on line. It assesses the steering angle to determine the driver's intended course and applies the inside rear brake to increase yaw rate and resume the desired course.

The system also works on acceleration out of a corner when the inside rear has a tendency to spin, allowing the driver to put power down more quickly. It controls what a limited slip differential would do and obviates the need for such a complex and heavy unit, thus saving more valuable kilos.

The standard brakes for the 12C reduce overall vehicle and unsprung mass. McLaren has developed a composite braking system that uses a forged aluminium bell that attaches to the cast iron disc. This solution maintained the excellent brake feel of a cast iron disc while saving 8 kg. Carbon ceramic brakes will be available as an option, offering fade-free braking performance during high performance driving, but the standard composite brake system is actually lighter than the larger carbon ceramic units.

The design of the standard cast alloy wheels (19" front, 20" rear) was driven by McLaren's light weight objectives: the light weight styling was agreed in concept, then the wheel was tuned using Finite Element Analysis to take a further 4 kg out of the wheels. Bespoke Pirelli tyres have been developed in conjunction with McLaren specifically for the 12C.

An array of electronic aids is fitted to the 12C that will assist and protect the less-experienced driver, or when conditions challenge even the best. These include ABS, ESP, ASR traction control, Electronic Brake Distribution, Hill Hold and Brake Steer. The level of intervention varies according to the handling mode selected.

Design: everything for a reason.

The McLaren MP4-12C has been designed around a demanding mechanical package that puts emphasis on aerodynamics, compact dimensions, performance and efficiency, practicality and comfort. Although the design of the 12C was driven by aerodynamics, it aims to remain contemporary and elegant throughout its lifetime as well as distinctive among its peers.

Frank Stephenson, McLaren Automotive Design Director, helped finalise the design: "Like most designers it's a boyhood dream to work with high performance sports cars. They are the purest expression of speed and purpose and, with increased consumer demand in this market and environmental aims to the fore, offer designers the ultimate challenge.

The 12C design was therefore led by aerodynamics. At McLaren we have been able to use the Formula 1 techniques and the huge expertise that the company has amassed at the pinnacle of the sport," explained Stephenson.

"All the fins, vents and the flat underbody are there for a reason. No styling addenda have been incorporated for appeal or style alone. This aerodynamic purity explains why this car can hit top speed with great stability without resorting to tea tray wings or deep front air dams. I really feel that the styling communicates the 12C's engineering integrity and technical benefits and it is this purity that makes the design timeless."

The overall design theme supports engineering aerodynamic ambitions. Purity of lines then give the car its character. Successful car design is based on proportions and McLaren's styling team, whilst driven by the demands of the purest airflow, honed a mix of concave and convex surfaces that present balanced proportions and a feeling of lightness. Nothing is out of place on the car and surfaces interact smoothly and with purpose; surfaces that are integrated into the whole of the car along two continuous lines that flow round the body.

The front is very low since it does not have to house large engine cooling radiators, two of which are mounted longitudinally at the sides. This offers the added benefit of segment-leading space for storage under the bonnet.

The 12C's face is dominated by large and distinctive air intakes and bi-xenon headlights with LED running lights inspired by the form of the McLaren logo. The McLaren logo itself also graces the bonnet of a car for the first time.

Illumination from the running lights bleeds into three distinctive gills just above the headlamps. The windscreen is deep and low for superb forward visibility and redolent of the McLaren F1: in wet weather it is swept by a single weight-saving pantograph wiper blade, as was the F1.

Stephenson again: "The 12C does not reproduce the F1 design but it unashamedly builds on its functionally-driven engineering and design highlights such as the large, deep windscreen and the low cowl to give the driver good visibility for accurate placement on the road. Any similarities are there for a reason."

From the side, the 12C cannot be mistaken for another sports car. The dominant side air inlets act as turning vanes and help direct cooling air over the side radiators. This shape was designed and optimised using McLaren's extensive computational fluid dynamics capability. Likewise, the scalloped shoulders drive airflow to the airbrake, thereby enhancing its effectiveness in the aerodynamic package.

The other prevailing design characteristics are the dihedral doors (a hereditary gene from the McLaren F1), which has a clear purpose, like every other element of McLaren's design ethos.

The concept of dihedral doors is simply to allow the driver and passenger to get into and out of the car as easily as possible as well as allowing a smaller door opening than would otherwise be necessary.

The simple act of moving the door forward and upwards invites the driver to step across the sill and sit in the car more easily. In tighter parking situations, dihedral doors allow ingress and egress in a situation where another car has parked too closely. In traditional door systems a huge parking space is necessary to permit the doors to open wide enough.

With its single hinge, the dihedral doors offer weight-saving features and are unique to the McLaren brand. As is the unique handle-free door entry system.

The 12C's rear is unique. It has an aggressive, business-like appearance with its downforce-optimised rear diffuser. The exhaust pipes exit high and in the centre of the car and the rear end is open to ensure efficient evacuation of hot air from the engine bay. The engine itself is visible through the top deck. The LED tail light clusters do not dominate the rear and are hidden behind horizontal black bars. They are only visible when illuminated: the two upper bars light up as LED brake lights and turn indicators.

Aerodynamic efficiency drove the 12C's design. High downforce helps maintain traction, cornering ability and stability while low drag aids top speed and acceleration. It has a completely flat underbody and smooth upper body surfaces to yield a highly effective drag coefficient and generate very high levels of balanced downforce at high speed.

A nose splitter gives more downforce at the front while guide vanes near the front and rear wheels help to increase downforce with minimal drag penalty and direct air towards the all-important diffuser at the rear.

The active Airbrake is another innovation that made its debut on the F1 supercar and was also incorporated into the SLR. It deploys hydraulically under braking, or when the driver wants to trim the car for increased downforce by using a switch on the Active Dynamics Panel.

Under braking, a piston operated by transmission hydraulics raises the Airbrake to a certain angle. Once a small amount of wing angle is pushed into the airflow, the centre of aerodynamic pressure forces the bottom of the 'wing' back. In this way, it raises the airbrake to maximum angle using the 'free' airflow rather than relying on another mechanical device.

The Airbrake moves the centre of pressure of the 12C rearwards, whereas it would normally move forward under braking. It improves yaw stability under braking and allows the brakes to work more effectively due to increased downforce. It is also a weight-saving solution that took almost 50 per cent of weight out of the mechanism.

Overall, the 12C is lower, shorter and narrower than key competitors, but has much shorter front and rear overhangs due to its longer wheelbase - a layout that promotes stability and assists handling response.

Inside: it all starts with the driver.

Packaging was fundamental to the McLaren MP4-12C design challenge. Externally, the car had to be compact, yet internally it had to offer an unparalleled driver and passenger environment where comfort and driving enjoyment at all levels were not compromised.

"With the interior, we have created a real step forward in the packaging of a sports car. Moving the driver and passenger closer together improves driving control and moving the pedals improves the problem of wheel well intrusion. We also repackaged many of the major components that normally sit under the dashboard to allow for more space and a unique form. Packaging is one of the 12C's really strong points," said Frank Stephenson.

But the creativity of the interior design itself aimed to set new standards. The whole focus is on making the 12C cockpit a uniquely comfortable and functional space. The design offers a symmetry that wraps around the occupants and makes them feel not only physically, but also emotionally comfortable.

The interior is extremely space efficient and is designed to accommodate 98th percentile adults in comfort. This has been partly achieved by the 7 inch touch screen telematics system oriented in 'portrait' mode. This is a first for the automotive industry and is more intuitive than 'landscape' orientation - we read down a page and our mobile telephones and other personal information devices are configured this way.

This is one of the many reasons the 12C design is able to buck the trend towards ever wider sporting cars. The innovative information centre provides all normal telematics functions such as audio, navigation and telephony, while providing some new features never before seen in a car. Meridian, the renowned producer of state-of-the-art sound systems, is developing its first ever in-car system for the 12C.

McLaren designers paid great attention to all-round visibility for both safety and driving precision.

The low cowl gives a full six degrees downward vision from eye height and, importantly, allows the driver a clear view of the front of the car. The view of the top of the front wings, with the highest point positioned directly above the centre of the wheel, also facilitates perfect placement of the 12C in a corner. Rear vision is excellent too and an internal buttress with a rear three-quarter glass provides a clear rearward view.

The steering wheel is probably the most important sensory item for any driver. Apart from the feel and feedback from the front wheels, the actual grip and design of the wheel itself is paramount. The steering wheel is 'clean' - there are no buttons to distract the driver. It also needs to be small and very tactile.

McLaren designers and engineers found the solution to the steering wheel design challenge under their own roof. Having employed an advanced and compact airbag, the steering wheel design was then inspired by McLaren's racing expertise.

The steering wheel grip of the 12C is as technically precise as a McLaren racing driver's wheel.

This is because past Formula 1 championship-winning drivers' grips were modelled and scanned and the most effective feel and thickness of their wheels was replicated for a high performance road car.

Such attention to detail is to be found throughout the McLaren 12C's interior and the car does not suffer an over abundance of switches, knobs and dials.

The layout and ergonomics of the interior are aided by the 12C's packaging. The driver and passenger sit closer together, giving the driver a better feeling of control for placing the car on the road accurately as well as leaving more room between the driver and the door panel. This allows not only more space for arm movements during hard driving, but also provides space for an additional 'door console'.

Like the McLaren F1, the driver has controls on both sides, which allows for a rational positioning of switches:

    * Climate controls on each door console
    * Telematics on the upper centre console
    * Active Dynamics Panel on the middle centre console
    * Transmission and minor controls on the tunnel console
    * Trip computer and cruise controls on steering column

As such, all groups of controls have their own place and are accessible within a hand's distance from the steering wheel. The instrument cluster has a large central tachometer and digital speed readout. Behind the steering wheel (and moving with it) is a Formula 1-inspired rocker for changing gears. It has been engineered to deliver a Formula 1 haptic. The science of haptics has been applied to all the controls in order to generate a consistent and high quality feel. All the controls are bespoke, designed exclusively by McLaren, and not a single one has come from the parts bin of another manufacturer.

The Active Dynamics Panel provides two rotary switches and four push buttons:

    * 'Start/Stop'
    * 'Active' activates all the dynamic controls.
    * 'Winter' sets powertrain, suspension and electronic aids to maximum driver support.
    * 'Launch' initiates the launch control system.
    * The two rotary switches control 'powertrain' and 'handling', each having three position settings for normal, sport and high performance driving modes.
    * 'Powertrain' changes throttle response, gearbox strategy, shift times and impulse (how much one can feel the gearchange). The coaxial 'Manual' button controls use of manual gearbox functions.
    * 'Handling' changes stability control, steering weight, suspension firmness and roll stiffness. The coaxial 'Aero' button allows the driver to deploy the airbrake for increased downforce.

The supportive, light weight seat is comfortable and electrically-adjustable for height. There is plenty of stowage space in the car with a shelf behind the seats big enough for small bags and a 'floating' centre console that leaves space beneath for a large storage container.

The interior's simplicity belies a world-class level of comfort and safety features that will include a full quota of airbags, fully automatic dual zone climate control, sophisticated telematics and audio systems, parking sensors, trip computer, cruise control and electric memory seats.

Testing and simulation.

McLaren has developed one of the most sophisticated driving simulators in the world. It is an immensely powerful tool that can be used to predict handling, performance, and a multitude of other dynamic properties.

The simulator was initially designed to improve the performance of the Formula 1 cars. But it has also been used intensively in the design and development process for the 12C, where modelling offers the opportunity to test likely outcomes without having to build a component that might turn out to be inadequate. It saves both money and time and it is perhaps the most effective technology transfer from Formula 1 to road cars; the handling and suspension of the McLaren MP4-12C was developed using exactly the same tools and techniques as the McLaren Formula 1 cars.

The crash test requirements are a good example of how simulation helps speed up development. Long before the first Carbon MonoCell had been constructed, the design had been through hundreds of passive crash test simulations. When the time came to submit a real world crash test, the 12C passed with flying colours.

"Outside of McLaren, it is almost unknown to meet our standards out of the box," said Dick Glover, "but simulation worked out perfectly for us. It is difficult enough to achieve first time success like this with just a relatively predictable, ductile aluminium structure yet McLaren managed first time out with its MonoCell and added aluminium structures. We are very proud of that."

Simulation didn't stop at the design stage. Although over 20 prototypes have been built for an exhaustive test programme around the globe, the simulator remains a key tool and a differentiator from most competitors.

Different engineering teams have cars undergoing specialized testing including hot weather in Bahrain in the height of the 2009 summer, cold weather testing in the Arctic, engine development, gearbox calibration, electrical testing and ride, handling and durability programmes.

Before the first prototype was available, the dynamic test team, aided by professional racing driver and McLaren test driver Chris Goodwin, tested early parts on the simulator as well as a development chassis and various engine mules. When dynamic testing started, development and constant refinement of engine, gearbox, tyres, aerodynamics, braking, steering and suspension began in earnest to match all projected values and targets.

The testing programme moved into a more 'aggressive' phase following the principles of Formula 1 testing where a car and dozens of people maximise track time during the day and work on improvements overnight. The principle is 'why test one thing when you can do ten'. Prototypes went to a test track for six weeks with all the experts and suppliers. The car followed a rigorous regime of testing almost 24 hours a day, seven days a week for six weeks. This turbocharged programme accelerated the development time.

Production.

The production process for the McLaren MP4-12C will enable McLaren to build on its recent success of record production volumes and quality for a luxury supercar with the SLR.

The McLaren Production System brings a large scale lean production mentality into a small-scale, flexible operation. The process is championed by Production Director, Alan Foster's experiences at Japanese and European car manufacturers.

"Quality is the most important thing to customers," said Foster, "and quality management is a fundamental part of building a McLaren. For my team it is an absolute passion. It doesn't matter whether a customer is spending ten thousand pounds or a million, it is their money and they rightly expect to have pride in their purchase and be satisfied with it. Our goal is to ensure that we exceed customers' expectations," he concluded.

12C volumes will remain low, but will require a change of mindset for McLaren's production line teams as the company moves to higher volumes. But the build process will still focus on craftsmanship, a hand-built philosophy but with a lot of science behind it. Quality gates will ensure that a car cannot leave a work station until everything is completed perfectly.

McLaren will maintain its high standards of final approval before a car can be released.

The build of prototypes has already proven the robustness of this approach because investment in the manufacturing assembly fixtures that will actually be used in production has already prepared the team and shown the build process to be on track. The 12C station cycle times have already been reduced by almost a further 20 per cent through knowledge gained from building the prototypes. In short, the risk has been removed from the production process so that final production quality will be guaranteed.

Aftersales, retail distribution, personalisation.

Not only is McLaren establishing a new company, a new production plant, an all-new high performance sports car engineered and developed in house... it is also building a global network of retail distribution partners.

This small number of super operators will deliver the dedication and purposefulness necessary to ensure an ownership experience for the 12C that is as good as the car itself.

Ease of repairability, low-cost of servicing and maintenance, and availability of parts are of paramount importance to this customer relationship and have been key targets since the beginning of the 12C project. McLaren aims to offer segment leading performance here too. The principle being that a high performance sports car should not just be a pleasure to drive, but also to own; a car that is efficient to run and own retains its residual value and ensures its owner becomes a repeat purchaser.

Early planning indicates that 25 per cent of sales will be made in the UK, 25 per cent in the USA and the remainder to the rest of the world, notably Germany and mainland Europe, the Middle East and some Far Eastern countries. Although the McLaren MP4-12C has a comprehensive standard specification, customers for such an exclusive car want to have the ability to specify bespoke items, interiors and special equipment for their own car. McLaren has extensive experience of meeting these needs for McLaren F1 and SLR customers.

For example, the 12C will be available in a broad range of exterior paint colours and interior colours and configurations, while carbon fibre components and lightweight forged wheels will reduce weight yet further.

YAMAHA R1:2010 review.

2010-11-13T15:35:00.000-08:00

Mostly unchanged for 2010, the new-in-’09 Yamaha R1 came into our shootout much better prepared and with a rock-solid base set-up this time around. The boys in blue found that our handling problems last year were due in part to an unusual issue within the fork. And with that remedied, the Yamaha produced a much more consistent performance, the same one we were quite fond of at the 2009 Yamaha YZF-R1 First Ride in Australia last year.

Nearly all those who threw a leg over the R1 found its suspension much more compliant than the previous bike. It was balanced, composed and worked in unison throughout the stroke. However, with a fork that would dive quite quickly under braking and a rear shock that transferred a great deal of weight led to mixed feelings about the Yamaha’s suspension. I can tell you without a doubt that the suspension is virtually perfect for street riding, but as a whole the R1 is still on the soft side when subjected to pure racetrack abuse.

“Like the BMW, the Yamaha forks were pretty solid until you put that extra load on them during some of the faster laps,” explains fast club-level racer Frankie Garcia. “The front end would push ever so slightly at a fast pace. Also, when braking into a corner hard the front end would dive a lot.”

Sorensen adds: “Again the rear was set up much more balanced this year. The bike had good attitude as you set it into the corner, tracking bumps well on the gas. But I think overall, I would like a more ridged set-up front and rear to give more feedback – it just transfers a great deal of weight no matter what one does when pushing hard.

Also receiving mixed views was the crossplane crankshaft engine. The smooth power delivery allows easy, graceful drives off the corners, no matter one’s skill level. Not to mention a unique sound that nearly everyone found soothing and easy on the ears. As for the mixed side: There’s a lack of top end. Other than the KTM, the R1 falls off the most up top when it’s being pushed hard. Even so, many rated the bike as being extremely easy to ride and it was mid-pack this year in terms of outright quickest lap times, a big leap forward from last year.

“One word: La-Z-Boy,” Hensley comments “That’s how this thing feels. Like a big, comfortable La-Z-Boy. Believe it or not, that’s a compliment. This is a bike that you know you could ride the hell out of if you chose to and it’s not going to bite you in the ass…It has really friendly power and I like the sound.”

Hutch agrees with Hensley. “I get along well with the R1. It is less intimidating than the GSX-R, Ninja or the BMW and that allows you to focus on riding a bit more and not stressing out so much about getting high-sided.”

Fast-guy Earnest’s impressions somewhat reflected those of the others as well, though he noticed some added seat-of-the-pants power compared to the ’09 bike. “The engine seems faster than last year’s test bike,” he says. “It has the easiest power delivery of the bunch, feeling more like a Twin than an Inline Four. But it just seems to take too long to rev out.”

This slow-building power showed up right away when we got the R1 up on Lee’s Cycle’s dyno, the bike turning the rear wheel to the tune of 150.89 hp and 76.55 lb-ft of torque. While nothing to scoff at, in this field it’s playing at the back of the pack. The performance numbers at El Toro were matching as the R1’s 10.22 ET @ 138.4 mph in the quarter-mile was at the rear of the group.

Some of this comes down to the fact that it’s tough to get a good launch thanks to its somewhat feeble clutch. The light clutch action is nice on the street and track but when it comes to hard drag strip launches it’s very difficult to keep it behaving correctly and as a result it posted the lowest elapsed time and speed through the trap. It’s also worth noting that by the end of our performance testing the clutch cable was adjusted all the way out, a telling sign that the clutch plates were on their final leg.

However back on the track, the Yamaha transmission and clutch scored right in the middle of the pack by our test riders; it held up to the day’s abuse without issue. A couple riders noted a slightly “mushy” feeling, while most of the others were impressed with the ease of lever operation and didn’t have the slightest issue.

“The Yamaha shifts quick and smooth, though I missed a downshift on corner entry, but that could have been my fault,” says Earnest. Sorensen’s comments were along the same line, the champ saying that the “Yamaha used to have a chunkier tranny, but all that is gone. It’s smooth, short-throw shifts; I had no complaints.”

But the brakes were an area where the R1 continued to struggle. While feel and feedback were better than last year, with a less wooden feel to them, the initial bite was lackluster and they had a tendency to fade over the course of long runs. As such, most riders found them to be merely average. And in this cutthroat group, average just doesn’t make the grade. The word “soft” came up often in the rider’s opinions. And out at El Toro its 133-foot braking distance from 60 mph was at the back of this tightly-packed bunch. Though one will note that six of the eight bikes were within 10 feet of each other and it was only 15 feet from first to last.

“Not bad brakes but a bit soft in the lever,” says Neuer of the R1. Hensley’s comments were nearly the exact same thing, adding that “the brakes are soft, kind of like everything else on the Yamaha. As a whole the bike just feels very relaxed.”

A look at the data shows middle-of-the-road acceleration numbers exiting Turn 6 at 0.66g, though coming out of the final, slower corner it struggled, with a best of 0.63g, putting it third from the back. Though despite the “soft” feeling brakes, it still produced some of the best braking g-force numbers going into Turn 14 at -1.21g.

But where the Yamaha shined was its class-leading maximum grip figure in Turn 2, sticking to the pavement at the tune of 1.2g as a result of the balanced set-up and solid chassis. Though it didn’t produce the highest grip in the final set of corners, the 1.3g it was capable of in Turn 15 put it at the pointy end of the field. It may not have been the easiest to get settled into a turn, but once on its side the chassis was a thing a beauty.

“As soon as both wheels were planted it was all good,” Earnest says. “It may have backed in a bit entering the corner, but once leaned over that R1 was very planted.”

It was also respectable down the front straight, reaching a top speed of 150.7 mph, which was right on par with the Kawasaki and the Aprilia, while ahead of the KTM and the Suzuki. All told the Yamaha ticked off a 1:57.55 as a best Superpole lap, landing it just outside mid-pack, though much closer to the competition than last year.

Even after a couple years in production, it’s still impossible not to talk about the sound that the Yamaha makes. More like a V-Twin and a V-Four mix than an Inline Four, there’s no question the R1 makes music to any motorcycle junkie’s ears.

How can you not love the way the Yamaha sounds? “It’s not like anything on this planet and every time it made a pass down the front straight it gave me tingles down my spine. I like the sound when hearing it from the sidelines as well as from the saddle. It’s almost soothing, makes me feel relaxed but fast when riding.”

As a purely track-based test, the stock Yamaha cannot compete for top honors. Its lower horsepower numbers, high curb weight and soft suspension held it back from running at the front both on the racetrack and at the airstrip during performance testing. And when it comes to an overall ranking, that’s the majority of how the track test is evaluated. But that doesn’t mean there isn’t something special about the Yamaha. With its iconic R1 styling and the awesome sound of that unorthodox engine, there’s no question the Tuning Fork superbike exudes character from every last turn of the crossplane crank. We’ve liked this bike immensely since first riding it more than a year ago and nothing about that has changed. It’s just that in the company of this test on the racetrack the points happen to put it at the back of the class. As for on the street, well that’s a totally different story…

Harley Davidson:Rocker C Review.

2010-11-11T13:29:00.000-08:00

The Rocker or the Rocker C is the Custom Chopper created for the person that has cast a glancing view to the custom or chopper motorcycles that have populated the scene a few years back. The problem with some of the past customs or choppers was the price and reliability. Some of the custom designed parts, chopped frames and extended forks gave the creations a terrific profile, but, often times created riding and dependability problems. This is not to say that all customs and choppers had a problem, but there were some with problems and of course resale was always a concern for these special creations.

Now Harley has a factory custom chopper that has a lot of the upgrades without the extremes often associated with some of the creations of the past. Plus, it was engineered and designed for reliability and ride ability that very few people can create without the deep pockets of someone like Harley-Davidson. Now, with the Rocker, you can have your chopper profile, dependability and service ability with a huge selection of off the shelf performance and chrome upgrades.

What makes this a Harley is the Softail frame with a rigid mounted Electronic Sequential Port Fuel Injection 96B twin Cam, 6 Speed power plant. And of course all of the hand controls are the same throughout the line as for brake pedals and hand controls. It has a speedometer, no tach, with the turn signal and neutral indicators in a little display on the fuel tank.

What sets this beast apart from the standard line is the extended front forks and large 240 mm rear tire. The wheelbase of this custom is only about 5 inches longer (69.2 inches) than the standard Softail. Besides the chopper profile, they enhanced the custom look with a rear fender that hugs the oversized rear tire with custom wheels by mounting it to the swing arm and finished it with a nice color keyed frame.

On the Rocker C, if you haven’t noticed, they have what appears to be a solo design. But, should you get lucky, there is a passenger seat that is conveniently hidden under the solo seat. It appears to be a little torture pad. But should you need it, it could be your friend. Just a quick note about the seat; I rode the Rocker with it hidden under the seat and with it in place. Now for vanity reasons, you would want the hard solo look for bar hopping, but should you venture out on the road, with the seat in place, it actually gives a little lower back support for more comfort.

As you can see in the picture there is a stage one upgrade. This included new exhaust pipes and dyno tuned remapping. I recommend this upgrade for all Harleys, with the exception of the V-rod, for performance reasons. Pictured are the Vance and Hines Big Radius 2 into 2 Black pipes that sell for $799.22. This is a great upgrade.

I have ridden choppers in the past and never really like the ride. It was a full time job to manage that 300 rear tire over uneven pavement and speed bumps and the turning radius was poor when you turn around or when maneuvering around in a parking lot. Climbing on the Rocker the first thing that I noticed was the nice low seat. Your feet are flat on the ground and with your legs bent, you have the feeling that you are wearing the bike rather than just sitting in it. After grabbing the slightly curved back handlebars on risers, I noticed that they had internal wiring. That gave it a very nice clean look. But not to be distracted with the great look of this new toy, I wanted to find out if this machine really rides like any of the Harley’s that I have ever been on.

Surprisingly, after getting out of the parking lot, I noticed very little difference from most of the softails that I have been on in the past. The upgraded Vance and Hines pipes sounded great and low end torque increase from the stock Softail was noticeable. The steering was light and easy. It was nothing like some of the choppers from the past.

The Twin Cam B power plant is very smooth, even with setting at idle stopped. After negotiating some nice long curves on the back roads, you notice that you lean a little more then on some of the shorter wheel base machines. Then with a slight twist of the grip, the extra low-end torque really felt good powering out of corners. This is a very easy to ride custom. Just to see if there were any problems with turning, I slowed to a crawl and made a u-turn on a two lane, it was a piece of cake.

After finding an on-ramp to the local freeway, I was able to find the throttle limit and was pleasantly surprised at the power. Straight as a rocket, you could easily find a three digit number by the time you have to merge with traffic. Then of course, you have to grab a little brake to blend into with all of the cages. On the freeway, it rides like a dream. With the sixth gear, you can idle down the road with ease and you always have plenty of power.

I rode this Rocker on curvy roads to interstate riding and, at all times, found that this little Rocker was a champ and a pleasure to ride. It is obviously not a cruiser, nor is it a Buell, but you could spend the day on the bike and feel great at days end. What really sets this ride apart is the styling. Even with the exotic styling, for a Harley, it is a very tame ride when compared to the old style hardtail choppers. It is a ride that you want to be seen on.

Radial Engine Motorcycle.

2010-11-10T12:49:00.000-08:00

The radial engine is a thing of beauty and it looks like several other folks think the same thing. After I posted the radial motorcycle yesterday, I contacted Rotec Engineering, makers of these 7 cylinder radial engines, and according to them, there are at least 4 of these projects in various stages of completion at the present time. Yesterday's bike and this one as well seem to be a bit short of running. I see no provisions for exhaust yet and no front brakes. This bike has no handlebars either so we're still in the building stage. At first glance, you wonder if these guys are serious but these do seem to be real works in progress.

Additional closeup photos on yesterday's post show exhaust pipes behind the engine and at least a foot brake pedal so it may be running as is.

This longitudinal engine arrangement seems more natural for a motorcycle, better clearance for cornering, however, cooling the rear cylinders would definitely be a problem. Yesterday's transverse arrangement is great for cooling and correct for the engine's design but it presents clearance problems, not only straight up for the bottom cylinder but when leaned in either direction, as well.

I can't believe these bikes will be much more than showpieces when done, who could actually ride them? Still, I think radial engines are among the best looking engines ever designed and these Rotecs are small enough to put in all sorts of different things, airplanes look great with a big radial out front but there are always cars, trucks, boats, you name it. But you have to give these guys credit, a radial engined motorcycle, superb!