Babes - Fast Cars

Blog about the car industry and other related car news

Flashback of 1976 Ford Mustang

This achingly beautiful Mustang was the most intriguing car on Ford's SEMA show stand. The profile may look 1967 'Stang, but key panels such as the bonnet and rear end are an all-new design. For this car, called the Flashback, is a hybrid mix of '60s and naughties style, and contemporary mechanicals.

It's a fascinating story. Ford has licensed a company called Dynacorn to manufacture replica bodyshells of the 1967 Mustang indeed, a replica '67 GT sat alongside the Flashback on the stand. Customers can then kit out the body with the latest Mustang mechanicals.

So the Flashback runs the 2007 Shelby Cobra Mustang's supercharged 5.4-litre V8, kicking out 600hp. No '60s Mustang could dream of producing such grunt, or channel it to the rear wheels via a six-speed transmission, or have six piston brake callipers clamping the discs behind 18-inch wheels. Modern air conditioning and electronics complete the package.

Can you buy one? Yes, some 30 are in existence already. But this particular spec will set you back $195,000. Not surprising, because the Flashback is totally bespoke, even down to its LED tail-lamps and $10,000 Sherwin Williams Planet Color Pearl Blue paint. The Flashback was pieced together by a Michigan firm called Classic Design Concepts.
The mastermind behind the project was Dennis Mondrach, Ford's restoration licensing and performance parts manager. He did the deal with Dynacorn to produce the replica bodies, one of which you can see in this picture, dangling above the Fastback. Mondrach also licenses tooling to make parts for vintage Fords, basically any cars dating back beyond the year 2000. He's the man who can help people get parts for legends like the Model T and Model A. And his next project could be to bring the '55 Ford Thunderbird back from the dead, by getting suppliers to recreate some pretty rusty tooling.

We think there's a business in this for Ford,
Mondrach told us.
Why buy a rustbucket from a breaker's yard with more holes than Swiss cheese, when you can get a modern car that has the beauty of the original?
The makers of the TV show Miami Vice, who had Crockett and Tubbs cruising the streets in a Corvette-based Ferrari.

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Baywatch style of XC70 Surf Rescue

Volvo is adding a touch of Baywatch glamorous to the XC70, with this Surf Rescue concept car. The jacked up, yellow and red rescue vehicle was unveiled at the world's biggest after market show – SEMA in Las Vegas.

This show establishes key automotive design trends. Today's must-have big wheels, vibrant paint jobs and amazing graphics and all is spread with SEMA's influence, and all three trends feature big time on the XC70 Surf Rescue.

We took the production car and turned it up to 11,
concept design manager Larry Abele told us. Those red extended wheel arches harbour 20-inch wheels, six-spokers as on all XC Volvos. The body is raised by 125mm, to enable real-life David Hasselhoffs and Pamela Andersons to get to stricken surfers across tough terrain. A 3.2-litre six sending 235hp to all four wheels also helps. And to get chilled surfer dudes quickly out of its way, the designers stripped off the bright work around the production car's driving lamps and rear reflectors, changing them for flashing blue LEDs.
Other visual tweaks include an enlarged skid plate which looks as if the XC70 is sticking out its tongue, while at the back the underbelly protector features twin integrated tailpipes. The designers took the optional side sill, embossed with the phrase Cross Country and embellished it in chrome.
The XC70 is coming into the US market, and we wanted to do something to mark that,
Volvo design boss Steve Mattin told CAR.
A Surf Rescue vehicle has a strong safety message which is very Volvo, but adds some vibrant new colors.
Fluorescent yellow trim and the use of neoprene make for a funky cabin too. Neoprene is used to make wet suits, and the rubbery material adorns the seats. Volvo found a Californian surf shop that specializes in custom diving suits to help with the materials. The trim is joined up by complex crossover stitching used on wet suits because it's water-proof. How's that for attention to detail.

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When money really is no object buy Ferrari FXX Evoluzione

When Ferrari launched the FXX back in summer 2005, it claimed it would use client feedback and ex-works driver Michael Schumacher to develop the 'ultimate' Ferrari. Well, two years on, it's done just that. The result? The FXX Evoluzione, unveiled at the weekend.

The real-world test program is being extended until 2009, and all FXX models now get a series of handling and performance tweaks that change the car from being merely warp-speed fast to reaching full men-in-white-coats levels of mentality. That Schumacher has obviously got a lot of time on his hands nowadays.

Don't forget, this is no road car and never will be. It's based on the Enzo and every FXX edition is part of Ferrari's ongoing R&D programme - there are only 20 uber-clients who pay a small fortune to be part of it. So far, there have been just 28 track sessions in the FXX.

So how is the FXX quicker? Well the 6.3-litre V12 can now rev 1000rpm higher to liberate more power, presumably sending the dyno into spasms with its 848bhp at a heady 9500rpm. Meanwhile gear changes benefit from the tech on the 430 Scuderia, now taking a scant 60ms - a quarter faster than before.
The car's electronic safety nets are being worked harder than ever, and the traction control system now has a mind-boggling nine different settings. Ferrari says it's so drivers can set the car up perfectly for each corner. But nine settings? We're glad we don't have to grapple with that much choice as we hurtle around Becketts.

The rear diffuser is different and there are new flaps at the back to increase aero efficiency by 25 percent; up front, there is a tweaked active spoiler. You get the impression the work on the latest FXX is closely related to the Mille Chili project, as that car also had myriad aero aids to boost efficiency. It is only a matter of time before developments on these research testbeds transfer to Ferrari's latest road cars.

Little else is new. The 19-inch Bridgestones are designed to last longer, the composite brakes are new and the more pompous owners can specify two extra video cameras in the cabin to record their track play time.

For fans of lap times and stopwatch anorakdom, the new FXX Evoluzione is two seconds quicker around Ferrari's test track at Fiorano. That's 1min 15sec. Not that you'll be able to test that for yourself - only selected, special clients are invited to partake in the FXX program. And if you have to ask the price, no, you can't afford it.

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New Lexus LF-A supercar on the road

Earlier in the year we predicted Lexus would unveil its supercar, the LF-A, in production guise at the 2007 Tokyo Motor Show. It didn't, preferring to show its silver concept car (inset above) for the umpteenth time. But even as officials in Japan unconvincingly denied all knowledge of the real car, our network of spy photographers have caught prototypes testing again - and they're looking more and more ready for production.

We've spoken to sources in Tokyo to uncover the most up to date information about the LF-A and its screaming V10 engine.

The LF-A was first shown as a concept car in 2005 and was supposed to be launched when the Toyota F1 team started winning races. That winning streak has never materialized and if Toyota waits for victories, the LF-A will surely be wearing a beard by the time it rolls into showrooms.

As the engine rules in F1 have changed, so has the power plant under development for the LF-A. It now has a V10 petrol engine of just under 5.0 liters capacity, said to develop a muscle 500bhp for 200mph performance. And a hybrid petrol-electric version is also in the pipeline, using a similar V8 hybrid system as in the LS600h.

Toyota could use a similar system for its mooted production version of the FT-HS concept car; it too was a hybrid supercar, a Supra reborn for the eco age.
The production car will be a mite longer than the concept car at 4460mm and wider too at 1895mm, but it'll be the same 1220mm height to keep that dramatic silhouette. This scoop photo proves that Lexus is paying a lot of attention to the aero package, and it's working on a pop-up spoiler to keep the LF-A stable at all speeds, as well as a huge diffuser clearly visible at the rear.

When will we see the LF-A in showrooms? The latest news is that it's still a couple of years away from reality, so expect it to arrive in 2009 when it will become the first Lexus to carry a six-figure price tag in the UK. As the technical showcase for Lexus, it is set to cost more than £100,000.

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Raw Power Of New BMW M3

The E92 model is the fourth generation of the M3, a car that first arrived in 1986. Back then it had a four-cylinder engine with around 200bhp. The new car doubles that with a V8 and 414bhp, but the basic ingredients remain the same: rear-wheel drive, a limited slip differential and a motorsport-inspired engine that revs to a whopping 8400rpm.

When it goes on sale in the UK in early September, the M3 will cost £50,625 and will, at first, be available only as a two-door coupe. A convertible and four-door saloon are expected to follow next year, while a Touring wagon is under evalution but less likely to make production. All in all, the broadened range will help break (hopes BMW) the 100,000-unit barrier for the first time. The last M3 – 2000’s six-cylinder E46 – is a tough act to follow, however.

So M3 grows up, gets two more cylinders. Didn’t that end in disaster last time around?
Not disaster, no, but the purists weren’t pleased when the second-generation E36 arrived in 1992. But it was a brave move and something that transformed the M3 from a niche motorsport product to the international icon it is today.

The last car’s 3.2-litre six-cylinder wouldn’t meet forthcoming emissions regulations and rivals – including Audi with the RS4 and Mercedes with the C63 AMG – upped the game with V8s, leaving Munich with little option but to match them. The American market has been a big consideration too, 50 percent of all cars expected to go Stateside.

This, then, is the first time the M3 has changed significantly since 1992.

Just like back in 1992, the E92 will leave the hardcore craving more – there’s definitely room for a hardcore CSL-style edition, more of which later. And the V8 does significantly alter the M3’s character. Where before a creamy straight-six throatiness was followed by the trademark metallic rasp towards peak rpms, now a nice woofly warble under lighter throttle loads precedes a hard-edged – if more muted – charge for the redline. The spine-tingling zinginess of the E46 car is gone, replaced by a more mature, if still exhilarating, progression.
Unsurprisingly, the quest for a high-revving engine has left a hole in the torque low down, so you need to stir that six-speed manual (the only option for now, though SMG will follow) to really get moving. The ’box is carried over from the E46 and obviously shares its characteristics: direct but a little arthritic.

Impressively, the new larger engine is 15kg lighter than the six-pot in the E46 thanks to clever lightweight tech. But, like the rest of the E92 range, turn-in still feels a bit dumbed down and numb. Understeer was never an issue in the last car – it just dived into a corner with razor-sharp precision. The new M3 has a little more roll on turn-in, and you can feel the loads building on the front tyre as forces increase.

Strangely, the suspension might not be entirely to blame; BMW commissioned Michelin to develop tyres specially for the M3 that feature a compound to induce mild understeer in more extreme circumstances. Quite why this is necessary we’re not sure. BMW has already fitted stability control, and the steering wheel-activated M mode allows a little oversteer while still retaining a safety net. We’d be intrigued to drive a car on regular rubber.

Less focused handling does improve the ride quality significantly with the M3 soaking up bumps much better than its predecessor ever did. There are also three (optional) cockpit-adjustable suspension settings, so you can stiffen the dampers and reduce body roll for track work. However, BMW supplied all the test cars on 18in alloys, so we’re unable to report on the lower profile – and doubtless hugely popular – 19in option.

The steering is light and impressively linear but lacks the meaty heft of its big brother, the M5, or the finely detailed feedback of a 911.

Brakes have long been an M3 weakness, but the single caliper items fitted to the test car coped admirably with high-speed runs on the tortuous Spanish mountain roads that formed our road route. They did squeak embarrassingly however, as they did on several test cars. And whether they’ll last on track we’re yet to find out – we were limited to one lap before coming back through the pits to queue for another run, allowing the stoppers to cool.

Once you’re sideways the E92 is an extremely easy, progressive car to hold in a drift (see p1), but it takes a little more determination to get it there in the first place thanks to that softer, woollier front end.

The M differential once again makes an appearance – a key ingredient in making the last car so easy to slide – offering progressive power transfer from a spinning wheel to one with more grip until, under extreme duress, the diff locks completely and both tyres spin with equal ferocity.

You’ll feel it on the road, making tight hairpins a pleasure to exit on the power rather than the one-wheel bonfire that is the BMW 335i. All that extra power – nearly 80bhp up from last time – does mean the traction control intervenes more frequently, but it’s rarely intrusive and keen drivers can reduce its role with a press of the M button.

With high quality plastics and leather, intuitively laid out controls (iDrive will always have its detractors, but for the most part we like it) and sound ergonomics, the new M3 is a good place to be. In fact, it’s simply an organic evolution of the old model, something that will appeal to those turned off by the M5 and M6’s hyper-tech interiors and illuminated gearknobs.
The seats (leather and cloth as standard, or optional full leather) are geared for comfort and, though perfect in most conditions, would benefit from M5-sytle active bolsters to better grip lunatics on a mission. As before, rear legroom is nothing more than adequate so six footers sitting behind six footers will feel cramped.

The M3 has grown up and lost a little of the E46’s edge to the more weight/more power vicious circle. But BMW has no doubt judged the market perfectly. The M3 is now a genuine volume seller and, last time, accounted for 13 percent of all UK 3-series sales. The new car needs to be a brilliant all-round package, capable of pleasing those who like the idea of the badge more than what it first stood for: track-honed thrills. And it is very, very good. This car is fast, practical, well built, comfortable and safe.

But in trying to hit so many targets, the E92 leaves purists wanting. So a CSL – a lightweight, more dynamically focused special edition – is now an absolute must and should form an integral part of the range going forward, filling the niche that the original E30 once satisfied in 1986. The good news is BMW’s top brass dropped some very large hints in the press conference, so the CSL sounds like a dead cert. We’d bet on it arriving in 2010.

If you want a great all-rounder and you don’t drive everywhere at ten tenths, the new M3 won’t disappoint. But if you crave trackday thrills, hold fire for a CSL.

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Katharina Kuhlmann is Miss Tuning

Katharina Kuhlmann is a German television presenter and model, which was elected for miss tuning. You can see her in BMW M3 tuning car edition in this post.

Kuhlmann moderated at ProSieben and the DSF in collaboration with Christina Surer and Lina van de Mars, the broadcast TV tuning. Previously, she worked since 2000, even while ZDF and Sat.1. In addition, she also worked as a model, she prefers working with the Austrian photographer Christian Holzknecht. In September 2007 appeared Katharina Kuhlmann, as her colleague Christina Surer two years earlier, as the title image of the men Playboy magazine.

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Mazda Taiki shown on Tokyo Motor Show

Mazda is about to launch a car with out-riggers and a freaky body. Yes it is Mazda Taiki which we showed before, but now it's shown on Tokyo Motor Show. Mazda has played with its 'Nagare' design concept over the course of 2007, with a steady stream of concept cars inspired by the natural rhythms of nature. Waves, winds, that sort of thing. And the latest, the gracefully swooping Taiki, is indeed named after a Japanese wind.

Senior designers have confirmed to us that a new, small production car will appear with this nagare-inspired look by 2009. So we ask ourself: Will new Mazda 3 be a small hatchback? Or a new, standalone coupe to take up where the MX-3 left off? We're not sure yet, but the news heralds the most important change in Mazda's styling since the arrival of the Mk1 MX-5.

This Taiki looks absolutely outrageous! It's stunning in the metal - a proper old-school concept car, whose graceful length impress and inspire, yet it all makes sense in the context of the Nagare, Ryuga and Hakaze concepts shown earlier this year.
This series of concepts previews a definite movement and Mazda is deadly serious about introducing the look to a showroom near you. Expect the body surfacing, and the adventurous new grille details, to make the journey from motor show stand to high-street dealership.

You'll have to wait a while longer for the Taiki's 1.6-liter rotary engine running on hydrogen, but it's working hard at this technology as well. Trials start in 2008 in Japan.

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Subaru Impreza STi at Tokyo Motor Show

In non-WRX form it is a despicably hideous beast but this is the STi and it looks cooking. Ok so it's no longer a super saloon but a hyper five-door hatch, which means Subaru has jumped straight into the ring with VW (Golf), Audi (S3) and Ford (ST) and many others.

Saying that, Subaru claims the body style with short overhang excels in creating down force and aerodynamics. Is it us or does the rear look suspiciously like a BMW 1-series?

STi hallmarks like the flared and vented front wings, wider rear arches, tailgate spoiler, gaping bonnet nostril and M-Sport style quad shotgun tailpipes. Those swollen arches compensate for the wider track (up by 40mm at the front, 45mm rear) and stop those average looking 18-inch alloys from sticking out.

Thankfully BBS rims will be on the options list. There are seven STI colors to choose from, which make or break this opinion-dividing body style. Go for metallic Grey – it oozes menace.

There's still a thirsty boxer under the lid and it's mounted 22mm lower for better road holding. The Tokyo display cars were Japanese domestic market models, featuring 2.0-liter (1994cc) 16v boxers with a twin scroll turbo and Dual AVCS (Dual Active Valve Control System). The result?Over 300bhp.
According to Scooby UK however, the Brit spec STi cars will arrive with a 2.5-liter boxer that develops more torque lower down but – sadly – slightly less power. Just under 300bhp for us. Mind you, it should sound awesome through quad pipes and be more manic with a conventional turbo.

Subaru has put a lot of thought into its materials and it shows. A swoop dash with (in the STi's case) Alcantara and leather clothed Recaros, STi branding, LED door step lights and a DCCD torque indicator. Result? The most handsome Subaru cockpit to date.

Driver's Control Centre Differential. It's far too complicated to explain in a few words, but basically it lets the driver choose automated or full manual modes for the central differential in the legendary AWD system, depending on the terrain and your bravery. It's one of the gadgets that justifies Subaru's marketing message with the new Impreza - it's coined the phrase Subaglue to advertise the Scooby's sticky roadhandling.

The STi also has a front LSD which offers three enjoyment modes, and you can knock off traction control, or VDC as it's known. The tight-gated throw in the six-cog transmission confirms that this will be an uber-focused driving machine.

Also read our previous scoops about Impreza: Subaru Impreza STI and Subaru Impreza STI Finally Unveiled.

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Lexus LF-Xh shown on Tokyo Motor Show

The next-generation large SUV concept unveiled today at the 2007 Tokyo show features an advanced hybrid system with a V6 petrol engine, an electric motor and all-wheel drive, just like the RX’s, but now it’s wrapped up in a more modern and purposeful exterior skin.

The concept’s exterior dimensions are similar to the RX400h’s, but crucially massaged in all the right ways to alleviate the current model’s slightly ungainly ‘body-disconnected-from-its wheels’ stance.

The LF-Xh is longer and wider (by 50mm), lower (by 70mm) and with a wheelbase stretched by 130mm. The result is an SUV that looks altogether more planted to the road and agile in a sporty coupe-like manner. The slatted razorblade-style front grille adds to the smooth feel.

Lexus insiders on the stand said the exterior is pretty much what you can expect from the RX400h’s second-generation model (although the roof might end up a bit higher). The elegant and simple interior is less finalised though, featuring a dramatic aluminium feature detail that swoops down from the centre dashboard top before twisting into the centre console area.
Anticipation is apparently a keyword for the inside in a similar way to the light that illuminates the ground by the door when you unlock the production GS model before getting in. Trouble is, Lexus is clearly not fully happy with the interior their designers made as it wouldn’t let any journalists see the finished inside first hand.

Lexus showed his super car!


Radio silence. Only the much-travelled LF-A concept was wheeled out again at Tokyo despite some pundits thinking we might finally see this much-delayed car in production form. Maybe for the Detroit show then? It’s anyone’s guess.

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Le Mansory Bentley Continental GT

The Le Mansory Bentley Continental GT is a tribute to the 24 hour Le Mans race and there will be only 24 units to be built. With the new tuned up ECU, the 6-liter Twin-Turbocharged W12 engine, the Le Mansory Bentley Continental GT produces 641 bhp at 6100 rpm and peak torque of 780 Nm. The Le Mansory Bentley Continental GT clocked 4.6 seconds from 0 - 100km/h with a top speed of 330 km/h.

To stop the GT, the braking system has been revised. The Bentley Continental GT is fitted with massive BREMBO 412/38 rotor discs with 6 piston aluminum fixed calipers in front and 405/22 with 4 piston calibers in the rear. It will be fitted with 22-inch alloy wheels wrapped with 265/35/22 high performance profile tires at the front and 305/30/22 tires at the rear.

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Honda CR-Z on Tokyo Motor Show

The CR-Z is only a concept at the moment, but it’s been given the green light to go into production by Honda president and CEO Takeo Fukui, and what you see here is a very close representation of the finished article.

It’s a lightweight two plus two sports car powered by an as-yet unnamed petrol-hybrid IMA motor which should hit dealers globally in 2009. Honda believes that if you’re going to use hybrid technology, it should be in as lightweight a car as possible – opposing Toyota’s view which is to shoehorn hybrids into bigger and bigger Lexus models. Honda thinks that professional young thrusters with little responsibility but lots of environmental awareness, rather than rich middle-aged executives, are the major growth market for hybrids.

The CR-Z is smaller than a three-door Civic and Honda thinks it’s on to a winner here, with the small sports coupe served pretty poorly, with the aging C-class Sport Coupe and forthcoming Volkswagen Scirocco about the only contenders.
The CR-Z certainly looks the part with its sparky ivory paint job, gaping air intake, and icy-blue LED stare. By the time it reaches production the side windows will probably be a little deeper but don’t expect too much normalization – a radical, sexy model like this could propel Honda ahead of Toyota in the stakes to be seen as the number one hybrid constructor on the planet.

While on the outside, once the good-as-useless wing mirrors and expensive LEDs are replaced for something a bit more serviceable, the interior is still on Planet Concept Car with lots of back lit clear blue plastic indented into the cockpit. But there’s more than a hint of the Civic in the deep and watery blue dials, and the effect is very cool indeed.

You can also see our previous scoop and pictures of Honda CR-Z.

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Suzuki Kizashi 2 on Tokyo Motor Show

Suzuki is on a mission to break into the car makers’ top ten, raising production from 2.4 to 3 million, and it needs a decent Mondeo-sized saloon, hatch and estate to help do it. The Kizashi launched at Frankfurt will be the saloon and hatch in 2009; this car - the imaginatively monickered Kizashi 2 - will be the estate a year later.

With production less than two years away, you can bet that the new car’s looks have been locked down, and that it won’t include the shallow glasshouse, huge wheels or ultra-short rear overhang of this concept. But the front and rear-end treatments and some of the other proportions will give you some clues. It's pleasingly slick for a Suzuki.
Nothing radical, although the GM-sourced 3.6-litre V6 and six-speed auto transmission are the most powerful driveline fitted to a ‘factory’ Suzuki, ironic given that the brand’s growth plans are based around increasing demand for the small, efficient cars it specializes in. But this concept is more about style than substance; the vast majority of whatever Suzuki calls its D-segment car will drink from the black diesel pump. The Kizashi 2 was launched to the kind of heavy rock soundtrack.

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VW Space Up concept on Tokyo Motor Show

The Tokyo Motor Show today saw VW unveil a second iteration of their new small family car – a third model will be shown at the LA Auto Show in November 2007.

Called the Space Up!, the rear-engined car is a stretched version of the three-door we saw at the Frankfurt Motor Show earlier in the year. It’s still rear-engined, but now there’s even more space, and Mini Clubman-esque doors.

The 2560mm wheelbase is now only 18mm shorter than the Audi A3's, thanks in part to the 18-inch wheels being pushed out to each corner. Overall the Space Up is 230mm longer, and 40mm higher than the three-door Up. But VW still reckons it’s 150mm shorter than their current smallest model, the Fox.
The Space Up is all about versatility. All the seats bar the drivers can be folded or completely removed, which means up to 1005 liters of space, which is only 75 litres short of the A3. And that is before you put anything under the bonnet. There’s even a door that can be opened in the passenger foot well to allow for long loads.

This is all made possible by the rear-engined layout, and the VW press release teasingly says the car could be petrol, diesel, or electric powered. Expect three-cylinder power for European models, which should start at £4000 for the three-door.

The rear now has a pair of side-hinging doors, just like on a Clubman. But unlike the Clubman, whose doors open around the lights, the doors on the Space Up are translucent panels into which LED tail lights are set.

And thanks to the stretched wheelbase access to the rear is better thanks to two new butterfly doors, or suicide doors, or whatever the marketing speak is these days.

The driver gets a touchscreen to control functions like the air-con and entertainment system. The screen also tells you how much CO2 you’re emitting. Volkswagen are currently developing the Up range to appear in production form before the end of the decade.

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First concept of Volkswagen Up!

Volkswagen on Frankfurt Auto Show unveiled what it hoped will be the modern-day successor to the Beetle: the Up! concept, a small city car targeted at the young, the cash-poor, and the environmentally aware.

Available with either a rear-mounted two- or three-cylinder engine, a production, rear-wheel drive Up! is expected to go on sale in global markets by 2009 with a target starting price of €6000 (around £4000), substantially undercutting competitors like the Toyota Aygo and Citroen C1. It will even slot below VW’s current baby, the Fox, being 50mm shorter (the Up! is 3.45 meters long and 1.63 meters wide). Insiders say it will form the basis of other small VWs too, as well as sister products for Seat and Skoda.

No details are yet available on the two-cylinder model, but the three-cylinder will employ the Polo BlueMotion’s 1.4-cylinder engine. Yet where the Polo weighs 1170kg, the Up! is likely to fall below 1000kg – impressive considering its airbags, ABS and crash protection structure – so expect 60mph to come up in under 12sec with a top speed in excess of 110mph compared with the Polo’s 12.8sec and 109mph.

Furthermore, where the BlueMotion represents what VW’s engineers can do with an existing design, the Up! is a ground-up project with an environmental focus from the off. At best fuel will be consumed at a rate of 3.0 liters per 100km (94mpg), at worst 3.5 liters per 100km, much like the European-only Lupo of some years back.

Inside, minimalism rules as do digital displays – an 8in monitor shows the car’s vital signs and a 7in monitor provides access to navigation, telephone, stereo and more - that can be scrolled through via simple hand movements and touchscreen commands. The four seats all feature air pockets that automatically adapt to different body shapes, and three of the seats fold flat into the floor or can even be removed entirely for maximum load space. Naturally, with the rear-engined format (essential for engineering in adequate crash protection), there’s storage space in the nose, but there’s also some behind the rear seats too.
The Up! should be the most recyclable Volkswagen ever built, VW recently teaming up with recyclable materials expert SiCon with the aim of making future cars 95 percent reusable.

The Up! project has moved quickly under the guidance of Dr Martin Winterkorn - this being the first VW he will oversee from inception to completion - getting to its current stage in well under a year. Expect evolutions of the concept to appear at the LA and Tokyo motor shows before the production version is readied for 2009.

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Volkswagen Golf 6,0 W12 650 horses

Probably all of you have seen Golf GTI and you already know everything about that car, but Volkswagen decided to build even faster prototype Golf GTI W12 Concept.

It has a motor 6,0 W12 of 650 horses, it does the 0 to 100 in 3,7 second and reaches 325 a terminal velocity of km/h. Generously wide his kit of body includes prominent lateral air intakes and a redesigned ceiling to act like diffuser of air and aileron.

It has been presented in shot of tuning Wörthersee 2007, like the Audi Clubsport Quattro, you haven't expected Golf beyond the R32 or R36. Or you did?


Here is a recording of the “Top Gear” show in which Jeremy Clarkson and The Stig test the Volkswagen Golf GTI W12 Concept. Watch the video to see their conclusions.

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Suzuki Kizashi Concept

Suzuki, it's a Suzuki, but the front end does resemble Toyota's FT-HS concept. Suzuki is making a statement of intent with the world premiere of its Kizashi concept – a design study that points the way to the Japanese firm’s future. Come 2009, Suzuki is aiming to sell three million cars – around 600,000 more units than it did in 2007. To achieve that goal it needs to move into the competitive D-segment – think Ford Mondeo, BMW 3-series – for the first time. The Kizashi – a name meaning ‘prelude’ or ‘foretaste’ – suggests what form Suzuki’s future will take.

So ignore the rather Toyota FT-HS-style headlight and grille treatment and you’re left with some clues as to how the next-generation car might look: muscular, taut, poised and, more than anything, highly desirable. We like it.

  • Just what the world needs, another Mondeo competitor...
Suzuki acknowledges the struggle it faces, but claims it will be unique in offering a D-segment car that is appealing on both a financial and emotional level. And when you think of the faux glitz previously served up by budget Korean brands, you have to say it might just be onto something.
The production car will build on Suzuki’s four-wheel drive know-how with an AWD layout and, so says the PR blurb, a hybrid drivetrain to hopefully achieve the lowest emissions of any D-segment passenger car. We'll have to wait and see if that will survive into production.

  • A D-segment four-wheel drive car? Are you thinking what I’m thinking?
I can only guess. What is interesting is that Suzuki is competing in the World Rally Championship next year with a car based on its SX4. Just think of what rallying has done for the Subaru and Mitsubishi brands, join a few dots together and all of a sudden you’ve got a 2.0-litre turbocharged Impreza competitor topping the Suzuki range before the decade’s out. Or maybe we’re just getting a tad carried away.

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Ford Verve

Ford Verve? Isn’t that the Fiesta replacement? It certainly is, although by the time it goes on sale in November 2008 it’ll probably be called Fiesta again. Whatever the name, the new car will have a radical new look that’s previewed by this concept model. Ford consulted female buyers and they wanted something that would stand out a bit more on the high street.

Compared to the current Fiesta, which - let’s face it - is a bit dull to look at, the new model will sport a sharp new shape. It’s very much the current Ford look applied to a small car, particularly those Focus-style wheel arches. And the sculpted sides give it a lithe, powerful appearance.

Doesn’t sound that girly… It’s not. Although they consulted the fairer sex over it, the car they’ve come up with is actually pretty androgynous. It won’t turn blokes off and the looks aren’t so butch they’ll dissuade women from driving it.

That said, no red-blooded male will put up with the shocking pink interior armrests and seatbelt. And the pink stitching on the seats isn’t exactly macho. But they’re just details. The important thing is that the Verve is stylish, slinky and not in the slightest bit offensive.

  • What’s the Verve like on the road?
Most importantly, considering Ford wants to make an impact with this car, it looks great when it’s on the move. The detailing on the side panels is far more sophisticated than the current Fiesta, and the way the car pinches in behind the front wheels and then kicks out as it moves rearwards enhances that dynamism.
Behind the wheel, although this is only a concept car it feels very sorted. The steering is surprisingly responsive and the car manoeuvres nimbly with the sort of agility you’d expect from a Ford. No surprise, really, considering it uses the same underpinnings as the excellent new Mazda 2.

  • What engines will the Fiesta use?
Push the ‘Ford Power’ button on the dash and the Verve's 1.2-litre engine comes to life with a rorty throb. It actually sounds a lot bigger because silencing it hasn’t been high on the agenda for Ford’s engineers.

As with the current model, the next Fiesta is likely to have a huge array of engines. The body shape has therefore been designed to look as good in bog-standard spec on steel wheels as it does here on the Verve's 18-inch alloys with sporty additions like the rear spoiler.

Think of this as the top-spec ST version.

  • Back to the inside, apart from the pink bits, what’s the rest like?
Very smart. Ford wanted to create a premium car feel and it's certainly been successful in doing that. The dash is stylish but easy on the eye. We like the twin binnacles for the rev counter and speed. And having touch-sensitive, tastefully backlit buttons for the sound system at steering wheel height works well too.

Aside from less lurid colors, we’re told the shapes on the dash are pretty much the same as you’ll see on the finished model.

  • What other changes can we expect before production?
If (like us) you think the lower intake at the front is too big and Peugeot-esque, don’t worry. By the time the car is in showrooms it will have shrunk and they’ll make the traditional grille bigger. The roof line will also be slightly higher and less coupe-like in order to ensure there’s sufficient headroom. And it’ll have a more traditional B-pillar to ensure it passes stringent side impact tests.
Other than that, we’re told when the new Fiesta is shown in production form at the Geneva Motor Show in March 2008 it’ll be pretty much like this.

  • Verdict
The Verve is a great-looking car and bodes well for the future of the Fiesta. It moves Ford’s super mini up a gear in the looks department and proves that just because a car is cheap, practical and aimed at the mainstream it doesn’t have to look boring.

It also shows that the step up to high quality interiors will continue in the Blue Oval’s next small car. Even in concept form, this model drives well; once the chassis has been properly developed for production, Ford should be onto another winner.

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Nissan GT-R

The car world in the 21st century is a molly-coddled world. Hawkish PRs usually enforce embargoes on first pictures of new cars - designed to maximize the publicity when a manufacturer unveils its latest wares. But in an age of instant communication, it's difficult to stop photos pinging around the world, and that's exactly what's happened with the new Nissan GT-R.

The spinmeisters wanted to keep the new sports coupe under wraps until its debut at the Tokyo Motor Show on 24 October 2007 - but an American car magazine published its next issue cover online yesterday, and the power of the web has done the rest.

That's what's happened behind the scenes. Why should you care? Because you can enjoy the full official photos of the 473bhp Porsche-baiting Nissan a full week early. That's the democracy of the web for you.

A classic case of industrial espionage! Tell me more about the new Nissan GT-R. A lot of the official information is still under wraps until next week. Prepare to be surprised - the new GT-R will experience quite a lot of change in its latest iteration.

Not least of which is the name. Gone is the Skyline moniker, replaced simply by the GT-R badge. Some will lament the passing of this historic name, but it will once and for all end the confusion over the domestic-market Skyline saloon, a rather more mundane workaday four-door compared with the tearaway sports coupe Skyline GT-R.

It's all change under the engine bay, too. Out goes the old straight six replaced by a new V6, believed to be a development of the unit in the 350Z.

  • So the GT-R gets a new V6. Is it still a sledgehammer sportscar?
Oh yes. Bolting a pair of turbochargers to the V6 guarantees pretty stratospheric outputs. We're talking about 473bhp and 433lb ft, which is enough to guarantee Porsche 911 Turbo-shading performance. Like the benchmark 60mph in just 3.5sec and a top speed of 192mph.
The cockpit is a business-like place to be, judging by this first glimpse inside. A huge tacho dominates the dial stack, letting drivers judge exactly the point at which you flick up and down the new dual-clutch six-speeder. Expect rifle-bolt gearchanges, like on the existing systems from VW and Mitsubishi.

  • We guess the new Nissan GT-R will still be a real techfest?
Oh yes. It has a computer-controlled four-wheel drive system to apportion torque to the wheels with the most grip. Nissan hasn't yet lifted the lid on the system's exact details, but you can safely expect it to be full of clever clogs electronics to give the GT-R its usual athletic responses.

Previous Skyline GT-R models have felt more like rear-drivers than big, heavy four-wheel drive cars, and we hear that the new one will develop those dynamics further. And to ram that point home, the company is planning a publicity stunt to prove the GT-R is faster than a 911 Turbo around the Nurburgring.

  • When can I get hold of a GT-R?
Afraid you'll have to wait a bit longer for the real McCoy. We will have the full story on Nissan's new supercoupe soon. And if you want to buy a GT-R, you'll have to wait even longer. The car isn't destined to arrive in the UK until autumn 2008.

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Audi unveiled his new A1 concept model

Welcome to the new Audi A1. Or as it is officially known, the Metroproject quattro. It's currently tagged as a design study, but we've already scooped the prototype out on the road.

This concept car is being unveiled to the world at the Tokyo Motor Show next week, but the embargo has been broken by some enterprising souls abroad, so now we're bringing you all the details on the new A1 a week early.

  • Is this a new A2 then?
The concept is a three-door, four-seater, but - like the A2 - it isn’t some cheap city car, but rather a premium product with a hybrid powertrain. Expect a B-pillar to appear for production but hopefully those aluminium roof pillars will stay.

The side profile shows a low, sporty car, and Audi is keen to push the sportiness of its brand. They were banging on about it at the launch of the new A4 and officials can't stop talking about 'driving pleasure'.

Looking very like the Shooting Brake concept from the 2005 Tokyo Motor Show, the A1, sorry, Metroproject quattro, has twin pipes and those distinctively styled rear lights, designed to resemble a space ship. Apparently.
The concept is 3.91m long, 1.75m wide, and 1.4m high. The wheelbase (2.46m) is very close to that of the Mini's (2467mm). Make no mistake, Audi knows exactly what it's aiming for with this newcomer.

This is the official design sketch for the concept, and it’s exactly the same sketch that CAR Online got hold of back in July.

Our man Georg Kacher is very well connected in Ingolstadt, you see - which is why he can obtain images like this three months early.

There’s a flat-bottomed steering wheel like on the RS4, low mounted ventilation controls like those found in the TT and R8, and a few other lovely details as well, which we'll come to in a moment.

The gearbox is Audi’s S-tronic (nee DSG) system, for rifle-bolt gearchanges up and down the box. This will be available on the production A1, too.

  • What on earth is that?
It's the Metroproject quattro hybrid system, more of which in a moment. Up front the concept car has a 1.4-litre TFSI engine developing 148bhp and driving the front wheels.
And before you cry foul over the quattro name, positioned over the rear axle is a 40bhp electric motor, which can deliver an additional 148lb ft slug. Together that makes the car four-wheel drive.

And despite the hybrid system, there's still a 240-litre boot. Which is bigger than a Mini's.

  • Anything else?
This Audi is rear-wheel drive. No really. During low-speed running, the car can be powered solely by electric power. And as the battery only drive the rear wheels, the Metroproject quattro can, at times, be rear-drive only.

The lithium-ion battery provides a 62-mile range when in runs on pure electric power, and can recharge from any power socket. Combined with stop/start technology, Audi claims a cut in fuel consumption of 15 percent, so this car does 57.7mpg and only emits a mere 112g/km. Very handy.

  • Is it quite sprightly then?
It's fleet of foot as well as green of tailpipe, says Audi. The 0-62mph time is 7.8 seconds, and there’s a top speed of 126mph.

  • The Audi what?
Audi mobile. It's a mobile phone but pop it into the slot in front of the gearstick and it becomes your car key. The phone also stores all your preferences, and your music.

That means you can take it out of the car and use it as an MP3 player or as a navigation device. It's basically Audi's MMI system in your hand: for instance, from inside your house you can turn on the car's heating while you're getting ready in the morning.

We're very excited about this car, and its arrival should prove more timely than the A2's. Had that car arrived today, it would've surely sold as well as the Mini, but it was hampered by high cost, tricky aluminium construction and low volumes. How times have changed.

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Lamborghini Embolado Concept

First thing we thought of when we saw these photos was a white shark. Doesn’t really look like Lamborghini’s bull, but it’s definitely aggressive. So, what’s this, you are seeing here? Well, it’s the Lamborghini Embolado concept car created by Luca Serafini, student in final year of the Industrial Design Course at the University of Parma, Italy. And it’s a cool concept, not like the Lamborghini Alar, which was relesed few months ago, but we didn't presented it yet.

When Luca designed the concept, he thought of it as a replacement for the current Gallardo model and the whole design starts from the Gallardo. The name Embolado comes from a Spanish festival, named “Embolado Bull” (or Toro Embolado). Luca even created a Superleggera version of the Embolado. Of course, probably Lamborghini will never take this seriously, but still, it’s a great design. You can also check Luca Serafini’s page on deviantart.


So, what color of Lamborini Embolado do you prefer? Yellow or grey? If we had that money we would definitely go for yellow!

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Aston Martin DBS

It’s a DB9 with a body kit isn’t it? Steady on. The DBS is certainly based on the DB9 but then so is the DBR9 racer that won the GT1 class at Le Mans in 2007. And you wouldn’t find anyone kicking sand in its face.

Aston says the DBS is a very different car in character to both the DB9 and also the older Vanquish whose place the DBS effectively takes in the range – even if Aston reckons we shouldn’t see them as like-for-like.

But there’s more to it than war paint, right? Right. But lets look at that war paint first: flared arches, aggressive front splitter, bonnet scoops, side skirts and a serious piece of carbon acting as a rear diffuser. You may prefer the more demure lines of the DB9 original, but you can’t deny that the DBS is a seriously handsome car with real road presence.

And so to the stuff underneath that make-up. The bonnet, boot lid, wings and doors are made from carbonfibre, shaving 30kg of the total kerbweight and standard carbon brakes, the first on an Aston road car, shed another 12.5kg. In total, the 1695kg DBS weighs 65kg less than a DB9.

  • But it’s the same V12 engine
Yes, but reworked with bigger inlet ports and a higher 10.9:1 compression ratio to lift power from 450bhp to 510bhp. Torque remains the same at 420lb ft and is directed through the same six-speed Graziano manual ’box and out to the rear wheels via a shorter 3.71:1 final drive.
It pulls hard from as low as 1500rpm in sixth gear and sings lustily through an exhaust system incorporating Aston’s usual trick bypass valves. But even with the valves open as the revs pass 3500rpm, the music is never obtrusive.

  • So with all that power and without all that weight it’s got to be a 200mph super car...
Er, not quite. Will you settle for 191mph? That’s 5mph more than you’d be able to coax from a regular DB9 and the 0-62mph sprint falls from 4.7sec to 4.3sec. Not slow, but Ferrari’s 599 (similar layout and price) offers over 600bhp and hits 62mph in just 3.7sec.

The DBS feels quick, clearly, but not shatteringly so. What strikes more is the amount of torque on offer, the kick in the back at mid-range speeds being far beyond what the spec-sheet suggests.

  • So how does it drive?
Like an Aston should. It’s refined, focused and fun with accurate, well weighted steering and the balance to let you play hero with the DSC switched out – although Dr Bez would rather you didn’t. But it’s maybe not the track special you were expecting. No bad thing, we say. Lambo’s Superleggera looks sensational and is sensational on a circuit, but suffers seriously compromised road manners as a consequence.

Aston wants the DBS to feel at home on any road so has fitted adaptable dampers which can be switched between two positions via a console button. As with most cars so equipped, the harder sport setting is just too stiff for anything but the smoothest roads, so you’ll tend to stick with the standard setting. Which works fine until you really start to pile on the pressure. There’s just slightly too much float at higher speed. Aston knows this and is currently discussing whether to tighten the standard setting fractionally.
The brakes certainly need no such fettling. The 398mm/360mm carbon stoppers are as big on feel as they are on reverse thrust. They're possibly the DBS’s stand-out feature.

  • Will I feel like Bond inside?
Emotionally? I couldn’t say. But you’ll certainly know that you’re not slumming it in a basic DB9 if that’s what you mean. There’s the ludicrously named but funky-looking Emotion Control Unit (it’s a posh key), the option of piano black for the center console which feature some new knobs and, outside of North America, the option to save an extra 20kg by ditching the standard seats for some carbon-backed buckets.

Don’t worry though North Americans – you’ll not notice the 20kg difference and the standard chairs look and feel almost as supportive.

  • Verdict
Those expecting some kind of Scuderia/RS/Superleggera DB9 might be disappointed, but we can’t see many customers feeling the same even after forking out £160,000 to get behind the wheel. They know they’re buying Bond’s car and the most exclusive car Aston makes and that will be enough.

Aston’s new range-topper is an accomplished GT that – with a little tweaking – will be suited for any tarmac ribbon from B-road to race circuit. There are faster rivals, more overtly sporting rivals, but the DBS is the most usable.

However for those who find the butch styling a little gauche, take heart in the knowledge that the brilliant and beautiful DB9 Sport Pack looks like a genuine bargain at £40k less.

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New Alfa Romeo 8C Competizione

The 8C Competizione. We always thought it was just a concept vehicle. Is it now a proper production car? Well it’s certainly about to go on sale – for a mere £111,000. Alfa is only going to make 500. And just 41 will come to the UK, the first of which arrives on our shores in January.

The ‘production’ car is very similar stylistically to the concept car, first shown at the 2003 Frankfurt Motor Show. The subtle bodywork changes are mostly to do with aerodynamics. The concept car looked fabulous but apparently flew in more ways than one…

Alfa wants to elevate its image, to play on the BMW/Audi field. It's also about to re-enter America after a 13-year absence and needs a halo vehicle to lead the charge. Enter this sublimely beautiful Alfa Romeo 8C Competizione. It was designed by Alfa’s own Centro Stile (styling center), has a carbonfibre body and, for convenience and cost, uses the Ferrari-made V8 currently powering all new Maseratis (the Quattroporte and the Granturismo).
It also has the six-speed manual paddleshift gearbox as used on some Quattroportes and the outgoing Maserati Coupe/Spyder. The gearbox is sited in the rear, and linked to the engine by a torque tube. Again, that’s just like the old two-door Maserati and the manual version of the Quattroporte, and it improves weight distribution (49:51 front:rear, says Alfa). The floorpan is a mix of outgoing Maserati Coupe/Spyder and new GranTurismo with quite a few bespoke Alfa components. Wheelbase is shorter than on any modern Maser.

So it’s an Alfa/Ferrari/Maserati hybrid, not that there’s anything wrong with that. It’s made in Maserati’s factory in Modena, and comes down the same line as the Quattroporte and GranTurismo. All good ingredients so far.

  • So does it drive like an old Maserati Coupe or a smaller Quattroporte?
No, and that’s good news. Modern-day Maseratis are comfort biased and when you’re on a charge, the steering and suspension control can be a bit sloppy. The 8C is far sharper, harder edged and sportier. The V8 is bored and stroked up to 4.7 litres and power rises to 450bhp. Not only does it go harder than any current Maserati – top speed 182mph, 0-62 mph in 4.2 seconds – but it is far sharper and more agile.

The engine note is more strident and more tuneful. It’s a fantastic engine, incredibly elastic but really gutsy. And what music! The note changes throughout the rev range, from vroomy V8 low down to an F1 wail at high revs. Just fabulous! Plus the Sport button changes the note – the Audi RS4 does the same trick. Push the button in the (carbonfibre) center console, and rear exhaust baffles are opened, so the engine sounds more tuneful at idle and at low-medium revs. At higher revs, the engine sounds inspirational no matter what you do with the switchgear.

The ‘Sport’ setting also quickens gearshift times (from 0.4 to 0.2 sec) and also allows a bit of fun before the stability control starts to quell your enthusiasm – modest tail-out driving is possible. (You can turn the traction control off totally if you’re brave.) The Sport setting doesn’t change damper settings: the 8C has good old-fashioned mechanical (non-electronic) dampers.

  • And what’s it like to drive?
We tested it on Alfa’s own Balocco test track between Milan and Turin. Naturally you’d expect it to be good in its own backyard – and it is!

The car is fast – about 911 GT3 fast – and also really responsive. That short wheelbase and comparatively light weight (1490 kg) combine to give great nimbleness and the steering is faster than any Maserati’s (the rack is new). Body roll is almost non-existent, and throttle response is top-notch – you can balance the car’s handling beautifully with the throttle, especially in Sport (or better still, no traction control) mode.

The steering, while sharp and linear, is a bit lifeless; you don’t get the drama or richness of communication that you experience in, say, an F430 or the GT3. But then this is a front-engine car. And the steering is way better than, say, an M3's.

  • So it’s not your typical Alfa then?
No, not really. Modern Alfas – especially the Brera, Spider and 159 – are all too heavy and not that sporty to drive, ironically. A mainstream Ford Focus is a sharper steer than any of them – and that’s disappointing for a company that wants to tackle BMW. If mainstream Alfas had anything like this level of zest, they’d race out of the showrooms.

Mind you, like the 8C, those Alfas all looks brilliant and, like the 8C, they have a fine level of craftsmanship. So new Alfas are improving in key areas. They just have to go on a diet to regain their old verve.

  • And the 8C’s cabin?
Really good. A classy and modern mix of real aluminium alloy, carbonfibre and leather as only the Italians can do it. The seats have carbonfibre shells and are manually fore-aft and rake (but not height) adjustable.
It’s a two-seat only though there’s quite a decent back bench, fine for two large overnight bags. The hatchback rear door gives you access to… the fuel tank. Though there is also a little slit of a boot, barely big enough for a briefcase, accessed by the rear hatch.

  • Verdict
It may be as much Maserati or Ferrari as Alfa, but who cares? This is a delectable-looking, inspirational front-engine V8 sports car that goes really fast, sounds great, and is hugely entertaining to drive.

Plus street sculpture doesn’t get much better than this. The run of 500 cars, built from now until late next year, has already been pre-sold. But if you’re keen, see your Alfa dealer (or Maserati dealer if you live in America) about the 8C Competizione Spider, which follows when production of the coupe stops.

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Vandenbrink Design’s new Ferrari GTO

Vandenbrink Design BV of The Netherlands is an automotive design company unveils their special coachbuilt GTO. The company was founded in 2006 by Michiel van den Brink and Robert Koumans which focus on special design and coachbuilding for highly exclusive sportscars.

The hand-made supercar will be crafted by Dutchman Alwin Hietbrink, who is known in restoration and rebuilding projects of classic Italian iconic sportscars such as the genuine Ferrari 250 GTO.

Meanwhile the interior/upholstery design is by the Dutch craftsman Henk van Lith, who is specilalist in the making of high quality Italian interiors.

The GTO is technically based on the Ferrari 599 GTB Fiorano platform and there are two versions available. The first version is the 599 GTO, 6-liter V12 engine that produces 650 hp and maximum torque of 630 Nm. The second version is the 6.3-liter V12 which produces 750 hp and maximum torque of 680 Nm.


There will be 5 GTO’s to be built for customers. The production will start in 2008 and the first delivery will only be on 2009.

The price of a full-options 630 GTO is €993,000 (excluding the base 599 GTB Fiorano and taxes).

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BMW's Quandt family and her Nazi past

A shocking documentary aired on German TV exposes the family's shameful history of Nazi profiteering and use of slave labor.

Automaker BMW is Germany's most admired employer and a pioneer in profit sharing. So it came as a shock Sept. 30 when an investigative television documentary exposed the Nazi-era misdeeds of BMW's controlling shareholder family, the Quandts. The Silence of the Quandt Family highlighted how patriarch Günther Quandt, grandfather to the generation now controlling BMW (BMWG.DE), built a blood-stained wartime fortune on the back of slave labor and how he sidestepped postwar recrimination.

The reclusive Quandt family responded to the documentary five days later, on Oct. 5, pledging to back a research project into the family's Nazi past and its role under the Third Reich, opening family archives and documents to an independent historian.

  • Testimony from Former Slave Laborers
"The accusations that have been raised against our family have moved us," said the family in a statement. "We recognize that in our history as a German business family, the years 1933 to 1945 have not been sufficiently cleared up."

BMW, of which the Quandts became major shareholders 15 years after the war, was not implicated in the documentary. In keeping with its normal policy, the automaker made no comment about the Quandts, but noted that it has publically confronted its own wartime history via independent research projects.

The TV program stunned Germany and triggered a raft of newspaper stories with headlines such as "The Quandts' Bloody Billions" and "A Fortune Stained in Blood." The hour-long documentary included interviews with former slave laborers who testified to the devastating conditions and atrocities which took place at Günther Quandt's battery company, Accumulatorenfabrik AG (Afa). Afa produced highly specialized batteries for the Nazi war machine, used in U-boats and V-2 rockets. It also produced munitions. "We were treated terribly and had to drink water from the toilets. We were also whipped," said Takis Mylopoulos, a forced laborer who worked in Quandt's Hannover plant.

Based on documents unearthed by the filmmakers, Quandt estimated a "fluctuation of 80 prisoners per month," in his battery factory—a likely reference to expected deaths per month, the film claims. It also says that Quandt, who joined the Nazi party in 1933, wielded close family ties to the Nazi elite to grow his battery business. Sven Quandt, a grandson of Günther and the only family member to appear in the documentary, says that he and his siblings cannot be held responsible for their grandfather's activities.

  • Quandts Rejected Pleas for Reparations
Afa had factories in Hannover, Berlin, and Vienna and was supplied with slave laborers from concentration camps who died by the hundreds, according to the documentary. One former Danish slave laborer testified in the film that he and other survivors, who were deported to a German concentration camp and sent to work at Afa, returned to Germany in 1972 to plead for financial support from the Quandts, since the harsh working conditions at Afa had resulted in lifelong ailments.

The Quandts turned them away, the film says. "It's for me a step in the right direction that the Quandt family, after so many decades, finally is willing to face its history," says Carl-Adolf Sörensen, a former Danish resistance fighter who was sent to the Hannover-Stöcken concentration camp in 1943. Sörensen wants the Quandts to admit that Afa relied on slave labor from the camp.

  • Escaping Justice
The Silence of the Quandt Family was broadcast by Norddeutsche Runkfunk (NDR), an affiliate of the national ARD network, and was based on five years of research by authors Eric Friedler and Barbara Siebert. It premiered at the Hamburg Film Festival on Sept. 30 and was aired without notice on television later that night, at 11:30 p.m., reaching an estimated audience of 1.3 million.

Some German commentators surmise the broadcast was not announced in advance for fear of legal interference from the Quandts to block the program. ARD officials denied the speculation and said they decided to air the program only after the Film Festival premiere.

Despite his Nazi membership—and, as it now appears, his use of slave labor—Günther Quandt was deemed after the war to have been more of a "passive follower" than a convinced Nazi. But Benjamin Ferencz, a prosecutor from the Nuremberg Trials interviewed in the documentary, said that the facts revealed today likely would have led to Quandt's conviction for war crimes—similar to those meted out to members of the Krupp and Flick families.

"Quandt escaped justice," Ferencz told the filmmakers. Industrialist Friederich Flick, by contrast, received a prison sentence of seven years at the Nuremberg Trials for deploying slave labor and for serving the Nazi war machine, but was freed in 1950.

After the war, Quandt received his company, later renamed Varta (VARGK.F), back from the government and continued to build his industrial wealth—the fortune eventually wielded by his son Herbert in 1959 to buy BMW. Herbert's heirs, including wife Johanna, daughter Susanna Klatten, and son Stefan, today own a controlling 47% stake in BMW, which has a market capitalization of $42 billion. The Quandts also own a controlling stake in pharmaceutical giant Altana (ALTG.DE). The family's holdings are worth an estimated $34 billion.

  • Damage Control
Despite its acknowledgement that the family's ties to the Nazis have been played down, the Quandt family members insist the details of Günther Quandt's past are not entirely new. A 2002 biography covered much of the same ground. It's also been known that Quandt's wife Magda Ritschel, whom he divorced in 1929, remarried Nazi propaganda minister Joseph Goebbels in 1931 and that Goebbels adopted Quandt's son Harald. Adolf Hitler acted as witness at the wedding.

Many German companies including BMW, Volkswagen (VOWG.DE), and Deutsche Bank (DB) already have explored their own wartime collaboration and misdeeds during the Nazi era, publishing books, turning over documentation to experts, and paying millions of dollars into funds distributed to forced-labor survivors. Volkswagen's book documents its deployment of 20,000 slave laborers during the Third Reich. In 1999, BMW and other German companies founded the "Remembrance, Responsibility and Future" foundation, which provides compensation to former forced laborers.

The Quandts, by contrast, have remained silent about their past, perhaps fearing a global public backlash against the BMW brand. Until now, the family has refused historians access to its Nazi-era historical archives and papers—and it still has not acknowledged that Afa factories made use of slave labor from concentration camps.

The Oct. 5 statement by the family noted that Quandt-owned companies BMW, Varta, and Altana, as well as individual family members, contributed to national funds established to compensate former slave laborers but did not mention the sums contributed.

by Gail Edmondson senior correspondent in BusinessWeek's Frankfurt bureau.

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Lotus Exige Sport 240

Lotus cars don’t quite come around that often but this is another iteration of the Exige, but it is a model exclusive to Australia. The supercharged Toyota engine receives another 20bhp over the Exige S to take it up to the headline 240.

The Sport 240 is available only in Sapphire Black or the bold Blaze Orange displayed. Torque has been upped to 170lb ft (from 159lb ft), while the six-speed gearbox runs an uprated clutch with a strengthened pressure plate, traction control and a limited-slip torque-sensing diff (a first for Lotus on the Australian market).

The Sport 240 features Lotus Sport adjustable traction control, developed from the UK GT3 motorsport programme, as well as launch control to help it sprint to 62mph in 4.16 seconds, only a few tenths slower than the quickest production Lotus of all time – the 2-Eleven, which clocks 62mph in just 3.9.

Braking has been improved, with braided lines and Pagid pads helping squeeze four-pot AP Racing 308mm front rotors and single piston 288mm units at the rear.

‘The majority of our customers track their cars’, explains Lotus Cars Australia (LCA) MD John Stretton. ‘We have a group of customers here in Australia that are engineering savvy’, he adds. ‘We’ve developed the 240 as a result of the sales knowledge and customer requests over the past 12 months'.
Still engineered entirely in the UK, the fact that Lotus HQ has supported an exclusive Australian model for the first time speaks volumes for LCA. Stretton said:

It’s acknowledgement from the factory of the market we have here
.

The Lotus Exige Sport 240 retails from AU$149,990 (£66,118).

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FPV Cobra GT

Ford Performance Vehicles (FPV) is Ford’s Aussie performance arm, the equivalent of HSV, and the Cobra GT is a special edition saloon.

And it’s not that Cobra you’re thinking of either. The Cobra is the namesake of the legendary XC Falcon Cobra coupe, which stormed Bathurst in 1977 with a now infamous 1-2 orchestrated finish. Three decades later, the FPV GT Cobra sports the same blue-stripes-on-white paint scheme with the Cobra logo emblazoned on the front guards and sewn into the standard leather upholstery.

  • So what’s special about the Cobra?
It’s more a special edition than anything else. There are a few tweaks to the engine so now the ‘Boss’ 5.4-litre V8 makes 405bhp and 398lb ft. The 405bhp is equivalent to 302kW, and Ford makes a great deal that 302 is also equivalent to that 1977 Cobra’s engine capacity in cubic inches.
A six-speed manual and a limited-slip diff with a high-torque clutch are standard, while (possibly to the dismay of purists) a German-sourced ZF six-speed auto is optional. The saloon is yours for AU$65,110 (£28,921), while the ute will set you back AU$61,200 (£27,191).

  • So can I get one?
Not a chance, according to FPV. Revealed on a parade lap before the Falcon’s 1-2-3 Bathurst victory (headed by UK Team 888’s Craig Lowndes and Jamie Whincup), Ford Performance Vehicles officially confirmed the GT Cobra sedan and ute. Just 400 sedans and 100 utes have been made and all 500 have already been snapped up by enthusiasts.

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Porsche Panamera

We've been spotting that old scoop favorite, the new Panamera super saloon, again. And it seems that Stuttgart's stylists are experimenting with a further evolution of Porsche's family face.

This artist's impression strips away the disguise from the latest spy shots, and we can see that a new ellipsoidal lens design is planned for the Panamera. Beneath the tear-shaped main headlamps lies a pair of LED day running lights (like on the 911 Turbo) incorporating the indicators.

It also appears that the Panamera will get a pair of Jaguar-style gills just aft of the front wheel arches. With Porsche's focus on engineering purity above posing, you'd hope these are functioning to cool the front-engined V8 engines, rather than merely showing off.

Prepare for more spy shots yet. The finished article won't be seen until 2009, when the four-seater will land in showrooms to compete with the sportier luxury saloons on sale. We're talking about the Quattroporte, XJR and upper-echelon 7-series, A8s and S-classes. Not to mention the forthcoming Aston Martin Rapide, the first four-door from Gaydon for generations.
Expect a concept car at one of the major shows in 2008. As the Panamera is such a different proposition from its existing sports cars, Porsche is unlikely to be shy building up its imposing newcomer. And you won't miss it: at nearly five meters long, it's a full-size saloon.

The aero aid at the rear will be a pop-up item. Like the spoiler on the Cayenne and 911, it will rise up at motorway velocities to assist high-speed stability, dropping down discreetly once you're pottering around town. This will either help you avoid the largess of rally-spec Subaru Imprezas, or bring your attention to speed-watching policemen, depending on your point of view.

The shape of the rear lights is now apparent too. This artist's impression is based on the latest information, revealing wraparound rear lenses with detailing that suggets the back lamps will use LED lights.

  • Two exhaust pipes... this looks like a lower-spec Panamera
Yes, we've seen a mix of different exhaust counts on numerous spy photos of the Panamera, developed under the G1 codename. Two rear-drive cars will be available at launch: those with four pipes are understood to be the 500bhp turbocharged 4.8-litre V8; twin pipes (above) are assigned to the naturally aspirated V8, developing a lazier 400 ponies.
The Panamera will need all that power, mind you. It's expected to weigh a chunky 1800kg, so plenty of twisting power will be needed to achieve the Turbo's target of 190mph and 0-62mph in 4.2sec.

In 2010, Porsche will extend the Panamera family with a smaller engined 300bhp 3.6 V6 and four-wheel drive versions will be launched too. Then in 2011, we can expect to see the 175mph hybrid Panamera, using much of the battery powered know-how from the recently confirmed Cayenne Hybrid.

  • Ah, that's better. I prefer the Panamera with the spoiler down
Yes, it looks more subtle, doesn't it? And under that sloping tailgate (this is really a five-door, rather than a four-door) lies a boot that's said to carry 475 litres of luggage, more if you tumble the rear seats forwards. There's plenty of passenger space for four adults, too.

What will the Panamera be like to drive? Its suspension and brakes, and some of the body structure, are related to the Cayenne, but there is sufficient difference to give the saloon a character all of its own, say engineers working on the project.

Besides, there are plenty of technical innovations which should set the saloon apart from the bulky off-roader. Four-wheel drive versions come a year or two after launch, seven-speed dual-clutch transmissions are being developed by ZF, while composite brakes will be available and Porsche is also working on active dampers.

It's shaping up to be one of the most intriguing cars of the next 24 months.

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Heidi Klum on VW Tiguan presentation

Volkswagen and whole Germen car industries are real pride for all Germans and so is world top model Heidi Klum, which also comes from Germany. That is probably the main reason that she presented new Volkswagen half truck model Tiguan, with her husband Seal.

Tiguan is new Volkswagen model which we scooped back in the August. Tiguan is baby brother of Volkswagen bigger models Touran and famous Tuareg. As we said, VW Tiguan needs to be pimped a little bit and you will see completely different car. Pictures from that presentation with Heidi Klum show just that. White color and bigger wheels give Tiguan quite sporty and tasty look.


Full gallery of Heidi Klum on VW Tiguan presentation can be seen here.

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Controversy of Danica Patrick

Some racing fans have claimed Patrick, as a rare female driver, has benefited from her minority status. They claim that most male drivers would have had more difficulty in finding a ride with a top racing team than Patrick did and would have been dropped sooner than Patrick was after failing to achieve any wins during her entire IRL career.

Some racing journalists, IndyCar fans, and other drivers (such as Robby Gordon) have claimed that Patrick's relatively low body weight gives her an advantage in a competition where engine size and car weight are strictly regulated. (Patrick's height is 5'2, and weight is 100 pounds.) The IRL president, Brian Barnhart, disagrees, telling Dave Caldwell for The New York Times that Patrick's weight

had a minimal effect on the competition.
Patrick has also had to deal with sexist remarks from fellow racers, who feel that auto racing is a man's sport. In May of 2006, after an appearance on ESPN SportsCenter's Budweiser Hot Seat, Patrick made comments that ruffled the feathers of former NASCAR drivers. When asked if she would ever make the jump over to the NASCAR circuit, Patrick commented that, while she wouldn't make the jump, she hadn't even
gotten a phone call (from NASCAR representatives).
Former driver Richard Petty responded, in a separate interview, by stating,
I just don't think it's a sport for women, and so far, it's proved out. It's really not. It's good for them to come in. It gives us a lot of publicity, it gives them publicity. But as far as being a real true racer, making a living out of it, it's kind of tough.
When talk heated up of a possible future Patrick move to NASCAR in July 2006, fellow IRL driver Ed Carpenter said,
I think Danica's pretty aggressive in our cars. I mean, you know especially if you catch her at the right time of the month, she might be trading plenty of paint out there.
He later said that he meant no disrespect, and that he felt she could hold her own on whatever circuit she was in. He also said it was unlikely she would jump to NASCAR.

In October of 2005, Patrick was mentioned in the men's magazine FHM by Formula One driver Jenson Button, who, while dismissing her prospects in Formula One racing, then added some colorful remarks of his own, notably the infamous line
A girl with big boobs would never be comfortable in the car. And the mechanics wouldn't concentrate. Can you imagine strapping her in?

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Honda CR-Z and Puyo concepts

This CR-Z is still just a concept, but if public reaction is positive, and it should be, then we could see this car in production for the start of the next decade.
Standing for ’Compact Renaissance Zero’ the CR-Z will be unveiled at the Tokyo Motor Show on 24 October. It’s a hybrid, so that means one of Honda’s VTEC engines alongside the IMA technology. Apparently it’s also designed to be a performance car that has a minimal impact on the environment. Good marketing speak but the CR-Z does seem to hold some promise.

There are indeed hints of the RX-8 around the nose, but the rest of the car pays homage to Honda’s CR-X. The short wheelbase and overhangs combine to make the car manoeuvrable, while the glass roof and bootlid mean lots of visibility.
There are the usual concept car touches including LED lights, 19-inch wheels and translucent plastics with neon-blue backlighting.

It builds on the Remix concept shown at LA last year, and the Small Hybrid Sports Concept that has been shown in two iterations at both
Geneva and Frankfurt this year. Honda needs a car like this: fingers crossed.

The Puyo, which is apparently a Japanese word conveying warmth and friendliness, and according to Honda will ‘put a smile on the face of users and pedestrians’. Well yes, but only because they’re laughing so hard at the looks.
Actually yes. Let’s remember that as urban transport such a shape means maximum carrying capacity. Just ignore the looks, or the hydrogen fuel cell technology, or the gullwing doors and this could be a realistic premium urban car. Maybe.

Inside it's fairly minimalist with few dashboard controls and no steering wheel. The Puyo is instead steered via a joystick.

Honda hasn't completely lost it though because it will also unveil the Fit at Tokyo, which is the Japanese market version of the Jazz.

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Subaru Impreza STi finally unveiled

Another week, another Subaru Impreza STi story... But wake up at the back, because this one is official. And there aren't any big surprises in store - the barmiest new Impreza is just as we predicted in our scoop.

The European-spec hatch-only STi uses the same turbocharged 2.5 flat four that powered today's WRX; Japanese officials haven't confirmed the power output yet, but bank on comfortably over 300bhp, probably nearer 320bhp by the time the car arrives in the UK next year. In Japan, the STi gets a 2.0-litre flat four.

How to spot the five-door Impreza STi? It'll be hard to miss the wide-hipped wheelarches, 18-inch alloy wheels, deep spoiler and gaping bonnet air scoop, four-pot exhaust and a subtle (for Subaru) roof spoiler.

Subaru's racing division is very excited by the new STi - the new hatch bodystyle and squarer stance are said to improve the dynamics and handling. As will the new thumbwheel-operated DCCD, or Driver Controlled Centre Differential, which lets you redistribute the torque split between front and rear axles.

The STi will be shown at the Tokyo Motor Show in late October 2007; UK sales will kick off in March 2008, with a price tag tipped to hit £27,000.

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Danica Patrick is auto racing driver in FHM Magazine

Danica Sue Patrick (born March 25, 1982 in Beloit, Wisconsin) is an American auto racing driver competing in the IndyCar Series. She is from an Irish-American family and was raised in Roscoe, Illinois. Danica Patrick was named the Rookie of the Year for both the 2005 Indianapolis 500 and the 2005 IndyCar Series season. In May 2006, she published her autobiography, Danica: Crossing the Line.

Danica Patrick began go-karting in 1992 at Sugar River Raceway outside of Brodhead, Wisconsin and went on to win several national championships. She moved to England at the age of 16 in order to advance her racing career. She has also earned a GED. Focusing primarily on road racing, Patrick raced in several developmental open-wheel series while in Europe, including Formula Ford and Formula Vauxhall. Patrick earned a second-place finish in England's extremely competitive Formula Ford Festival, the highest-ever finish by either a woman or an American in the event.


In 2002, Patrick signed a multi-year deal to race for the team of Bobby Rahal. After making several starts in the Barber Dodge Pro Series, she moved to the Toyota Atlantic Championship for 2003. Driving for Rahal Letterman Racing with sponsorship from Argent, Patrick achieved moderate success in the Toyota Atlantic series. During her time in Atlantics, she won one pole and was a consistent podium finisher (top three); however, she never won a race. In 2004, Patrick finished third in the Championship.

As well as participating in Atlantics, Patrick also made an appearance in the American Le Mans Series, driving for the Prodrive Ferrari team to tenth place at the 2003 Grand Prix of Atlanta. She would attempt sports cars later in her career with a run at the Rolex 24 at Daytona in 2006.

For full story about Danica Patrick see this.

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BMW Concept CS

This is the very latest offering from Munich's design studios - and it points to a bold new design future post-flame surfacing. The landmark Concept CS show car is a luxury four-door GT primed to kickstart a new look for future BMWs.

The unveiling of the Concept CS marks a revolutionary shift for the marque. BMWs of late have had controversial styling, much to the distaste of many. But there's not even a hint of the awkward angles of the current 7-series or the lumpy, Mitsubishi Carisma-like rear of the 3-series here. The CS has a crisp, fresh look.

This four-seater coupe looks attractive, particularly next to the current BMW range. The new form language, smoother surfaces and a dose of elegance work a treat; and the angled, shark-nose grille is striking to our eyes, evoking the first-gen 6-series among others.

  • It's a welcome step forward for BMW, then?
That's true. It really is monumentally different. The language of the body and the lines are so much smoother. The classic kidney grille has ballooned to huge proportions; BMW claims this is to ensure of a plentiful supply of cold air to the engine, and is not simply a styling gimmick.
The arches wrap around the deep-dished, 21-inch, multi-spoke alloys. The designers say that future BMs will have much attention paid to integrated arches, rather than the brashly flared items on some rival designs (eg current Fords).
  • The CS is a bit out of the blue. Where has it sprung from?
The Concept CS is BMW's contribution to the Shanghai Motor Show, which is currently in full swing in the far east.

Adrian von Hooydonk, head honcho at BMW's design house, told CAR Online at the show that the shark-nose look of the Concept CS is something that customers can relate to from BMWs of old. He hinted that it would spread to future production cars.
  • OK, it's definitely something special on the outside, what about the interior?
The cabin will be as sleek and slinky as the exterior of the car. Front passengers will be firmly tucked in to the curvy sports seats and surrounded by a high centre console, while BMW has paid much attention to raising the previously dour ambience of their dark interiors.

Clever surface treatments, different kinds of leather and double-dial pods all add to the fresher, more exciting cabin. BMW is making great play over the joints of the dashboard, hiding air vents and lights in the gaps between panels.
  • Sounds plush
That you can be sure of. The Concept CS is without doubt a bit of a showcase for BMW and it's reasonable to assume that the designers will push the boat out with the mod cons and luxuries for the show car.

It's a hefty beast, too. At 5.1 metres long, it's longer even than the 7-series, as well as wider and sporting a longer wheelbase. So there's plenty of space for the four passengers.
  • Any hint of what might be lurking beneath the bonnet?
The show car runs a V10 from the M5 and M6, although this car runs on a bespoke platform. But packing this 500bhp crackerjack motor will guarantee the CS goes as fast as it looks.

Production versions could use a variety of six-, eight- and 10-cylinder engines, were such a car to be commissioned. It's still too early to say if BMW will actually build this car, but it is certainly considering a rival to the Porsche Panamera and Aston Rapide.
  • Hang on a second, is it a saloon, or a coupe?
Good question. You could be forgiven for thinking that the Concept CS was a coupe by the lack of rear door handles. However, take a closer look and you may discover a distinct lack of front door handles as well. In an attempt to maintain the clean lines of the car BMW, has niftily located the door handles on the sill in between the window and the body of the door.
So yes, it is a four-door saloon. There are only two rear seats but each one is separate, unlike the traditional bench approach, so you can bank on it being just as comfortable for the rear passengers as it is for those in the front.
  • So what sort of cars will this rival, then?
Well, it's bigger than the CLS and there's not been any BMW like it before. But you can safely say that the CS is aimed squarely at the new Porsche Panamera and forthcoming Aston Martin Rapide, not to mention the Bentley Flying Spur. Execs in a hurry have never had it so good...
  • So what's the next move for BMW?
Take a good look because this is as good a sign as any of what BMW are up to. The Concept CS may not be bound for production - not immediately anyway - but it's certainly the biggest hint that we're likely to get in the way of appearance for future cars.

The future's looking sleeker, sportier and (dare we say it) more beautiful. And it's been a long time since we've been able to say that about a BMW.

Jack Carfrae

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Porsche 911 GT2

Another yawn worthy 911? Or a yee-hah one? Definitely the latter. 911 Turbo not hard enough? Then how about removing the four-wheel drive, sir? Want to smash the magical 200mph barrier? Soak in the GT2's 204mph v-max and quake in your boots. Oh, and it has semi-slick Cup tires too. Make no mistake, the GT2 isn't for fools.

You won't miss the GT2, either. Beside the Turbo's LED look-at-me lights sit new extra-large air intakes to cool the brakes, a re profiled spoiler, rear diffuser and sills. It's a lesson in Teutonic purposefulness.

  • Enough cosmetics, does it drive as hard as it looks?
Inevitably, the answer is yes. The explosiveness of the package is matched by an explosion of the senses. The minute you start driving the GT2, it comes alive. Turn-in is instant and the wheel jitters with feel and road detail, letting you know exactly what's what. This much power in a physics-defying 911 is a lesson in trepidation and a test of the nerves.

Why? Well, the noise is intense for starters, but it's mainly because you are always - and I mean always - aware that the rear wheels are doing the work and that blown flat six is only a mistimed prod away from wreaking carnage with those shaved Cup tyres.
  • So it's a bit of a handful then?
You could say that. Those bald-as-a-coot Pirellis are fine in the dry, sticky and secure, but the moment the heavens open (and they do that rather a lot in the UK, in case you'd forgotten), so does your mouth. Water-skiers might enjoy the sensation of carving across puddles, but we don't.
And did we mention just how fast the GT2 was? A muscular 523bhp propelling 1440kg of 911 is never going to be tardy, but the sheer visceral blast of the flat six is something else. It demolishes the 62mph benchmark in a frankly suicidal 3.7sec - the same as the regular Turbo Tiptronic - but by the upper reaches of 185mph, it's eight seconds faster.

Whoever at Porsche calculates such things must have had a right old laugh the day they worked that out. We can't imagine many customers testing that particular statistic...
  • 'Wheelspin in second gear'
And the rest. During our damp test, the GT2 spun its rear wheels in the first two gears anywhere up to 4500rpm, the rubber playing second fiddle to a monstrous 501lb ft of shove. There is a limited slip diff to help channel all those forces into forward motion though.

And the flat six loves to rev. There's a new gearshift indicator on the GT2, flashing a red arrow at 6000rpm to give you just enough warning to change up before hitting the limiter if you're really pushing on. And it's only at the top end that this motor feels ferociously fast, as opposed to merely oh-my-gawd rapid. Thank the extra boost the GT2 runs.

At 1440kg, the GT2 is 145kg lighter than the Turbo, and only 45kg more than the lightweight GT3. As well as the lack of bulky 4wd hardware, a glass-reinforced plastic engine cover, titanium exhaust system and standard Porsche Carbon Composite Brakes (PCCB) complete the diet. The brakes alone are 50 percent lighter than equally-sized steel discs, Porsche claim.
  • So you're telling me the new GT2 is basically £30k more than a Turbo, and scarier?
That's what this boils down to. The GT2 will cost £131,070, so it's no bargain. But what did you expect? Is it worth that premium over the accomplished Turbo? That's open to debate. For the buyer who has to have the ultimate, the collector who loves Porsches, they will merely write the cheque before they've even got this far through CAR's review.
Many will dismiss the GT2 as a rich man's plaything, and there's little doubt that on paper this is the case. Edgy handling and red-alert dynamics don't make everyday driving an appealing prospect. And yet... for the driver who appreciates the rear-drive sharpness, the thrills of driving a potent device like the GT2, it will be worth the cost just for the uncompromising, sharp, undiluted thrill of the challenge.

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Volkswagen Touareg R50

It might be a diesel, but yes, it’s still all of the above. This is VW’s new R50. Due to be unveiled at the Australian International Motor Show later this month it’s the latest car from VW Individual, the same engineering group responsible for the Golf R32, Passat R36, and the Bluemotion range, including the Polo.

The Touareg R50 has VW’s 4.9-litre V10 diesel but with a ‘generous’ increase on power. Expect the standard 313bhp to rise to around the 350bhp mark, while the 553lb ft should climb to a round 600. The standard car only does 22.4mpg and pumps out 333g/km, so while that’s better than a Cayenne Turbo’s 19mpg and 358g/km, the power increase surely won’t do it any favors.

Completing the package are bigger wheels and tyres, tweaked suspension and a new bodykit. VW's press release gave no indication on price but this R50 will definitely be more than £60,000 when it arrives in the UK in spring of 2008.

  • Does VW ever stop?
Nope. In fact, it's giving Audi a close run for the number of new models expected over the next few years. We’ve just driven the VW Tiguan, and loved it, while by Christmas we’ll have Bluemotion versions of the Golf, Passat and Passat estate in the UK.
Behind the scenes, though not hidden from our spy cameras, VW is readying a new Golf.

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Mazda Taiki

Is it just us, or has Mazda gone a bit concept car crazy in recent months? Its current design mantra of 'nagare' - or flow - has spawned the Nagare, Ryuga and Hakaze show-offs at recent motor shows. And, true to form, there will be another car in the series at the Tokyo Motor Show later this month.

That honour befalls the Taiki, a clean-fuel two-seater that's again inspired by natural waves and rhythms of nature, apparently. Officials drop hints that it'll inform the design of the next RX-8, but then spokespeople always say that sort of thing, don't they? Our guess is that Mazda is slowly but surely playing with a new style, and we're inching closer to flavours of what will actually appear in a showroom near you. Eventually.

Don't expect sci-fi style out-rigger rear wheels quite yet, though...

  • The Taiki looks nothing like the next RX-8, surely?
You're right - this is a long, long way from any kind of production reality. But squint awhile at the front end, and you're not a million miles away from future design cues. The grille treatment, in particular, is said to be a preview of a fresh facial expression for Mazdas.
The Taiki also premieres a new package of aerodynamic aids, although Mazda isn't elaborating any more until its Tokyo debut. Many manufacturers are playing with semi-active aero aids, so expect moving body parts to smoothe the airflow.
  • What'll she do, mister?
The Taiki is front-engined, rear-drive and is powered by the latest iteration of Mazda's rotary engine that's swollen from 1.3 to 1.6 litres. The Japanese company remains wedded to this technology, despite rotary's high consumption of fuel and oil. Why? Because Mazda is experimenting with rotary engines that run on hydrogen.

It will show a dual-fuel Premacy Hydrogen RE Hybrid at Tokyo, whose engine runs on hydrogen and unleaded fuel. When on H2 mode, it converts hydrogen into electricity to power the turbine engine; this isn't mere pie-in-the-sky fantasy - Mazda will start leasing such vehicles in 2008.

Tim Pollard

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Renault Clio 197 Cup

Look past the mouthful of a name (Renault sport models still manage to be a real mouthful, n'est-ce pas?), and this should be one of our favorite hot hatches of the year. The new Clio 197 Cup is the full production version of the limited-edition Renault Clio 197 F1 Team R27. See what I mean about long names?

This is the hot hatch for discerning hot hatch lovers - only those with precision g-meters built into their backsides will fully appreciate the chassis tweaks that make the Cup a dartier, more precise pocket rocket. We're talking a 7mm drop in ride height, with stiffer springs and recalibrate dampers.

  • What else is new on the Clio 197 Cup?
Those suspension tweaks are the main change; the spring and damper rates are claimed to be 27 percent stiffer at the front, 30 percent at the rear, making the Cup track flat and hard through the twisty stuff. We thought the chassis revisions on the limited-edition R27 were the business, and there's no reason why they won't work on this regular 197 version.
The only other mechanical change is longer gearing, which will become standard on all Clio 197s from now on. Both fifth and sixth gears are stretched marginally (top now runs 20.5mph per 1000rpm, rather than the boisterous 18.9mph in the normal 197) to make motorway cruising a less riotous affair. We're not convinced that's enough to make the Clio a proper long-distance proposition; take CAR's long-term test car on a long trip, and it's like spending an evening in a drum 'n' bass nightclub.
  • This is a modern hot hatch, so I'm guessing there will be plenty of cosmetic mods too?
The 197 Cup is the first of this generation to be available in white (as pictured), while the wheels will come as standard in anthracite, or satin black Speedline alloys as an option. Air-con is now optional (Renault says so owners can save weight. We say it's so Renault saves money) and lightweight Recaros are available too.

The Cup arrives in showrooms in October, when prices and further details will be announced.

Tim Pollard

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BMW 1-series Convertible

A 1-series Convertible? Seems like a logical step… Indeed it does. BMW is gradually filling every niche with every possible model combination. So after three and five-door hatches, and a coupe, here’s the convertible version of the 1-series.

It’s the same formula that BMW has used with the 3-series to such success, and the Bavarians are banking on the Coupe and Convertible to spearhead the launch of the 1-series range in the USA.

  • So tell me about the roof?
Of course it’s electric, and BMW claims it’s the first premium convertible in this sector. Audi’s A3 cabriolet will be here soon, but it won't arrive until 2008. The 1-series' fabric roof opens and closes in 22 seconds, and can operate at low speeds. For posing value of course.

The car will still seat four, but those two poor souls in the back will be very short on leg space.
BMW is also claiming a world first with the roof design. As an option, you can elect for an anthracite roof with ‘interwoven shiny fibres’. Basically it's a sparkly roof, or in BMW speak it ‘produces charming reflections in sunlight’. Sounds more like a dodgy sweater your auntie knits for you.
  • Propulsion?
Pretty much as per the Coupe. Four petrol engines from 1.8 to 3.0 litres are available, plus a 2.0-litre diesel. That 3.0-litre is badged as a 135i because it’s the twin-turbo unit . That means 302bhp and 295lb ft from 1300-5000rpm. The 135i also comes with the M Sports pack as standard.

Every cabrio comes with BMW's Efficient Dynamics technology. However, only the four-cylinder cars get the full package of stop/start, gearshift indicator, electronic power steering, active aerodynamics, and brake regeneration on some models. The six-cylinder models do without auto stop/start.
  • Anything else?
The convertible looks unbelievably similar to the CS1 concept (above). How good it actually looks will only be decided when we see it in the metal though the marketing bumf claims the car ‘embodies modern elegance in its appearance’… Hmm.

What else is of interest? For a fee BMW will give you special leather to reflect the sun’s rays. Luggage space is 280 litres with the roof up, or 240 with it folded away, so travel light in the latest One.
No words on prices yet but expect a 120d to start at just over £23,000 rising to just shy of £35,000 for a 135i. Not cheap but with the twin-turbo engine don't forget this is a junior M3 in all but name.
  • Does BMW never stop?
Nope. This is the fourth model in the 1-series line-up, and there’ll be a fifth One by 2012. Earlier this week the Bavarians announced their full model line-up for the next five years and it’ll include an X1, alongside brand new models from Rolls-Royce, BMW and Mini.

Whether such investment in new products will result in increased profits is another matter. If anything BMW’s are likely to take a further hit before the seeds they sow now start to bear fruit.

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