Car of the Day - Audi R15 TDI

Car of the Day - Audi R15 TDI

Audi followed the enormously successful R10 TDi with the R15 TDi in its campaign for a ninth outright win at Le Mans in 2009. The R15 is more aerodynamiclly efficient, lighter and utilises a more compact, lighter and efficient engine.

For Audi's second generation turbo-diesel sportscar, gone was the 5.5 litre V12 to be replaced by a 5.5 litre V10. Audi have always stated they are more interested in Le Mans and Sportscar racing than Formula 1 as it provides a series where the cars are more relevant to standard production road cars and development is primarily about efficiency. The new V10 delivered improvements in both fuel consumption and CO2 emissions.

The R15's output is reduced by 50 hp from the R10, now down to 600 and torques matches that down from 1100 nM to 1050 Changes to the turbo-charging and fuel injection improved engine response and that coupled with the lighter weight resulted in a much more nimble car. The focus of Audi's diesel program with the R10 had been efficiency over speed, with the R15 Audi wanted to re-introduce the speed factor, not that the R10 was any slouch..

Dr. Wolfgang Ullrich, Head of Audi Motorsport states, "The R15 TDI has many detailed technical solutions never seen before on a sports prototype. To a certain extent we followed entirely new routes." The use of CFD (Computational Fluid Dynamics), which Audi had used for aerodynamcially tuning the 2008 DTM Championship winning A4 resulted in a rear wing suspended from the top, an elevated nose and suspension and numerous other aero details to reduce drag, improve airflow where required and increase downforce when needed.

The electrics sees the introduction of a lightweight lithium-ion battery as used in some hybrid vehicles. That battery powers light emitting diodes for low bean in the headlights. The use of LEDs is becoming a distinct design feature across the Audi line.

2009 was the year that car manufacturers were pulling out of race services left right and centre and Audi was no different. Management decided to forgo the American LMP1 series in favour of an all out effort for Le Mans with the Sebring 12 hour being used for testing and development. Full race results, drivers and chassis rundown for Sebring and Le Mans will follow in part 2 of this car of the day. While the R15 proved successful at Sebring we all know that Peogoet really upset the apple cart with their win at Le Mans.

Rod Halligan

Car of the Day - Hennessey Venom GT

Car of the Day - Hennessey Venom GT

Hennessey have come to the rescue for all of us that have dreamed of stuffing a V8 in an Elise. While I might have been thinking of a small lightweight sub-five litre unit from Toyota, not Hennessey, he has pretty much gone full bore with a 6.2 litre LS9 from GM. Apparently he is not going to stop there either as 725 hp in a 1071 kg car may just not be enough for some, so two more versions are in the works, a 1000 hp version which will run on 93 octane fuel, (the base model gets it’s 725 hp from 91 octane), and a 1200 hp version with 1100 ft-lb of torque using 109 octane fuel.

Obviously 1100 ft-ib of torque is a lot to ask from an Elise moncoque which is why it gets a substantial make-over at Silverstone where the cars are actually built. The monocoque gets lengthened and reinforced before receiving the Hennessey Performance Engineering (HPE) tuned V8’s which are shipped to England from Sealy, Texas. Given that plans only call for 10 cars to be produced annually we are not even talking a full shipping container.

This car is obviously a pet project for Hennessey, and some may say a bit of an ego trip as well; “I wanted to have a road-legal car with air conditioning and satellite radio, that had a power-to-weight ratio that is greater than just about every race car short of a Formula One car. I wanted a car that could be taken to Cars and Coffee and be parked with a Pagani Zonda on one side and a Bugatti Veyron on the other. And the entire crowd of car guys would be looking at my car instead of the other two.”

Even at $600,000 a pop the 10 cars per annum production run is not going to make him rich. Development costs to date would already be substantial, so look at this car as a drivable billboard for the Hennessey core business. And while I love this car and everything it stands for it just cannot compete with the performance and refinement of a car that has had several hundred million dollars spent on its development such as the Veyron. Then again people who could buy one of these potentially have the Zonda and Veyron in the garage as well anyway. I only wish I was one of them.

On the technical front the Venom GT has had it’s slippery rear-end tuned via way of computational fluid dynamic (CFD) which has resulted in the form of the active and adjustable rear wing which goes some way to sticking the missile to the ground. Also helping are Michelin PS2 tyres. The power is transferred by a Ricardo 6-speed gearbox and stopping the monster is left to 15 in. carbon ceramic discs, with six-piston calipers at front and four piston at the rear.

Zero to sixty is expected to be sub 3 seconds, which will take a bit of practice I have no doubt and could be one of the reasons each buyer gets a one-day training program at a track in either England or America from one of Hennessey’s test drivers. Another reason is that Hennessey might want to show a bit of social responsibility by minimising just a little the chances of drivers killing themselves the first time they hit the accelerator.

So ... probably the only Hennessey experience I will get will have quite a nice bite and a whole lot more refinement ... I just love a fine Cognac.

Rod Halligan

Car of the Day - Ferrari F60 part 02

Car of the Day - Ferrari F60 part 2 - Drivers and Results


Rod Halligan

Car of the Day - Donkervoort D8 235 E

Car of the Day - Donkervoort D8 235 E

Donkervoort make Lotus Seven style sportscars, nothing unique there, dozens of other would-be car manufacturers do as well. What is unique about Donkervoort is that they out engineer all the others - including Caterham and Westfield, and they use Audi engines, and ....... they have held the lap record for Nurburgring. Therefore a Donkervoort is simply the best 7 style sportscar money can buy. The thing is, it will take quite a considerable amount of that money.

The Dutch are good car builders, they build unique cars.... just take Spyder. It is amazing how the collective mindset of a country displays itself though the types of cars they make. I am sure there is a good article in me on that topic. Here in Australia we are defined by our 4-door Muscle Cars.

I have always been a fan of the D8 GT, which is the model that set the 'Ring record. It is a closed coupe version that looks like a cross between a 7 and a chopped 34 Ford Tudor rod, a successful cross. The D8 GT will be a future COTD when I source suitably good images.

What we have here is Donkervoort's latest model, the D8 235 E, a reworked and evolutionary model - it's a Se7en .... that should really go without saying.. The 235 E gets tweaks to the intake and exhaust of the 1.8 litre 5 valve Audi in-line 4, and a remapped ECU, the result is a 25 hp increase to 235 hp. Not bad for a 600 kg car.

The rest remains pretty much the same, just refined. The suspension is double wishbones, coil springs, adjustable shock absorbers, anti-roll bar, the rear also uses trailing arm. The body is Aluminium and fiberglass over a steel tube frame.

Also remaining the same is motorcycle performance with four wheels.

Rod Halligan

Car of the Day - Ferrari F60

Car of the Day - Ferrari F60

Ferrari had a bad year in F1 in 2009, as did most .... except for Brawn and Red Bull. The 09 season was one of significant change and much controversy.

With regard to the change, the FIA had introduced a new working group called the OWG (Overtaking Working Group), this group was tasked with developing changes to the regulations to help the spectator experience via providing more on track action and overtaking. Unfortunately compared to the off track action and controversy, they failed miserably. 2009 ended up being somewhat of a soap opera with Lewis Hamilton’s LiarGate and the Piquet/Flav/Symonds debacle that was CrashGate.

Unfortunately Philipe Massa had a very serious accident during the qualifying for the Hungarian Grand Prix GT when a spring from Buttons Brawn came off the car and bounced onto his helmet. He was lucky to survive and was out the rest of the season. Other than that unfortunate incident Ferrari pretty much kept their nose clean and continued to maintain their reputation as the ultimate professionals. The same can not be said for McLaren or Renault.

The OWG outcomes resulted in significant changes to the required aerodynamics. Huge wide front wings were introduced and the rear wing became tall and narrow. The result was a car that looked somewhat like a shovel. Also introduced was KERS, the Kinetic Energy Recovery System, the idea behind which was two-fold, bring even more efficiency related development into F1 and, provide the drivers with an available extra burst of power to aid overtaking. Naturally some teams were more successful at developing and implementing this than others. While KERS has been removed for 2010 it can not be deemed to have be a failure as the technology is now being seen on road cars, including Ferrari’s 599 HY-KERS.

These changes had a considerable flow on affect with the required weight redistribution for KERS, which in the case of the F60 saw the regenerative motor mounted on unit with the engine and transmission under the rear part of the chassis. Also having a flow on effect were rule changes that saw the elimination of slots in the bodywork and more exposed suspension. Even more aero changes were required due to the reintroduction of slicks.

All of those changes though were massively overshadowed by the interpretation of the new diffuser rules, which none other than Ross Brawn and his new Brawn GP team found a loophole in and exploited very ... very, successfully.

The F60 was not that bad a car, not great by any stretch of the imagination, but it was basically behind the eight ball from the start of the season. Brawn and Jenson Button got off to a flying start and everyone else except Red Bull were left in their wake. The changes required to introduce Brawn’s diffuser design, which was approved by the FIA, meant the Ferrari team simply had too much development work to do. Ultimately they stopped developing the car half way through the season to concentrate on the 2010 F10.
Rod Halligan

Car of the Day - Fiat Abarth 500C

Car of the Day - Fiat Abarth 500C

Fiat and its in-house tuning division Abarth created a distinctive and versatile little pocket rocket with the Abarth 500C. A 140 hp cabriolet that just looks like fun.

First shown at the 80th Geneva Motorshow the Abarth 500C mixes style with sportiness in a package Abarth state is aimed also at the female driver, “ it represents a strategic choice by Abarth. With it, the company is making clear advances towards those members of the female public who are seeking not only design and elegance but a good dose of sports performance too.”

The two tone paint, which is available in black and race white and two sets of grey, adds some visual style and removes some of the bubbleness. The electrically operated roof comes in black or titanium grey and gets a cleverly integrated rear spoiler with integrated third brake light as well as a glass rear window. Abarth did a thorough job of tuning the aerodynamics around the roof to provide a flow that provides a balance of wind, road and engine noise for a comfortable and sporting feel when the roof is open. In the closed position the 500C matches the performance of the coupe.

The 1,368 cc 4 cylinder, 16 valve, engine is fitted with an IHI RHF3-P fixed geometry turbocharger. The 101 kW output is enough to touch the 100 km/h in 8.1 seconds when using the overboost function which is engaged by pressing the “Sport” button. When not in sport mode the car can deliver 6.5 l/100 km in the combined cycle.

The suspension has been Abarth tuned in conjunction with Magneti Marelli. The front suspension is based on independent McPherson struts, the rear suspension is semi-independent, with an inter-connecting torsion bar.

TLCs’ abound with the little Abarth 500C. There is TTC (Torque Transfer Control) as well as the MTA (Manual Transmission Automated), 6 speed conventional mechanical gearbox on which the traditional gear lever is replaced with an actuator electronically controlled by the TCU (Transmission Control Unit) and paddle shifts. The gearbox can be used in two modes: auto for maximum comfort, and manual for maximum performance. “Sport” mode can be engaged in both gearbox modes and reduces gear shift times. The TCU is coupled to the “GSI” (Gear Shift Indicator) which provides a signal on the instrument panel (a LED that flashes five times) to tell you when to change gear. In Normal mode, the GSI tells you that changing up will help reduce fuel consumption. In Sport mode, the signal means that changing gear will give you better performance. The GSI sounds like a PITB.

On the safety side there are 7 airbags (two front, two window and two side airbags plus one driver knee airbag). Of course there is also ABS with EBD (Electronic Braking Distribution), a sophisticated ESP system (Electronic Stability Program), ASR (Anti Slip Regulation) traction control and HBA (Hydraulic Brake Assistance) to help with emergency braking.

An Abarth wouldn’t be an Abarth without special wheels and the Abarth 500C gets a choice of 2 newly designed 17” diamond finished alloy wheels.

Abarth have sold 20,000 units since 2008, including 8,400 Abarth 500s. It has also sold 4,600 performance kits and they are developing a special “SS” kit for all 500’s. It will be interesting to see if there is any collaboration with Chrysler in the future, we have already seen the results of a Fiat, Abarth, Ferrari collaboration in the 695, which will remain the most desirable of all 500s.
Rod Halligan

Car of the Day - Mercedes-Benz SLS AMG GT3

Car of the Day - Mercedes-Benz SLS AMG GT3

Mercedes-Benz AMG have launched their new SLS GT3 in Puebla, Mexico (23Mar10) and it is absolutely stunning. The SLS GT3 marks a new business line for Mercedes tuning division and while AMG has been heavily involved in Motorsport since its inception back in 1967 it has not been in the business of selling factory
prepared customer race cars before.

The GT3 series is looking incredibly exciting for the future with numerous new manufacturers enter the fray. At a time when F1 (and as we all know I am a huge fan) cannot seem to get a good race together, (even a Ferrari 1-2 was not enough to make Bahrain 2010 interesting) the idea of the BMW Z4 GTS v Audi R8 LMS v Porsche v Gallardo v SLS is just so exciting. Now all we need is the 458 GT3 & a California GT3.

The lightweight SLS gets a comprehensive body kit with changes to numerous carbon fibre panels. There is new low splitter and airflow guiding winglets at the front. The bonnet gets a large vent as do the front fenders behind the wheel, a feature that is also carried through to the rear fenders. The deep sills get vents to guide air over the rear brakes and there are fuel fillers set into the c-pillar. At the rear there is a large diffuser and an even larger dining table sitting on the boot.

The combination of exposed aluminium monocoque panels with carbon fibre, substantial rollcage and focused no-nonsense controls and display make the interior an inviting workplace. The rollcage makes the advantages of the gullwing doors redundant and will require some acrobatic entries during driver changes for the endurance races.

Mercedes are aiming to have the car homologated for the 2011 season, presently power is from the fabulous 6.3 V8 but final capacity will be dictated by the FIA (Fédération Internationale de l’Automobile).

Rod Halligan

Car of the Day - Chevrolet Corvette Z06 Carbon

Car of the Day - Chevrolet Corvette Z06 Carbon

Chevrolet have added a new model to the Corvette line-up, a limited to 500 units, special edition for the weekend boy racer and serious Corvette collector. For the weekend warrior it even comes with stick-on race numbers and according to Tadge Juechter, Corvette Chief Engineer the possibility of a 3 second improvement to your times around Laguna Seca over a standard Z06.

The Corvette Z06 Carbon Limited Edition is a tribute to the 50th anniversary of Corvette’s first race in the 24 Hours of Le Mans and there are a number of race car influences as well as parts from the fantastic ZR1. There are the Brembo carbon ceramic brakes, this time with dark gray metallic calipers. They sit behind Black 20-spoke 19 and 20 in wheels shod with Michelin PS2 tyres. The Z06 Carbon also gets the Magnetic Selective Ride Control.

The Carbon naturally gets a new carbon fibre body kit that includes a raised hood, and black carbon fiber rockers, splitter and spoiler. Other visual identifiers that this is indeed a Carbon are body color door handles and black headlamps and mirrors. The two color options are Inferno Orange and a new Supersonic Blue.

The interior is finished in ebony leather and suede with blue or orange seat stitching to match the exterior color Besides the seats suede is also used on the steering wheel, shifter, seat inserts, armrests and doors There are Carbon emblems on the steering wheel, sill plate and headrest.

Not quite a ZR1 but damn nice indeed.

Rod Halligan

Car of the Day - Audi R8 LMS

Car of the Day - Audi R8 LMS

Audi back in 2008 announced in a press release it’s “three pillars of motorsport”, these pillars were the already enormously successful LMP1 sports car, the Audi A4 for the DTM and a new customer sport program with the Audi R8 LMS. The new GT3 program got off to a pretty good start in 2009 with three champions titles and 23 victories from 76 races These results were from a total of 8 customer cars Audi sold for the 2009 season. Audi did state they expected to deliver 12 cars in 2009.

Porsche were undoubtably the inspiration for Audi’s entry into the GT3 class. The Porsche GT3 customer car program had been hugely successful and highly profitable for them. Now that Audi had a suitable car in the R8 the logic to follow the Porsche model with its customer race programs became very attractive..

“In the future our new customer sport program represents Audi Sport’s third business field alongside our factory programs in the DTM and in sport prototypes,” explains Head of Audi Motorsport Dr. Wolfgang Ullrich. “2009 is a test and development year during which we aim to collect as much experience as possible with the R8 LMS. We are delighted to be able to do this with teams with which we are familiar and have established a solid partnership over the years.”

Audi Sport Italia received the very first Audi R8 LMS with chassis number 101 with a symbolic hand over of the first customer car at the Audi Forum Neckarsulm. Emilio Radaelli, Team Manager of Audi Sport Italia, accepted the R8 LMS from Head of Audi Motorsport Dr. Wolfgang Ullrich.

The assembly of the race cars including the body shells is by quattro GmbH in Heilbronn-Biberach in a factory hall specifically for the customer sport program. The Audi factory in Györ, Hungary, deliver the V10 engines. The engine makes over 500 hp and transfers that power via a six-speed sequential gearbox. to the rear wheels only as awd is not allowed in GT3. Price for 2009 was €260,000 (plus VAT).

A stunning looking race that with a less extreme carbon-fibre body kit would make a great special edition model for the road. A rear drive R8 versus a LP560-2.

Part 2 will feature Teams, Chassis and Race results.

Rod Halligan

Car of the Day - Audi R8 LMS

Car of the Day - Audi R8 LMS

Audi back in 2008 announced in a press release it’s “three pillars of motorsport”, these pillars were the already enormously successful LMP1 sports car, the Audi A4 for the DTM and a new customer sport program with the Audi R8 LMS. The new GT3 program got off to a pretty good start in 2009 with three champions titles and 23 victories from 76 races These results were from a total of 8 customer cars Audi sold for the 2009 season. Audi did state they expected to deliver 12 cars in 2009.

Porsche were undoubtably the inspiration for Audi’s entry into the GT3 class. The Porsche GT3 customer car program had been hugely successful and highly profitable for them. Now that Audi had a suitable car in the R8 the logic to follow the Porsche model with its customer race programs became very attractive..

“In the future our new customer sport program represents Audi Sport’s third business field alongside our factory programs in the DTM and in sport prototypes,” explains Head of Audi Motorsport Dr. Wolfgang Ullrich. “2009 is a test and development year during which we aim to collect as much experience as possible with the R8 LMS. We are delighted to be able to do this with teams with which we are familiar and have established a solid partnership over the years.”

Audi Sport Italia received the very first Audi R8 LMS with chassis number 101 with a symbolic hand over of the first customer car at the Audi Forum Neckarsulm. Emilio Radaelli, Team Manager of Audi Sport Italia, accepted the R8 LMS from Head of Audi Motorsport Dr. Wolfgang Ullrich.

The assembly of the race cars including the body shells is by quattro GmbH in Heilbronn-Biberach in a factory hall specifically for the customer sport program. The Audi factory in Györ, Hungary, deliver the V10 engines. The engine makes over 500 hp and transfers that power via a six-speed sequential gearbox. to the rear wheels only as awd is not allowed in GT3. Price for 2009 was €260,000 (plus VAT).

A stunning looking race that with a less extreme carbon-fibre body kit would make a great special edition model for the road. A rear drive R8 versus a LP560-2.

Part 2 will feature Teams, Chassis and Race results.

Rod Halligan

Car of the Day - Mazda MX-5 Matte and Black Special Edition

Car of the Day - Mazda MX-5 Matte and Black Special Edition

Mazda have been releasing different special edition models around the world to celebrate the 20th Anniversary of the hugely successful MX-5. The latest is unashamedly targeted as a fashion accessory. The press images are interesting, featuring a model with swords and looking as though she has just stepped out of Final Fantasy XIII. The car wouldn’t look out of place in that fantasy world either.

This french only edition has styling by design label LK by Laure Kczekotowska Paris which apparently includes bling such as rhinestones, gems, and crystals. It must be on the inside.

Running gear and performance remains the same as standard generation 3 car that was first launch in 2006. There is little to complain about - it looks stunning - my wife loves it and I wouldn’t mind being seen driving it. I just wish Mazda would release a hardcore drivers version as one of their special editions.

Rod Halligan

Editorial Note - 20-03-2010

I have been thinking for some time about starting an F1 car-of-the-day site, however the truth is I just don't have the time at the moment to write much more than one COTD article. Sometimes even getting that done is a struggle. I am also an avid motorbike, watch and alcoholic beverage fan and have registered the corresponding of-the-day.coms. However between having a good job that demands attention and a fabulous family, the expansion of the OTD publishing sites will have to be put on hold.

So in the meantime I am introducing F1 and GT Sportscars as a project within the overall COTD project. The intent is to over time (considerable time) cover all F1 cars.

Starting with the F10 I will be sporadically covering all cars that have competed in the championship. With of course a focus on Ferrari.. Each profile will be a minimum of 4 pages .- initially a 2 page overview for the new cars and then a follow up of results for each type. I wont be doing full race coverage as that is already done superbly by Autosport, F1 and Motorsport. All of which I am collector of.

I am going to try for 1 type per week, (I know I will miss that goal occasionally but, oh well, you are getting a comprehensive book for free).

By the way - if you like the site don't be afraid to let me know - there are quite a few of you now that have visted more than 200 times since I launched it last September - and to the guy in Albuquerque , New Mexico - whoever you are - you are the current leader.

Also when I used to work for carsguide I had the luxury of an editor to pick up my mistakes, now I try to do a whole COTD in an hour - decide, source images, write, produce the pdf and publish to the web. Ultimately there will be typos. Let me know and I will fix them.

Cheers

Rod

Car of the Day - Ferrari F10

Car of the Day - Ferrari F10

Ferrari commenced development work on the 2010 season F10 half way through 2009, effectively writing off the ‘09 F60 as a dead loss and stopping further development of that car. The 2009 season was a particularly poor one for the Scuderia, especially due to the injuries sustained by Felipe Massa during qualifying for the Hungarian GP, and just one victory for the year.

The development of the F10 required considerable work due to new changes to the regulations that have removed fuelling stops. This was done to ensure teams and engine builders worked to improve efficiency and economy and supposedly to help achieve closer and more interesting racing. If the opening race at Bahrain was any indication of the rest of the season the second targeted outcome was one almighty failure. The 2010 Season opener ranks among the most boring GPs ever run.

For us Ferrari diehards there was of course much to celebrate with a 1-2 finish, a victory for Alonso on his first outing with his new home. This victory resulted in an emotional display from the double world champion that undoubtably endeared him to those that have found him petulant in the past - me for one. And then of course there was the proof that Massa is back to his best, unfortunately now though he has Alonso as his team mate. Schumacher, Raikkonon and Alonso - he is too good to be a number two, even to that illustrious line up.

The F10 is a stunning GP car, the F60 was also a good looking car but it was effectively blown away by the Brawn double-diffuser and the overall greatness of the 2009 Red Bull. The biggest issue Ferrari faced for 2010 was the positioning of the enlarged fuel cell. Some space was available with the removal of the KERS system for 2010. To accommodate the extra fuel the wheel base has been extended, the driver moved forward and the engine back to allow the fuel to be as placed between the two and therefore as close to the centre of gravity as possible, lessening the impact of the lightening fuel load as the race progresses.

The F10 - already a winner and one that will undoubtably be remembered for Alonsos’ maiden win for the Scuderia on his first outing. Part 2 of this COTD will include a full rundown of chassis numbers and their results at the end of the season.

Rod Halligan

Car of the Day - Bugatti 16C Galibier Concept V2

Hi all,

I have just this week started a new "real" job as the Project Manager of a complete redo of the City of Sydney website. An extremely large and exciting project. For those of you regular readers that don't know - Project Managing large website implementations is what I actually do to earn money. This being the case I haven't settled into a new writing routine yet - it should be OK from tomorrow on and I have some great COTDs planned, including working through all the F1 cars.

Today I have done a significant update to the Bugatti Galibier - this Version 2 pdf is now 8 pages and includes all the newly released images.

The link to the pdf is here
http://www.car-of-the-day.com/2009/11/car-of-day-bugatti-16c-galibier-concept.html

Cheers

Rod

Car of the Day - Audi R8 5.2 FSi Spyder

Car of the Day - Audi R8 5.2 FSi Spyder

Audi very successfully decapitated the R8 and delivered a Spyder that in my opinion works better than the original. I always struggled with those side blades. The choice between a Gallardo and an R8 Spyder would be a very hard one, I think I would air on the side of the R8, any car that looks good in brown has to be of a somewhat timeless design..

The other significant styling change is obviously the rear deck treatment, and again from my point of view this is mostly successful. I feel it would have been near perfect if they had forgone the crease that traces the line of the old coupes roof.

While I am a fan of the Alcantra and the minimalist and purposeful styling of the Gallardo interior, again to me the Audi interior winds hands down. With the much more luxurious and complete design of the interior Audi have very cleverly further distanced the R8 Spyder from the Lamborghini - to the extent that it will open the appeal to a different buyer.

I could be wrong but I would imagine that there are a lot of buyers whose partners may feel more comfortable getting into an R8 Spyder than the Gallardo, and once sitting in those sumptuous leather seats would be happier still. This is a car for a more discerning and self assured buyer that prefers more refinement.

That refinemnt extends to the convertible soft top which features an outer skin of a leakproof textile fabric. Coupled with the headliner, driving at moderate speeds with the top up results in an interior noise level barely higher than in the Coupé. The soft top is fully compbatible with high speed driving as well.

The Spyder gets a new bulkhead that includes an integrated rollover protection in the form of two strong, spring-tensioned plates. Despite this and with extra reinforcements in the area of the sills, the center tunnel, the rear wall, the floor pan and the A- and B-pillars, the body weighs only 216 kilograms (476.2 lb) - just 6 kilograms (13.23 lb) more than that of the R8 Coupé.

The V10 engine produces 386 kW (525 hp) and the Spyder accelerates to 100 kph 4.1 seconds on its way to a top speed of 313 km/h (194.49 mph). So refinement and performance steals the show.

Rod Halligan

NOTE - No COTD today - back tomorrow

Hello all,

Sorry no COTD today - I will be back tomorrow with 2x.

Regards

Rod

Car of the Day - MINI Roadster Concept

Car of the Day - MINI Roadster Concept

MINI are going after the Mazda MX-5 with their recent Roadster Concept. An individualistic, performance focused two-seater that according to the BMW press release is to meet the demands of a “modern and self-confident” target group. I imagine it would be a lot of fun for those of us that fall outside of the what has been known in the past as a “yuppy”, as well. Given that my first drive behind the wheel of any car was a canary yellow 1st generation mini on a dirt track around Deep Creek behind my grandparents home on the Northern Beaches of Sydney - age 7 - the Mini always holds a special place for me.

If I was considering buying an economical 2-seater commuter that is fun to drive (which I am) would I buy a Roadster over an MX-5, for me the answer is no as I have sworn to never - ever - buy another front wheel drive car. Besides, the reason I am looking at an MX-5 is to pass it on to my children when they are old enough to drive - I like the idea of a cheap 2nd gen MX-5 for them. No back seat to put friends in, not over-powered and a hell of a lot more stylish than a Corolla for not much difference in money. But I digress.

The styling of the Roadster falls into the cute basket rather than the beautiful, but it is very cute indeed. The verbose BMW press release expounds the virtues and practicality as an urban escape vehicle with more than enough luggage space for the two occupants.... It is tempting. The idea of a weekend away cruising up the F3 to the NSW Hunter Valley wine district with enough room for the overnight bags and space left to pick up a couple of dozen of the best the region has to offer has great appeal. It would probably turn as many heads as the Porsches you all too commonly see there.

The Roadster features a “through-loading” opening area between the luggage compartment and the passenger compartment, with the bulkhead featuring a lockable opening between the two sections. Above the bulkhead is a rollbar that deploys when needed and provides a significant improvement to safety over the normal convertible. The single-piece aluminium bar covers the width of the interior and electromechanically raises within 150 milliseconds.

It will be interesting to see what MINI do with the production version. The concept interior is well appointed with quality materials and finish. BMW have stated the performance focus, however there is a move to even smaller engines. This as we know though these days does not mean it has to be at the expense of output. This is a car that lends itself to a hybrid drivetrain.

Rod Halligan

Car of the Day - BMW E92 M3 GTS

Car of the Day - BMW E92 M3 GTS

BMW have released a potent Clubsport focused version of their already fabulous E92 M3. In much the same mould as what AMG do for Mercs’ with their Black range, the new M3 GTS is a very limited production hand-built no compromise track focused car for the weekend gentleman racer or the very diehard enthusiast with deep pockets.

The GTS features changes across the board in the normal formula of a weight reduction diet and toning of the powerplant and suspension. The new unladen weight comes in at 1500 kg (3,300 lbs) even with the inclusion of a rollcage and added adjustable aero features such as the rear wing. The standard M3 already features a carbon fibre roof and now added to that further savings have been made via new titanium silencers, extra-light centre console and door linings, the omission of rear seats and a new sound insulation set tailored specifically to for this model.

The V8 has been enlarged to 4.4 litres and power has bumped to 450 hp. This power is transmitted via a seven-speed M DKG gearbox. The “Drivelogic” have been tailored specifically to the modified power unit of the BMW M3 GTS. The driver is able to shift gears via a traditional gearstick on the centre console or paddles

The M3 Coupé suspension sees the rear axle subframe bolted firmly in position and adjustment threads on the dampers for variation of the inbound and rebound strokes. The body gets a race-styled front air dam and adjustable rear wing.

Stopping the GTS is looked after by six pistons fixed callipers up front and four piston versions on the rear. Wheels are 19-inch M light-alloy Competition rims in double-spoke design

The spartan track style interior features classic bucket seats, interior trim in carbon and an M steering wheel finished in alcantara. The door and side panels at the rear also come in Alcantara.

In typical boy-racer fashion there are six-point seat belts, a fire extinguisher and an emergency-off switch.

Rod Halligan

Car of the Day - BMW Mille Miglia Coupe Concept

Car of the Day - BMW Mille Miglia Coupe Concept

BMW celebrated the achievements of their classic 328 model in the Mille Miglia with a stunning 1 off design concept for introduction at the 2006 event. The BMW Mille Miglia Coupe Concept beautifully references the Mille Miglia BMW 328 aerodynamic coupes that BMW built for the 1940 running of the event.

For the 1940 Mille Miglia, BMW entered two aerodynamic coupes and three roadsters. The coupe design was by BMW designer Wilhelm Mayrhofer and was built around Carrozerria Tourings Superleggera construction method of lightweight aluminium panels over a lightweight tubular frame. The design was tested in Dr. Kamm’s wind tunnel. While the initial car was built by BMW the second Coupe was entrusted to Touring.

The modern interpretation utlisies a similar construction method, however it is carbon-fibre panels that are placed over a modified Z4 drivetrain. The body is 23 cm longer and 14 cm wider than the base Z4 and sits four cm lower. Interesting design elements abound throughout the stunning coupe and include a hinged roof structure that raises the cockpit and eliminates the need for doors (reducing weight) and increasing torsional stiffness. The the A-pillars feature air intakes in a slim Z-line that direct cooling air from the six-cylinder in-line engine to assist with downforce and the reduction of turbulence at the wheel housings

The standard Z4 engine sees modifications to the inlet and exhaust systems to allow the 343 hp a more “enthusiast” focused sound at idle and full throttle. The coupe sits on beautiful bespoke 20-in alloy wheels with 245/40 R 20 tyres.

The interior is as artistically functional as the exterior with the simplicity of the original 328 racing cars combined with a modern design interpretation and stunning quality of materials and build. Only three materials are used; thin stainless steel, untreated cowhides and Lycra fabric. This purist form even extends to letterings, logos and symbols which are embossed into surfaces using laser technology.

Rod Halligan

Car of the Day - Audi TT Clubsport

Car of the Day - Audi TT Clubsport

Audi stepped into Porsches territory back in 2007 with their interpretation on the “Speedster” formula. The TT Clubsport was first shown at the VW-Audi enthusiast meet called the Wörthersee Tour held in the Austrian Lakes region. 2007 marked the first year of the inclusion of Audi enthusiasts at the lakes which has been know as the GTi event. VW Audi not only brought along the TT Clubsport but it was also the year of the VW Golf GTI W12 650, (see previous COTD).

Most design houses and manufacturers have had a crack at the Speedster style over the years and there have been a few notable ones in this past decade, including the McMerc SLR Stirling Moss and Mini Speedster to name just a couple.

The TT Clubsport holds true to the formula with an extremely cut down windscreen and always open cockpit - a true enthusiasts car where practicality is thrown away in the name of fun and driving purity. The Clubsport uses a highly tuned version of the 2 litre TFSI engine that produces more than 220 kW (300 hp)

Besides the lowering of the windscreen the track was widened by 66 millimeters (2.60 inches) over the standard TT. The rear bumper incorporates a diffuser which frames the two large tailpipes. There is a stainless steel exhaust system that allows the free flowing gases to exit in an aurally tuned state.

The car sits on polished RS4 style 20-inch wheels with 265/30 R20 tyres. The wheels provide a view of the orange calipers and ceramic disc brakes which measure 340 millimeters (13.39 inches) at front and 310 millimeters (12.20 inches) at rear.

Audi planed to produce between 50 and 100 examples on the open-top TT for the Middle Eastern market. Final production figures aren’t available at the time. Hopefully a number of examples escaped to other regions of the world.

If only Audi would do a TT RS Clubsport - that would really be something special.

Rod Halligan

Car of the Day - Audi RS5

Car of the Day - Audi RS5

Audi have RS, Mercedes have AMG and BMW have M - those letters of the alphabet when paired with the corresponding manufacturer simply spell excitement for the driving enthusiast. Such is definitely the case for the latest in Audis RS line.

The RS5 takes the already stunning A5 Coupe and adds a bit of that special Audi Quattro heritage. This car in many ways is a true modern version of the all-conquering original Quattro, a 2 - door, 4 seat performance coupe, albeit without the competition entry.

Audi have been on a winner with the RS4 and the RS5 offers incremental improvements to the potent 4.2 litre engine that powers both these RS models. Output has increased to 336 KW (450 hp) and comes in at 8,250 rpm making this a screamer of a V8. Maximum torque of 430 Nm (317 ft lbs) is available between 4,000 and 6,000 rpm.

The 336 kw is enough to push the 1,725 kilograms (3,802.97 pounds) coupe to 100 kph (62.14 mph) in 4.6 seconds and on to an electronically governed top speed of 250 km/h (155.34 mph) top speed, this limiter can be removed by request directly to Audi. Terminal speed is then increased to 280 km/h (173.98 mph).

Like all good socially responsible performance car manufacturers these days the RS5 sees improvements to efficiency with an averages 10.8 liters of fuel per 100 kilometers (21.78 mpg).

The Quattro all-wheel-drive gets a new centre crown gear differential with electronically controlled clutch pack. The new electronic control allows a variable torque split ranging from a maximum 70 percent at front through to 85 percent at rear meaning for the first time drivers can dial in that predominantly rear wheel drive experience. There is a new seven-speed S-Tronic dual clutch gearbox as the only available transmission.

The RS5 sits 20 millimeters (0.79 inches) lower than the standard A5 and the suspension has been suitably upgraded. There are 19-inch alloy wheels with 265/35 tires as standard. There is an option of 20-inch wheels and 275/30 tires.

The already beautiful interior gets a major make-over in black with decorative inlays of carbon fiber, the sports seats are electrically adjustable and feature a leather/Alcantara combination. There is a thick rim sports steering wheel covered with perforated leather. The instrument fascia features a piano finish with black gauges and white lettering with large increment display. The driver information system integrates a lap timer for recording circuit times and an oil-temperature gauge.

Additionally buyers can request decorative inlays with a dark, stainless-steel mesh look, a black piano finish or brushed aluminum are available. Or seat upholstery featuring special leathers and colors as well as silver headlining. A Carbon design package is available for the engine compartment and, for the vehicle body, there are styling packages in black or matt aluminum look.

Rod Halligan

Car of the day - Brabus E V12 Coupe

Car of the Day - Brabus E V12 Coupe

Brabus - - the company for those that think AMG is a bit ho-hum.... I am a huge fan of Mercedes Coupes and the idea of a 230mph Mercedes E-Coupe is almost up there for me with an Italian Exotic. Lets face it, if you are seriously looking at one of these you will undoubtably have several cars in you stable, why not have a 800 hp 4-seater as your family transport.

Brabus have been building over-the-top Mercedes since 1977 and have stuffed V12’s into most of the Benz range not originally designed for it. Bodo Buschmann and his crew do not do things in half measure when they set about building the ultimate tuner Mercs, the E V12 Coupe is case in point. The standard 5.5 litre V12 was simply not enough for Brabus so they bored and stroked it via way of a new crank and pistons and upped the capacity to that magical Mercedes number of 6.3. The engine is not just show-horned in but rather engineered with purpose made hood with integrated carbon-fiber RAM airbox, new intake system and stainless-steel high-performance exhaust system with free-flow metal catalysts

The twin turbo V12 produces 800 hp (788 bhp) / 588 kW and 1,420 Nm (1,047 lb-ft) of torque. That is enough to see 100 kph in 3.7 seconds on its way to a maximum of 230 mph. The enormous power is delivered to the rear wheels via a reinforced five-speed automatic transmission and a BRABUS high-performance limited-slip differential.

BRABUS used a wind tunnel to develop the lightweight carbon fiber aero body pieces Special carbon-fiber rear fenders add 60 millimeters (2.4 in.) to the width of the coupe on the rear. Rocker panels route the air stream along the sides. There is a new rear apron with carbon-fiber diffuser and a rear spoiler.

Buyers get a choice of 265/30 ZR front and 285/30 ZR 19 rear high-performance tyres from Pirelli or YOKOHAMA which sit on 19-inch BRABUS Monoblock rims from a choice of VI, E, Q and S designs .

Suspension is suitably upgraded and there are a wide range of settings. Stopping the beast is via 12-piston aluminum calipers at front with 380 x 37 millimeters (15.0 x 1.5 inches). vented and grooved steel brake discs at the rear there are six-piston aluminum calipers on 360 x 28 millimeters (14.2 x 1.1 inches) discs.

Rod Halligan

Car of the Day - BMW Z4 GT3

Car of the Day - BMW Z4 GT3

BMW Motorsport has announced a GT3 spec Z4 customer race car for the well-heeled gentleman racer as well as the smaller professional outfits.

The Z4 GT3 gets the M3’s 4.0 litre V8 fitted with a Type-408 ECU and Power400 control unit and is good for an impressive 480 hp. The high revving V8 is coupled to a 6 speed sequential transmission. The Z4 GT3 is designed to comply with GT3 regulations required by races such as the FIA GT3 European Championship, International GT Open, ADAC GT Masters and major 24-hour endurance races. Besides the obvious changes required for these events the Z4 also gets rims with locking and safety clips, as well as racing ABS and optional air conditioning.

The Z4 in GT3 guise is stunning - I wonder what it would take to get one road registered..... At 298k Euro it is a question only for those with very deep pockets.

Rod Halligan

Car of the Day - Alfa Romeo 2uettottanta concept by Pininfarina

Car of the Day - Alfa Romeo 2uettottanta concept by Pininfarina

Alfa Romeo has a long association with Pininfarina and at this years Geneva Show that fact was celebrated to mark the 80th year of the great Italian Design House and the centenary of Alfa. The 2uettottanta concept is a beautiful modern interpretation of the classic small open 2 seat sports car that Alfa was once famous for.

Recalling the Duetto from the 1960's, the 2uettottanta 2-seat spider is classically proportioned at 4212.6 mm long, 1797 mm wide, 1280 mm high with a wheelbase of 2500 mm. The intended powertrain is a 1750 cc turbocharged four, a capacity Alfa is renowned for.

The simplistic flowing lines and great attention to small details mark a truly great design. This is a car Alfa must build in rear wheel drive only. While the Sud has a great following in my opinion it is the car that can be credited with the start of Alfa loosing its way to a front wheel drive focus. Alfa gave their market to Mazda and Mazda have not looked back. This is car that if productionised could take a section of that market back and help reposition Alfa as the builder of more affordable performance focus drivers cars.

Rod Halligan

Car of the Day - Ferrari 599 HY-KERS

Car of the Day - Ferrari 599 HY-KERS

Ferrari have made Green the new Red for the 2010 Geneva Motor Show and performance green was the name of the game at the show. With Porsche and Lotus also showing off hy-performance hybrids the dread that surrounded the greening of the SuperCar sector with the introduction electrics to the power mix can be safely put to bed. These are exciting cars.

Whereas many people were in fear that hybrid technologies would see performance compromise in the name of “efficiency” the truth of where the exotic car builders are going is far more exciting. Traditionally we have seen Nitrous, Turbos and Superchargers as the extra power injectors, now have to start thinking of capacitors, batteries and motors. Nitrous is dead for the new age Hot Rodders, Lx is here to stay and itself will be combined with induction and exhaust chargers for internal combustion power in an explosion of technology that will make the shrinking of mobile telephone batteries look like it took forever.

Ferrari’s first toe-in the water of the Hybrid pool comes in the form of the 599 HY-KERS, a road going version of their Kinetic Energy Recovery System - or regenerative braking system used in the past seasons F1 car. The HY-KERS system sees a 40kg electric motor and generator fitted in line with the seven-speed dual-clutch transmission and mounted below the car’s center of gravity. This motor cuts in during acceleration and provides over 100 additional horsepower plus instant torque from standstill and during overtaking. Under braking the electric drive unit acts as a generator, using the kinetic energy generated to recharge the batteries. The torque delivery is controlled automatically via the onboard computer using grip, gear selection and accelerator pedal angle to dictate requirements. The system can also function as a full-electric drivetrain for around town driving.

The electric motor features a unique cooling and lubrication system to provide efficiency under all operating temperatures and loads. The castings for the motor are made in the Ferrari foundry and are complete with Prancing Horse logo. The system weighs just 40 kg, which is partially offset by the fact that the starter motor and conventional battery become redundant.

A paramount objective for Ferrari was to maintain the balance, handling and performance characteristics of the impressive 599GTB. This was achieved by positioning all the components of the HY-KERS system below the centre of gravity, the flat lithium-ion batteries are positioned below the floorpan of the car inside the aerodynamic underbody. In fact the CoG has actually been lowered from the standard car.

Also interior and luggage space has been unaffected.

Rod Halligan

Car of the Day - Lamborghini Gallardo 570-4 Superleggera

Car of the Day - Lamborghini Gallardo 570-4 Superleggera

Lamborghini have released their new incarnation of the Superleggera formula with the 2011 Gallardo 570-4. This 2nd generation Superlight receives the new 5.2 litre V10 tuned to 419 kW (570 hp) for this range topping model, were as the first iteration of 2007 used the 5.0 litre version rated at 395 (530 hp).

Visually the biggest change over other models in the Gallardo line is the almighty cow catcher of a front spoiler, it is so large it wouldn’t look out of place on an 1800’s Central Pacific’s “America” class train.

The weight reduction program continues with a dry weight of 1340 kilograms (2954 lb) This is 70 kilograms (154 lb). lighter than the current LP 560-4 Gallardo The Lamborghini engineers targeted a power to weight ratio of 2.35 kilograms (5.18 lb) per hp. To achieve this figure the weight reduction requirements saw further use of carbon fibre with the already stiff and lightweight aluminium spaceframe. Additionally the rear windshield and side windows are now made from a tough polycarbonate. The engine cover also gets a window made from the same polycarbonate material. This window is surrounded by a large carbon-fiber bonnet panel. Carbon-fiber is also the material of choice for the rear spoiler, sills, diffuser, various underbody paneling and the exterior mirrors.

The power increase and weight reduction see Gallardo LP 570-4 Superleggera accelerating from zero to 100 km/h (0-62 mph) in 3.4 seconds (the first version Gallardo SuperLeggera was 3.7) The acceleration to 200 km/h (124 mph) comes in at 10.2 seconds and the top speed is 325 km/h (202 mph).

Stopping the beast is handled by eight-piston aluminum calipers at front and four-piston units at the rear. The ventilated brake discs are 365 and 356 millimeters respectively (14.37 x 1.34 in and 14.02 x 1.26 in). Optional are even lighter discs made from carbon-fiber ceramic with six pistons at the front. The front ceramic discs have a diameter of 380 millimeters (15 x 1.5 in).

Unsprung weight is also reduced with new 19 inch forged aluminum wheels – saving 13 kilograms (28.6 lb). The wheel bolts are made from incredibly light and strong titanium. Tyres are Pirelli P Zero Corsa series 235/35 ZR19 at the front and 295/30 ZR19 at the rear.

As is the case these days for every exotic car manufacturer there needs to be efficiency improvements to go along with the performance improvements and this is certainly the case with the LP570-4. The “Iniezione Diretta Stratificata” direct injection aids fuel consumption and CO2 emissions reductions of 20.5 percent compared to the previous model. The IDS tumbling mix cools the combustion chambers, which enables a very high compression ratio of 12.5:1 which helps increases efficiency. Fuel consumption is now 13.5 liters/100 km (16 mpg). an improvement of 3.5 liters per 100 kilometer

Rod Halligan

Car of the Day - Porsche 918 Spyder

Car of the Day - Porsche 918 Spyder

Porsche surprised attendees at the 2010 Geneva Motorshow with the stunning 918 Spyder. A truly beautiful SuperCar concept that manages to deliver on performance and efficiency. The plug-in hybrid is one of three Porsche models with hybrid drive that debuted at the 2010 Geneva Motor Show, Porsche also brought the new Cayenne S Hybrid SUV with parallel full-hybrid drive and the 911 GT3 R Hybrid race car with electric drive on the front axle and a flywheel mass battery, (already covered as a COTD).

The 918 is powered by a 9,200 rpm redlined 3.4 litre V8 delivering more than 500 horsepower - plus an electric motor on the front and rear axle with overall mechanical output of 218 horsepower (160 kW) giving a total of 718 bhp or 535 kw Enough to propel the performance focused hybrid to 62 mph in 3.2 seconds and then continue on to a top speed of 198 mph. With a not so vigorous driving style it can also deliver 78 miles per gallon and emit just 70 grams of CO2 per kilometer.

Power is transferred to the rear wheels by a seven-speed Porsche-Doppelkupplungsgetriebe (PDK) transmission that also feeds the power of the rear electric drive system to the rear axle. The front axle electric motor powers the wheels through a fixed transmission ratio. There are four driver controlled configuration options for the powertrain, these range from maximum efficiency to maximum performance. The E-Drive mode supplies pure electric power and gives a range of 16 miles. The energy reservoir is a fluid-cooled lithium-ion battery positioned behind the passenger cell that can be charged from a domestic power grid. Additionally there is a kinetic energy recovery system coupled to the brakes, providing further energy for acceleration.

The 918 looks to me like a modernised Carrera GT with hints of 458 Italia, a very successful design The body uses a modular structure with a carbon-fiber-reinforced plastic (CFP) monocoque bodyshell and magnesium and aluminum sub-structures. Weight comes in at 1,490 kg, or 3,285 lb,

As is the case with many concept show cars the interior points at future directions for the next series of production models and as can be seen from the included images - this is also simply stunning.

Rod Halligan

Car of the Day - Koenigsegg Agera

Car of the Day - Koenigsegg Agera


Koenigsegg are celebrating their fifteenth year of production at Geneva with the new Agera, (shortening of the Greek word, Ageratos - or “ageless”). A completely appropriate name for this evolutionary model.

At the pointy end of the boutique SuperCar manufacturers we have Pagani, Spyker, Gumpert and Koenigsegg. The big question for each of these small companies is how to balance new design and development against cost and demand. In the case of Pagani, which in my opinion is at the very top of the heap, the answer is to be revolutionary as we will see with their new C9, in the case of Koenigsegg they have taken an evolutionary path - which is also fine as the basic underlying style is still holding up well. Who can argue with a philosophy that works so well for Porsche and Morgan. In the case of Gumpert - just hurry up and get some style to match your performance - or then again there is something quite cool with being so ugly and not appearing to care - don’t you just love the individualism which is what these cars are all about.

Koenigsegg are planning for a production output of around twenty cars per year, to be built alongside the CCX and CCXR models. The Agera retains the same proprietary 4.7 litre twin turbo V8 but the output has been bumped to a massive 910 hp. This is some engine. There is a maximum torque of 1100 nm available at 5100 rpm, however even more impressive than that is that there is over 1000 nm of torque available from 2700 to 6100 rpm.

The changes from the CCX range cover cosmetic and performance. The basic monocoque remain pretty much the same however the front and rear designs have been significantly smoothed and refined. There are hints of the McLaren F1 in the new nose but the rear is completely unique. Once you look past the familiarity of the design this is now one very good looking car.

The interior receives a significant makeover and gets a new illumination system that shines through the billet aluminium buttons and surfaces by way of invisible nanotubes, There is an new carbon fibre centre console and tunnel assembly and upgraded infotainment display that includes G force meter, power meters, Sat-nav, music, lap-timer or compasses.

The Agera has lots of good bits including carbon ceramic brakes, carbon fibre monocoque and body panels, Inconel exhaust and specially developed Michelin tyres who Koenigsegg have partnered with. The tyres are the same width front and rear.

The 2832 pound car can accelerate to 100 kph in 3.1 seconds on its way to a top speed of 242 mph. And it can do this on standard unleaded.

Rod Halligan