Tuesday, April 12, 2011
Until the mid 80’s, BMW Motorsport had produced just three models, the M1 supercar, the E12 M535i saloon and the sublime M635 CSi. But with the E30 M3, BMW were aiming for a much wider audience. The production of that one was dictated by FISA’s Group A homologation requirements that stipulated 5000 road cars had to be produced. Exceeding by far the Garching Motorsport department’s capability, M3 production consequently took place at BMW’s Munich factory.
Soon the newly born BMW M3 signaled war against the Mercedes Benz 190E 2.3/16V in the
DTM (Deutsche Touren Meisterschaft). This was a
true battle against two direct competitors only separated by a stretch of Autobahn between Swabia and Bavaria. FIA mandated that a minimum of changes should be performed, but allowed modifications to the drive train, engine and body. BMW sold easily all the 5,000 production M3’s required to enter DTM.
The M3 won many races and spread the fame of BMW’s Motorsports Division worldwide. That would be the same department that developed the M1, M5, and the V10 F1 engine, which has shown that they can beat their competitors like Mercedes, Ferrari, and Ford (Jaguar) on a regular basis. But, what does all of this mean to its road going competitors of the day, like the Lancia Delta, Ford Cosworth, and the previously mentioned Mercedes 190E 2.3/16V? It meant that from a driving standpoint this car was superior.
The power-plant for this was a high-performance 4-cylinder engine, a direct descendent of the M10 unit. The engine block had a forged crank, a four valve head and strengthened internals. It had a power output of 220 HP and a top speed of 152 mph.
The BMW E30 M3 Cabriolet was produced from 1988 to 1991 and was hand built on BMW Motorsport GmbH’s production line at Garching in Munich. Only 786 models were made.
BMW produced a total of 13 different versions of the E30 M3. Some of the models were in very limited production, and most were European models that never made it to the United States.
Sunday, April 10, 2011
Saturday, April 9, 2011
Citroen has long been in the shadows of the Germans. This is partly because their cars have been horribly unreliable and partly because they just weren’t as good to drive. But the French automaker is going to try and change all of that with their new luxury machine, the DS9.
The DS9, which is based off of the Metropolis concept, is the company’s attempt to move up market and challenge the Mercedes-Benz S-Class, BMW 7-Series, Jaguar XJ, and the Audi A8.
Another reason for this new machine is that Citroen is planning on entering Asia with this vehicle, as it’s the first design carried out at the company’s Shanghai-based design team. It was first created in May of 2010 and Citroen hopes that it will show Chinese buyers that they can rival the higher-end products from the Germans.
The name Metropolis was created for a reason. It’s about the size of the Titanic. At 5.3 meters long and 2 meters wide, it’s longer than a long-wheelbase Mercedes S-Class and wider than a Maybach.
As you can easily notice, the design language is inspired by the Hypnos concept and was entirely developed by PSA Group’s Shanghai design studio. The DS9 blends stunning lines with smooth surfaces, which is most noticeable at the front where the sculpted wings and grille merge with the stunning bonnet. The headlights are slicked back like an Italian’s hair and they are very streamlined.
The rear of the DS9 takes the vehicles overall width and blends it with a stunning aerodynamic line. There is an active spoiler and something that all big Citroens need to have, a concave rear window. There are chrome touches on the side windows with quarter lights that appear to simply float in the air.
The interior has not yet been shown, but we can imagine it will take some design cues from the C6 and other Citroen products, just with a touch of elegance and luxury. There will likely be some sort of voice activated navigation and an entertainment system with some rear seat luxuries like massage seats, a DVD player, and other private jet sort of stuff.
The Metropolis is powered by a hybrid drive train that combines a 2.0-liter V6 engine with an output of 272bhp and 277lb ft and an electric motor that develops from 55bhp to 95bhp. The concept has a CO2 emission of just 70 g/km.
This combination will allow the car to run on electricity alone at lower speeds and on petrol alone when commuting. The vehicle will also run on both together when needed. Nothing revolutionary, but it’s worked for many companies so far, so why change it?
All that being said, PSA/Peugeot-Citroen has stated they will most likely ditch the hybrid in favor of a traditional engine range.
The motor will likely be connected to a seven-speed dual-clutch transmission.
As stated earlier, the competition for the DS9 will be the larger German sedans, the S-Class, 7-Series, XJ, and the A8. As far as comparing these five machines goes, it’s all a bit cloudy at this point, seeing as how we don’t have much information on the DS9.
Based on what we have, the DS9 is sure to be the most fuel-efficient, as it uses a hybrid motor, although the automaker has stated that they will likely use a regular motor, but it hasn’t been announced what that will be.
Exterior design is a matter of opinion, but we think the DS9 is stunning. We feel that it looks far more exotic than the S-Class, 7-Series, and the A8. As far as the XJ goes, we still think that it’s the most beautiful sedan on the market and until we see the DS9 in person, that feeling will remain.
Monday, April 4, 2011
One of the Galibier's most striking features is undoubtedly its two-tone outer shell, which is comprised of both polished aluminum for the doors and front fenders and a unique dark blue carbon fiber weave that shines through when illuminated. We also note a prominent center spine that recalls past Bugattis like the Type 35 and the classically beautiful Type 57.
Powering the Galibier concept will be a version of Bugatti's ridiculously powerful eight-liter W16 powerplant. Unlike the mill propelling the Veyron to ludicrous speed, this version is mounted up front and is capable of running on ethanol fuel, which may or may not allow the automaker to squeeze a few more ponies out of the engine... not that it needs it, of course.
Current reports peg the Galibier's top speed at 217 miles per hour (350 kilometers per hour), which, while slower than the Veyron's epic terminal velocity, is certainly nothing to sneeze at.
Sunday, April 3, 2011
In the list of its rivals, the Mercedes – Benz AMG CLS63, Aston Martin Rapide, Lamborghini Estoque, and Maserati Quattroporte are included. This unique sports vehicle comes with ample space for luggage and passengers.
This 2011 model of Porsche is the front – engined automotive which is available with four – wheel and rear – wheel drive version. The new Panamera model is available in three – different variants such as the Panamera S, the Panamera Turbo, and last but not the least, the Panamera 4S.
To improve driving capabilities, the Panamera 4S and S model are powered by unique 4.8 – liter V8 engine which is able to pumps out more than 400 bhp of maximum energy at 6500 rpm and around 700 Nm of torque at 4500 rpm.
On the other hand, the Panamera Turbo has powerful twin – turbo 4.8 – liter V8 engine that has capacity to churns out approximately 500 bhp of energy at 6000 rpm and 700 Nm of torque at 4500 rpm. The maximum speed of Panamera S model is about 285 km / h and the top speed of the Panamera Turbo is 303 km / h.
The engine of Panamera S is paired with standard 6 – speed manual transmission and the engine of the Panamera Turbo and 4S is mated with standard 7 – speed automatic transmission and all – wheel drive. For the comfort of passengers, it features 19 – inch wheels, sunroof, rear parking sensors, adaptive suspension dampers, and bi – xenon adaptive headlights and so on.
The interior of 2011 Porsche Panamera is made up of leather, aluminum and wooden material. As compared to all other current automobiles, this vehicle is better because it includes supportive, electronically – controlled and comfortable seats. It has ample leg and head area.
To make this model more convenient for journey, manufacturer added front power 8 – way seat, steering tilt and telescoping column, driver memory functions, leather upholstery, and front heated seats. It has huge trunk space as well. Its entertainment system gets surround – sound high – end system along with 16 – speakers.
For maintaining precise temperature in the car, this 2011 Porsche Panamera possesses air conditioning. Its safety system adds set of airbags, ceramic – composite brakes, antilock – disc brakes, dynamic chassis control, and power variable – assist steering etc.
So, Toyota has finally made a new Supra, a car to take the Nissan GT-R down a peg or two?
Supra? This is the new Lexus LFA supercar, although I see what you mean. And don’t mention that impossibly quick, incredibly good value, front-engined Japanese supercar, the GT-R. Lexus claims that the new LFA is a proper supercar, a machine to be compared with the greatest Ferraris and Lamborghinis. It certainly is comparable on price: you’ll need £325,000 to buy one.
Three hundred and twenty-five grand! Has Japan suffered some kind of Zimbabwean hyperinflation and bread is now £40k a loaf?
No, but Lexus did get a bit carried away with the carbonfibre, developing its own type of composite for the chassis tub and building a brand new V10 engine. The project’s been so long in gestation that when Lexus started, they decided to use a V10 to stress the link to F1 – which switched over to V8s in 2006. The 4.8-litre dry-sumped unit puts out 552bhp at 8700rpm, 354lb ft at 6800rpm and spins to 9000rpm. Promising.
For that price, the Lexus LFA supercar ought to be ballistically quick...
It’s certainly rapid, though probably not as rapid as you’d hope. Sixty-two rocks up in 3.7sec (helped by its four-wheel drive system, the Nissan GT-R needs just 3.5sec) and the top speed is 202mph. But the Lexus V10 spins to that 9000rpm redline in one linear push and sounds incredible, emitting a hard yowl throughout the entire journey.
And it’s not just quick on the straights. The LFA turns in swiftly and understeers very little thanks to a 48:52 front:rear weight distribution made possible by tucking the engine up close to the front bulkhead and mounting the gearbox over the rear wheels.
Scythe into a corner and you can feel the outside rear tyre loading up, and initially this can make you think the handling a little edgy. But you soon learn to trust the chassis, keep the pressure on and not back off the power. From there you can either keep it neat or ride out an enormous slide, M3-style.
The ultra-precise, two-turns lock-to-lock steering is realistically weighted and race-car accurate, meaning it’s as good for gathering those slides as it is picking a perfect line through a corner. It’s the best fully electric steering system yet, if still lacking the feel of a fully hydraulic steering system.