2007 Audi S5
Walter de’ Silva, Head of Volkswagen Group Design, says “The Audi A5 is the most beautiful car I have ever designed”; not to argue with an auto industry giant, but we think he really meant the Audi A5’s sexier, faster counterpart – the Audi S5.
Not to imply that the A5 isn’t a stunner, but when you throw in the S5’s aggressive bumpers, larger wheels, dual exhaust, brushed aluminum mirrors and larger rear spoiler you end up bordering on automotive design perfection. While it’s easy to get caught up in the gorgeous lines of the S5’s body, there is plenty to appreciate beneath its metallic skin. Under the hood lies Audi’s world-class 4.2-liter FSI (Fuel Stratified Injection) DOHC V8, the same engine used in the RS4 saloon and the new R8 supercar.
Nestled in the S5, the V8 has been modified from its performance origins to better suit the car’s GT characteristics. Most notably the S5 has a two-stage magnesium intake manifold which is able to optimize runner length and thus, combustion efficiency across the entire rev-range. The results are 354hp @ 7,000rpm and an insanely flat torque curve. 85% of the engines peak torque is available from 2,000rpm, and the maximum 325 lb-ft are available at a lowly 3,500rpm, mind boggling numbers for a naturally-aspirated V8.
Gear changes are handled by a 6-speed manual transmission, topped-off with a precise short-throw shifter. Dynamic handling is provided by an advanced independent suspension, utilizing an aluminum 5-link design up front and a trapezoidal-link rear suspension. The S sports suspension also features firmly tuned springs and dampers to give the driver precise feedback and control. As with all Audis, the S5 is equipped with the amazing Quattro all-wheel drive system. Engine torque distribution defaults to 40/60% front to rear and is continuously variable, constantly adjusting to varying road and traction conditions.
The effective combination of FSI power and Quattro all-wheel drive results in a car capable of 0-60mph in 5.1 seconds and quarter mile times in the low 13-second range. Perhaps what’s most amazing about the S5 is that the car delivers all this performance without sacrificing practicality. Inside you will find four real seats that actual people can fit in, along with a huge trunk out back. Really the perfect car for that 9am tee-off and post-lunch autocross event.
2007 Audi TT S-Line
For many years Audi was widely regarded as a second-tier European manufacturer, behind the likes of Mercedes and BMW. With the debut of the Audi TT, however, preconceptions about the Euro-car hierarchy got turned on its head. People who never before considered buying an Audi were lined up around the block to buy the TT. With that success in mind, you can see how the folks over in Ingolstadt had a Herculean task on their hands when they set out to build their next-gen Audi TT.
In April of 2006 the veil was finally lifted and it quickly became apparent that Audi had knocked another one out of the park. Even from 500 feet away the car is instantly recognizable as a TT; it isn’t until you move in for a closer look that you’ll pick up on all the welcomed improvements. Every line and curve has been enhanced; all while remaining faithful to the original. The optional S-Line package takes the styling to the next level with 19” twin seven-spoke wheels, revised bumpers, a 10mm ride height drop and a complete interior package that includes embroidered seats, a short-throw shifter and unique badging.
Proving that form and function can co-exist, the coefficient of drag has been reduced from 0.34 to 0.30. The improvements certainly aren’t limited to the styling, as Audi put a serious effort into getting the chassis right from day one. Aluminum is everywhere, accounting for 69% of the body’s weight. Steel is used in crucial areas for strength and to evenly distribute axle loads. The result is an advanced chassis that is not only safe, but 50% more rigid than its predecessor.
Providing the propulsion is Audi’s 3.2-liter VR6, now featuring FSI technology and cranking out 247hp @ 6,300rpm. A stout 236 lb-ft of torque is available at an astonishing 2,500rpm. Camshaft timing is varied by up to 52 degrees on the intake side and 42 degrees on the exhaust side. This results in an incredibly flexible and responsive engine that further enhances the driving experience. A 6-speed manual transmission, complete with a magnesium case is standard and owners with a lazy left foot can opt for the S-tronic automatic.
Underbody designs reduce lift and downforce is present on the rear axle thanks to a diffuser and the rear spoiler. All told, these enhancements make the new TT capable of lapping the Nordschleife an astounding 15 seconds faster than the original TT, and to pour a little more salt in the wounds – the new TT looks better while doing it.
1971 BMW Motorsport 3.0 CSL
In the early seventies, BMW got serious about racing. Very serious. The now legendary M division was founded and out of the factory rolled the first M-badged contender, the 1971 BMW Motorsport 3.0 CSL. European Touring Car Competition had revealed that the BMW 3.0CS had plenty of grunt, but was far too heavy to be beat the nimble Ford Capri’s. These issues were fully addressed with the debut of the 3.0 CSL (Coupe, Sport, Lightweight).
Group 2 rules stated that 1,000 homologation models must be constructed, so beginning in 1971 BMW customers had the opportunity to purchase a very special car. The feature list reads more like a purpose built racecar than a street car. For starters, the chassis was constructed of thinner steel while aluminum was used for the doors, hood and trunk lid. Creature comforts were removed from the interior and so was the power steering pump. The net result was a curb weight of 2,570 pounds, a modest 562 pounds lighter than the standard 3.0CS!
Impressive as it was in its weight class, BMW wasn’t completely satisfied with the 3.0CS’ handling or lateral stability. So the engineers headed to the Stuttgart wind tunnel and designed the now famous “Batmobile” race kit. It consisted of a massive front air-dam, longitudinal hood fins, a roof mounted air-guide and a expansive rear spoiler. Now the 3.0 CSL had lateral stability and instead of massive amounts of lift, the wing was giving 77 pounds of downforce. These changes allowed Hans Stuck to lap the Nordschleife over 15 seconds faster than his previous best time -- a remarkable achievement, to be sure.
The first production models came equipped with BMW’s rock-solid M30 3.0-liter SOHC inline-6. To give you an idea of how robust this engine was, the final evolution for Group 5 competition was turbocharged and produced upwards of 750hp! Fitted with twin Zenith carburetors, the street engine produced 180hp @ 6,000rpm and 192 lb-ft of torque @ 3,700rpm. To complete the drivetrain, BMW used a Getrag 4-speed manual transmission and limited-slip differential. Specially tuned dampers from Bilstein combined with light alloy Alpina wheels and Michelin XWX tires provided confident and predictable handling.
All told, BMW produced somewhere between 1,000 and 1,250 3.0 CSL’s over the car’s four year production run. Unfortunately far less remain today, mainly due to the CSL’s vulnerability to rust and their widespread use in many forms of motorsport. Perhaps most complimentary is the legacy of the 3.0 CSL. As mentioned before, it is considered the first BMW Motorsport car and its astounding success made the M3 and all the other fabulous M cars not only possible, but a commercial reality.
2008 BMW Motorsport M3
For the last 20 years, the automotive world has been in love the BMW M3. Whether it’s an E30, E36 or an E46, all generations offer world class handling, performance and styling, with a fit and finish that’s second to none. The current-year offering from BMW retains all the inherent characteristics of the breed and raises the performance bar with one important change, a V8 engine. While die-hard M3 fans may consider the switch to a V8 sacrilege in light of the M3’s lineage, it’s awfully hard not to get excited about what lies beneath the hood of the E92 M3.
The vital specs are as follows: 4.0-liter DOHC V8, 420hp @ 8,300rpm and 295 lb-ft of torque @ 3,900rpm. However when you look into the details, it becomes clear that this engine is heavily based on BMW’s various racing V8’s (Formula 1 and the M3 GTR). The aluminum engine block is cast at the same foundry as the V8 found in the BMW F1 car. Eight individual throttle bodies feed air to the cylinders for instantaneous response. To cut down on rotational inertia while increasing structural integrity, each crankshaft is forged with enormous main bearings. Connecting rods and pistons made from a steel-magnesium alloy provide a racecar-like compression ratio of 12.0:1. Thin wall stainless-steel exhaust headers efficiently pull exhaust out of the combustion chambers and look more like a work of art than a car part.
All of this amounts to an engine so advanced that it pushes 8,400rpm, develops well over the magical 100hp/liter, and delivers 85% of its maximum torque over a 6,400rpm range. Just to put a cherry on top, the engine actually weighs 33 pounds less than its 3.3 liter inline-6 predecessor. Transmitting all this technical wizardry to the rear wheels is a 6-speed manual transmission, complete with a dual-plate clutch and an external oil cooler. Since 420 horses can present the rear tires with a bit of a traction issue, the new M-differential provides amazing levels of grip by continuously varying the torque split between the rear wheels and can send 100% of the torque to either wheel if necessary. When you put your foot down, the M3 rockets forward, no questions asked.
It’s a common fact that un-sprung weight kills handling, which is why the M3 engineers went to great lengths to reduce it. All suspension arms and dampers are made from aluminum, while the wheels are light-alloy forged and the brake discs are compound. The result is slalom speeds approaching 72mph, an incredible figure for a car with a curb weight of 3,600 pounds. Exterior design follows the classic BMW philosophy of “form follows function”. Two perfect examples of this are the massive front air intakes and the wind tunnel developed side mirrors. This ensures ample air for combustion and cooling of the high performance V8 and the mirrors reduce drag while giving a sport appearance.
The roof is constructed from carbon fiber to illustrate the car’s link with motorsports and to lower both its weight and its center of gravity. Not surprisingly the E92 M3 has everyone asking, is it the best M3 ever? We’ll leave that question for you to decide when you slip behind the wheel with the latest Forza Motorsport 2 car pack.
2007 Ferrari 430 Scuderia
Continuing the three way battle of factory lightweights, Ferrari has upped the ante on Porsche and Lamborghini with the introduction of the 2007 Ferrari 430 Scuderia. The ‘F’ found in the standard F430 has been dropped in order to further emphasize the changes found in the Scuderia. Needless to say, the changes are numerous and their impact is blatantly clear.
Over 100 kilograms of weight is shed through the liberal use of carbon fiber, a Lexan rear window, titanium coil springs, titanium lug nuts and ultra-light forged alloy wheels. Ferrari even went so far as to engineer dampers that saved 6 ounces of weight each! The sculpture on wheels known as the Pininfarina bodywork has been thoroughly revised to meet the larger demands of Scuderia. More aggressive spoilers both front and rear, in combination with a revised diffuser increase down force to 310 kilograms, an increase of 30 kilograms over the standard car. Larger ducting on the rocker panels feed more cool air to the clutch and rear differential.
Amazingly all these changes were accomplished without increasing the coefficient of drag. The 8,700rpm banshee wail emanating from the exhaust pipes is courtesy of the revised 4.3 liter DOHC V8. Featuring a free-flowing intake manifold, revised pistons with a higher compression ratio of 11.88:1, a wide open exhaust and new ignition mapping the engine joyfully cranks out 503hp @ 8,500rpm and 346 lb-ft of torque @ 5,250rpm.
A new F1 Superfast gearbox has upgraded software that allows for 60 millisecond gear-changes, basically the same transmission technology that was used in Ferrari’s F1 car of a couple years ago. Reigning in all this power is a new system from Ferrari, namely the marriage of the E-diff and F1-trac traction control. Basically this allows someone who is not Michael Schumacher extract a very high level of performance from this fine tuned machine. Speaking of Herr Schumacher, at his insistence a new setting on the manettino (the all-in-one switch on the steering wheel for setting the electronic aids) allows for the F1-trac to be turned off while the stability control is still active. In addition, Schumacher persuaded Ferrari engineers to install a damper override button, where drivers can soften the damper settings at the push of a button.
Braking is taken care of by absolutely massive 398mm 6-piston carbon ceramic discs up front and 350mm 4-piston carbon ceramics discs out back. The net result of all these modifications produces 0-60 times of 3.6 seconds and a top speed of 198mph. Perhaps most stunning are the lap times around hallowed turns of Fiorano. In the capable hands of Ferrari’s legendary test driver Dario Benuzzi, the 430 Scuderia manages a time of 1:25. So how fast is that you ask, well a certain Ferrari supercar named the Enzo laps at 1:25, with 4 cylinders and 150hp more. Dear Porsche and Lamborghini, scoreboard!
1989 Ferrari F40 Competizione
After a lengthy absence from closed cockpit racing, Ferrari finally decided to return in the late ‘80s with their legendary F40. Due to the ever increasing complexity of running a top level Grand Prix team, Ferrari let long time motorsport partner Michelotto handle the development. The goal from the beginning was to produce a car that could be competitive in a wide array of championships.
For the new F40 Competizione, Michelotto began by extensively lightening and strengthening the car with carbon fiber, making it able to withstand the extreme forces of motor racing. The suspension was completely revised with larger anti-roll bars, Koni springs and dampers. Obviously, brakes had to be upgraded: enormous 355mm Brembo ventilated disc brakes with 4-piston calipers were fitted front and rear, along with substantial improvements in brake ducting to keep them cool. Unique wheels were supplied by OZ Racing, constructed from magnesium they measured 17x12” up front and 17x14.5” out back. Customers had a choice of either Goodyear or Pirelli Corsa racing slicks, with the rears measuring 375mm in diameter.
Now why would one need 750mm of rubber out back? Well the answer lies in a 3.0 liter DOHC V6 fitted with twin IHI turbochargers. Engineers held nothing back and dumped as much turbo-era F1 knowledge as they possibly could under the Lexan engine cover. Designated Tipo 120B, it boosted 2.6bar (38.2psi) of Behr-intercooled air into its combustion chambers and cranked out 780hp @ 8,100rpm! Torque was a stump pulling 526 lb-ft @ 5,700rpm! To put these numbers in perspective, the Ferrari F1 drivers of 1989 -- now forced to use naturally-aspirated engines -- only had 600bhp under their right feet.
Final race weight checked in at 2,300 pounds (1,050 kilograms) and, as you can imagine, the F40’s performance tested even the bravest and most daring pilots; 0-60mph was dispatched in a traction-limited 3.1 seconds and the top speed reported at the Nardo Speed Bowl was 229mph. Aerodynamic enhancements included an aggressive carbon fiber front splitter, NACA ducting everywhere and an adjustable rear spoiler. In the cockpit drivers found an OMP Racing bucket seat, a digital telemetry display, a 5-speed gated shifter linked to non-synchromesh or “crashbox” Ferrari transmission, a fire extinguisher and not much else.
Over 30,000 kilometers of development work was carried out by Dario Benuzzi and the list of drivers who drove this car in anger is nothing short of legendary. They included multiple F1 victors Jean Alesi, Jean-Pierre Jabouille, and multiple Paris-Dakar champion Jean-Louis Schlesser. Racing success proved sparse due to the hectic racing climate of the late 1980’s and early 1990’s. However that doesn’t detract from the F40 Competizione’s cars legacy in our book… Just listen to that engine, bellissimo!
1996 Ferrari F50 GT
During the mid 1990’s, the BPR Championship created a great environment for privateer and non-factory backed teams to compete at the top level of motorsport. Ferrari was enjoying decent progress with several private teams fielding their ever evolving F40 Competizione (now known as the F40 GTE). However after 8 years of international competition the F40 was at the end of its competitive life-cycle. Not wanting to abandon the privateer efforts that Ferrari has always championed, they began work on a racing version of their new supercar, the F50.
Chassis #001 was completed and Ferrari test driver Nicola Larini began a rigorous development program with the car. Right off the bat the potential was enormous, 0-60mph in 2.9 seconds and a top speed of 236mph were achieved. Even more astonishing were the lap times around Fiorano, where Larini was able to lap quicker than the full on prototype 333SP! Larini was quoted as saying the car is “very good” and he was more than confident in its ability to produce results on Sunday.
Unfortunately for all involved in the project, the BPR Championship was cancelled at the end of the 1996 season and was replaced by the new FIA GT Championship. The new series catered toward large teams with full factory backing, something Ferrari had neither the funds nor the personnel for due to their investment in Formula 1. Effectively the F50 GT was stillborn, and what a pity it was because Ferrari had built themselves quite a car.
The bodywork was completely revised from the standard car, with plenty of NACA ducting, a huge front splitter and a massive rear wing. Panels were constructed from carbon fiber and Kevlar and the roof was fitted with an enormous air intake feeding the monster that lay below the deck lid. Designated Tipo 130A, the 4.7 liter DOHC 12-cylinder engine featured 5-valve cylinder heads, a raised compression ratio and a Magnetti-Marelli Stage 3 competition ECU.
Completely uncorked, the F50 produced 750hp @ 10, 500rpm and 383 lb-ft of torque @ 8,000rpm. Shifting was accomplished using a 6-speed sequential shift transmission along with a triple-plate carbon clutch for added durability. Significant attention was also given to the suspension and brakes. Fully adjustable Koni dampers were installed along with carbon ceramic brake discs from Brembo, measuring 380mm in diameter, both front and rear. 18x11” Speedline magnesium racing wheels were fitted up front, along with 18x13” Speedline’s in the back, shod with Pirelli PZero racing slicks.
Although it is a shame that F50 GT was never actively campaigned, the car stands as possibly the best example of Ferrari’s amazing ability to build a car that is not only brutally fast, but astonishingly beautiful at the same time.
2007 Lamborghini Murcielago LP640
A few miles to the Northeast from Maranello sits the town of Sant’Agata Bolognese, home to Lamborghini. The town has flourished over the last couple years thanks to Audi’s purchase and leadership of Lamborghini. A large part of the revival is due to the success of the Murcielago, the flagship model. Not wanting their pride and joy to grow too long in the tooth, Lamborghini has released the 2007 Lamborghini Murcielago LP640 (longitudinal engine position, 640hp). Rest assured that changes are not only mechanical, but let’s get to the important bits first.
The classic 60-degree V12 engine has an increase in displacement, from 6.2 to 6.5 liters and has been fitted with completely revised cylinder heads. In addition the variable intake system has been upgraded along with small improvements to the crankshaft, camshafts and the exhaust system. Consequently drivers find themselves strapped to an engine which inhales massive amounts of air, creates 640hp and 487 lb-ft of torque, then exhales an 8,400rpm fortissimo Italian symphony.
In terms of torque, the continuously-variable valve timing system has been revised along with the engine’s drive-by-wire system to improve torque delivery across the entire RPM range. Both a 6-speed manual and a 6-speed e-gear (sequential) transmission is available, the latter coming equipped with a launch control system appropriately called “thrust”. The chassis is still world class, being constructed from sheet steel and honeycombed carbon-fiber for the ultimate in strength, stiffness and lightness.
Carried over from the standard Murcielago is Lamborghini’s VT (viscous traction) AWD system. It provides the driver with insane amounts of grip and provides dynamic handling at the same time. Versatility is also a key feature of VT AWD as 100% of the engine’s torque can be applied to either axle, while a 30/70% split is default. A car with a 0-60mph time of 3.4 seconds and a top speed of 211mph needs some serious brakes and the Murcielago LP640 steps up to the task. 380mm carbon ceramic discs hugged by 6-piston calipers are found front and rear, and can haul the car from 60-0mph in just 107ft!
Careful attention was paid to styling enhancements, incorporating Lamborghini’s principles of “purism, sport and function”. Both bumpers augment the aerodynamic and aesthetic profiles with the use of splitters and diffusers. Even the side mirrors and the windscreen wipes have been reshaped to reduce drag. Also important to note is the design of the asymmetrical side-skirts. The left hand opening is massive and feeds large amounts of air to the external engine-oil cooler while the right hand side is sleek to improve the aerodynamic profile. There is no doubt that the Murcielago LP640 is a supercar of epic proportions and one that can easily carry the proud Lamborghini name for years to come.
2007 Maserati GranTurismo
Just when you think the legendary design house of Pininfarina can’t do any better, that they have reached automotive design nirvana, they give birth to another masterpiece that blows away all expectations. Enter the 2007 Maserati GranTurismo, an absolutely jaw-dropping, rolling work of art. Inspiration was found in the classic 1954 Maserati A6GCS Berlinetta Pininfarina and the futuristic Birdcage 75th concept. The goal was to create a car which evokes dynamism, modernity, sensuality and passion. Those who have witnessed the GranTurismo can testify that Pininfarina’s goals were not only achieved, but surpassed.
The car has both gorgeous lines and amazing detail. Take the taillights for example; they are composed of 95 individual LED’s each! And don’t think the styling is all eye candy either -- the aero-friendly shape is brutally efficient with a 0.33 coefficient of drag. In addition to the gorgeous styling there is plenty of Ferrari DNA injected into the GranTurismo. The 4.2 DOHC V8 was developed with Ferrari and cranks out 405hp @ 7,000rpm. To suit the GT profile the engine has been tuned to develop 339 lb-ft of torque, of which 75% is available at a lowly 2,500rpm.
Consequently, 0-60mph is covered in 5.1 seconds and flat out the GranTurismo will reach 177mph. In addition to the enormous power and performance levels, the engine is so compact it is actually mounted behind the front axle. The result is a 49/51% weight distribution, truly an amazing accomplishment considering both the engine and transmission are front-mounted. The GranTurismo’s transmission, a 6-speed automatic, is sourced from the specialist firm ZF, and features a sport mode which lowers shift times by 40%. Driver’s can choose from fully automatic operation or use the chrome paddle shifters in semi-automatic mode.
Power is routed to the ground via a self-locking mechanical differential and combined with the rear heavy weight distribution results in amazing levels of grip. Corner carving is handled by a fully independent front and rear suspension featuring forged-aluminum control arms and hubs. The suspension itself is designed with anti-dive and anti-squat geometry, a crucial feature in heavier GT cars. For those wanting even more from their GranTurismo’s suspension, a Maserati’s Skyhook system is available and features continuously adjustable aluminum dampers. Keeping the GranTurismo from altering any of its aesthetic features is the job of 330mm 4-piston caliper Brembo disc brakes, both front and back.
To sum it all up Maserati has really outdone themselves with the GranTurismo. In an already saturated market segment, people are lined up around the block to get on the waiting list. In the UK alone 300 orders were placed before the car even debuted, further proving and cementing the legendary marque’s return to greatness.
2006 Maserati MC12 Corsa
After dominating the 2005 FIA GT1 Championship, winning both the drivers and constructors championships, Maserati decided to have a celebration of sorts. No this isn’t a traditional party, (although we can imagine plenty of champagne was consumed at the post race festivities) this is an automotive celebration manifesting in the form of a car that will symbolize and immortalize their achievements.
Debuting at the 2006 Bologna Auto Show, it was immediately clear that the MC12 Corsa was a serious piece of automotive hardware. Essentially a build-to-order supercar, it is one of the rarest Maserati’s ever built with a total worldwide production of 12 units. All aspects of the Corsa are heavily based on the racing counterpart, although it does use a revised nose from the ALMS version of the GT1 MC12. Maserati isn’t homologating the Corsa for road or racing series use, making it a track-day only vehicle.
On the surface the program seems similar to that of the Ferrari FXX with one crucial difference: the FXX is used for technology development and testing, while the MC12 Corsa is strictly for racing. There is only one standard color, Maserati “Victory Blue”, although the 12 hand-picked owners can specify a custom color if they so desire. Like the racing counterpart, the Corsa uses a 6.0 liter DOHC V12. Unlike its racing brethren however, power levels have risen to an astronomical 755hp @ 8,000rpm. Torque peaks at a monstrous 523 lb-ft and results in a car capable of 0-200kph (124mph) in 6.4 seconds!
Gear changes are handled by a 6-speed electro-actuated “Cambiocorsa” transmission, operated via steering wheel mounted paddle shifters. In order to help owners get the most out of their machines, a motorsport data acquisition system is installed. Maserati also handles all of the up-keep and maintenance costs in addition to providing an annual technical upgrade from the factory research and development team.
It goes without saying that a car with so much potential needs to have a world-class chassis and the MC12 Corsa is certainly no exception. Featuring a carbon-fiber monocoque, the chassis is extremely light and incredibly strong. All body panels are also molded from carbon fiber. Which means you won’t find many creature comforts in the interior either; the Corsa is all business. An LCD instrument display is integrated into the steering wheel and the driver finds himself surrounded by carbon fiber and suede. A passenger seat is also installed so the owners can scare the living daylights out of anyone brave enough to go for a ride.
By now you might be wondering what all this costs. Nothing this cool comes cheaply. Assuming you are extremely lucky and actually picked to purchase an MC12 Corsa, you will need to fork over €1,000,000. Let’s looks at the bright side, at least maintenance is included!
2008 Mitsubishi Lancer Evolution X GSR
Don’t look now but the worldwide love affair with the Mitsubishi Lancer Evolution has reached its tenth, well…evolution. The executives at Mitsubishi have high expectations for this generation as their aim is to have the Evo X appeal to a broader range of customers. Some might say that Evo X has been “softened” to accomplish this, but chuck it into a corner with your foot flat to the floor and even the most die-hard fanboys will not be disappointed.
Sublime handling dynamics are provided by Mitsubishi’s S-AWC (Super All Wheel Control) system which includes several key sub-systems. They are: AYC (Active Yaw Control), ACD (Active Center Differential), ASC (Active Stability Control) and of course Sport ABS. AYC continuously varies the torque split between the rear wheels while the ACD varies the torque split between axles. ASC is a general stability control program with the ability to regulate engine power and braking forces on each individual wheel while Sport ABS prevents the wheels from locking and increase braking performance, especially in corners.
Other chassis highlights include BBS forged alloy wheels, Bilstein dampers, Yokohama Advan A13 tires specially developed for the Evo X, Eibachs springs and 2-piece Brembo disc brakes. The net result is a 4-door sedan that generates 0.99G of lateral grip! Good thing that Recaro seats are still standard equipment, as they hold the driver and passenger firmly in place.
Many enthusiasts (of which we have several on our team) found themselves a little misty-eyed when the news broke that the legendary 4G63 engine was dropped in favor of something a little newer. Lying under the aluminum hood is the new 4B11T DOHC inline-4, displacing 2.0 liters and featuring an all aluminum construction. Weighing 30 pounds less than its predecessor it cranks out 276 underrated horsepower (dyno testing is showing over 300 horsepower) and 311 lb-ft of torque. This phenomenal power output is, of course, thanks to a Mitsubishi turbocharger boosting 1.63bar of intercooled air. In addition to being lighter the engine is smoother and capable of 7,600rpm, 600 more than the 4G63.
Another highlight of the Evo X is the new TC-SST (Twin Clutch-Sportronic Shift Transmission), which offers seamless semi-automatic shifting through the use of magnesium paddle shifters. Drivers will find quick up-shifts and smooth downshifts accompanied by perfect “blips” of the throttle for rev-matching. When stuck in traffic jams the driver can switch the TC-SST into fully automatic mode, where it behaves just like a normal fully automatic gearbox. Exterior design is reportedly inspired by both fighter jets and sharks. This is clearly illustrated by the wide and aggressive front end and sleek forward-sloping lines. All of this results in an Evo that is more comfortable, more civilized and just as deadly on the track.
2007 Peugeot #1 Peugeot 207 Super 2000
Continuing a 20 year tradition of supplying teams with competitive rally cars, Peugeot’s newest offering is the 2007 Peugeot 207 Super 2000. This idea was originally introduced by Jean-Pierre Nicolas when he retired from racing and has continued to flourish the Peugeot brand under his leadership. Designed to appeal to a wide range of customers, the 207 Super 2000 is eligible for competition in numerous national rally championships and several international series such as the Production World Rally Challenge and the Intercontinental Rally Challenge (IRC). The IRC is a new series organized by the FIA and began in 2006 in order to give new opportunities to amateur rally drivers who have shown promise in various regional and international rallies.
Super 2000 regulations require 25,000 homologation units to be built, so the wildly successful 207 road car is an ideal choice to base the rally car on. Although the 207 Super 2000 is wider and longer than the production car, the overall design remains faithful to its road-going counterpart. Mechanically speaking, there isn’t much in common with the road car and that is where the fun really begins. Under the hood is a 2.0 liter DOHC inline-4 cylinder churning out 280 naturally-aspirated horsepower at 8,500rpm. 184 ft-lbs of torque is available at 6,000rpm and the compression ratio is set at a very potent 12.0:1.
As you can imagine getting that kind of specific power output requires the 207 Super 2000 to have a wild set of camshaft, and its raspy, harsh, loping idle is definitely proof of this. Magnetti-Marelli supplies a powerful and robust ignition system that can withstand the brutal terrain of rally stages and the high demands of the 8500rpm engine. A Sadev built 6-speed sequential gearbox is used, and requires the driver to only use the clutch when accelerating from a stop.
FWD is ditched in favor of an AWD system featuring three automatic-locking clutch type differentials. In order to accommodate this, the rear suspension is converted over to a strut design. Brembo 4-piston calipers are found on all corners with 355mm rotors up front for tarmac stages and 300mm rotors on gravel/snow stages. 300mm rotors are used at the rear for all surface types. Our model is the Peugeot Sport Espana’s 2007 Intercontinental Rally Challenge contender, sponsored by Xbox 360.
Driven by Enrique Garcia Ojeda and co-driven by Jordi Barrabes Costa they had a steady and consistent 2007 season and took home the driver’s title. Ojeda drove to second place finishes in: Belgium, Russia, Switzerland, the Czech Republic and third place finishes in Turkey and Madeira. Combined with teammate Nicolas Vouilloz and co-driver Nicolas Klinger Peugeot took home the constructor’s championship as well. The IRC returns in 2008 with a new 2WD Super 2000 class, in addition to the mainstay AWD cars. The season kicks off on April 4th in Istanbul and look for Peugeot Sport Espana and Enrique Garcia Ojeda to pick up right where they left off, at the top of the timesheets.
2008 Porsche 911 GT2
Ever since the introduction of the Porsche 911 GT2 (993 series) in 1994, the GT2 has been a statement to the true potential of the current 911 chassis. The formula is simple: jam a hopped-up version of the current 911 Turbo engine in the lightweight RWD chassis, pull off some creature comforts and voila, you have a serious piece of automotive hardware. With the debut of the 997 GT2, not much had changed from Porsche’s original philosophy.
From the outset the goal of the engineers in Zuffenhausen was to surpass the performance of the 911 Turbo and the sportiness of 911 GT3. In addition Porsche wanted to implement “pure driving dynamics” at the highest level. Aerodynamically the downforce generated has been increased significantly across both axles, and more importantly, balanced. Up front this is accomplished with a front bumper spoiler lip and a small vent in front of the hood. Out back the rear wing profile is much more dramatic and integrates a ram-air induction system for the engine. Remarkably the coefficient of drag has been reduced from 0.34 to 0.32 even though more cooling is required and more downforce is generated.
Underneath the monster wings lies a 3.6 liter DOHC Flat-6, equipped with no less than 9 oil pumps and featuring a radical new expansion intake system and a titanium silencer. The expansion intake system takes advantage of air cooling as it expands, reducing fuel consumption by up to 15%. Porsche’s VarioCam Plus system is used to continuously vary both valve timing and valve lift. Feeding air into the engine are two Garrett VGT (variable geometry turbine) turbochargers, boosting 1.4bar of intercooled air into the combustion chambers. The result is 530hp @ 6,500rpm and 501 lb-ft @ 2,200rpm and coincidentally the acceleration is staggering. 0-60 is dismissed in 3.7 seconds and a top speed of 204mph is possible.
To ensure that drivers not named Walter Rohrl can achieve these results, the GT2 is fitted with a launch control system. When engaged the system holds the engine at 5,000rpm until 0.9bar of boost is built up, then the clutch is engaged as quickly as possible and wheelspin is mitigated by the traction control system. Further technical wizardry is employed with the use of PASM (Porsche Active Stability Management) for the first time on a GT2 model. This system incorporates a braking/throttle control, traction control and an anti-lock braking system to form one of the most highly respected stability programs in the industry.
Settings have been specifically tuned for the extremely sporty nature of the GT2 and it can be completely disabled for those brave enough to drive without it. One thing has always been guaranteed when you buy a Porsche is that it will have world-class brakes. Of course the 997 GT2 is no exception, featuring PCCB (Porsche Ceramic Composite Brakes) measuring 380mm up front and 350mm out back. The battle tested 6-speed manual transmission from the 997 GT3 Cup is standard, with GT2 specific gear ratios to take advantage of the monster torque curve. So what does all this add up to? Well let me sum it up in a simple equation: 2008 Porsche 911 GT2 + Walter Rohrl + Nordschleife = 7:32 lap time.