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Renault Sport R.S. 01

May 3 2015

Renault Sport R.S. 01

Primarily designed to showcase Renault’s sporting heritage, the Renault Sport R.S. 01 is a pure racing car, destined for the circuit. Unlike its other concepts (such as those in the Alpine line), the Renault Sport R.S. 01 will actually be produced and will serve as a test bed for race car drivers in the Renault Sport Trophy championship, preparing and selecting them for further participation in the development and endurance series.

Renault Sport R.S. 01

Overall, the car has a striking resemblance to the Audi R8, but it employs sufficient elements to differentiate itself from what seems to have been the inspiration. Various parts, such as the double exhaust tips, the rear spoiler and the front visage remind us of the Renault Alpine 110-50. Yet, unlike the pure concept car, the Renault Sport R.S. 01 has a more down to earth shape.

Designed by Akio Shimizu, the track-only car was inspired both by previous Renault concepts, such as the 2010 DeZir and by land speed record holding vehicles; or at least, that’s what they said.

Visually, the nose is longer than the rear, if viewed from the side. Usually, designers strive to keep a balanced proportion between the front and rear overhangs, but in this case, function dictated the form. The massive air intakes in the front suck the air in, channelling it toward the water coolers, and then expel it through the bonnet outlets, over the roof of the car, creating downforce. The splitter and the small finlets located on either side of the bumper have functional purposes as well – the first adds additional downforce, while the latter limits air vortices that form due to the rotation of the wheels.

Renault Sport R.S. 01The side intakes have the role of cooling the turbochargers, while the massive rear wing, in conjunction with the diffuser limit the amount of lift generated at high speed and help push the car onto the road. Spanning the entire width of the vehicle, the ample LED rear lights, together with the twin exhaust tips complete the Renault Sport R.S. 01.

The carbon monocoque comes courtesy of Dallara, while the exterior panels are manufactured from composite materials, in an effort to keep weight at a minimum. At 1,100kg, the low weight qualifies it as a super model in the world of sports cars; as a result, the top speed is an estimated 186 miles per hour.

Renault Sport R.S. 01 – 5 Point Car Review

Design

Renault Sport R.S. 01 at the Geneva Motor Show 2015Renault Sport R.S. 01 at the Geneva Motor Show 2015Renault Sport R.S. 01The strange thing is that Renault hasn’t released any images with the interior of the car, for reasons unknown. Was it incomplete or just too barren of a landscape to be seen by cameras? We’ll never know for certain, but for automotive enthusiasts, a race car does not equate with lounge-like massage seats and diamond quilted leather, so nobody was going to pin the manufacturer to the wall for failing to comply with unrealistic expectations.

In the press release however, the Renault Sport R.S. 01 is rated as being LMP1 standard compliant. The carbon fibre tub has attached front and rear steel frames for energy absorption in case of an accident, while the 150 litre fuel tank is integrated into the composite structure. Moreover, the steering column features a collapsible construction and the single driver’s seat comes from Sabelt and includes a six point racing harness; the seat itself is HANS® ready.

Driving

Renault Sport R.S. 01A derivative of the unit present of the Nissan GT-R, the 3.8 litre twin engine pulsating inside the Renault Sport R.S. 01 comes prepped by Nismo. However, unlike the Japanese model, the French track car has it mounted midship, in an attempt to perfectly balance the weight of the front and rear. Developing 500 horsepower at 6,800 RPM, it will be more than able to hold its own on the circuit. In fact, its performance is estimated to be between the GT3 and DTM categories.

A seven speed paddle shifted operated gearbox, wearing Sadev’s seal transmits the power to the rear wheels, while Michelin tyres wrap the 18 inch wheels. Hidden behind them, carbon brakes with a diameter of 380mm with 6 piston calipers and a Bosch ABS system are in charge of bringing the car to a halt when needed.

Reliability

Renault Sport R.S. 01Renault has the benefit of having a solid heritage in the world of motorsports (over 115 years, to be precise) and that shows in the structure and build of the Renault Sport R.S. 01. All the major components have been outsourced from established heavyweights in the world of racing and performance, thus minimizing the risk of failure and giving the soon to be produced concept car a great deal of credibility.

The FIA LMP1 2014 safety compliance and the modular structure of the car, which allows for the easy swap of damaged components should have a big impact in the way the car runs and behaves on the long term.

 

Running Costs

Renault Sport R.S. 01At least for now, no mention of price has surfaced, but judging by how much technology has been incorporated into this model, expect it to cost much more than a GT-R. Designed to be the star of the one make/one design Renault Sport Trophy Championship, the Renault Sport R.S. 01 will serve as a test vehicle and launch pad for talented racing drivers. Slotting between the Clio Cup trials and high profile championships (i.e. DTM, Japanese Super GT or FIA World Endurance Championship), the newly established series by Renault will cater for both amateur and professional drivers (and yes, if you have enough money, the instructors will struggle with you to teach you how to properly drive a race car)

For an undisclosed amount of money, the aspiring race driver will be able to rage up and down the track for four hours over the course of a three day weekend. If you think that to be a little on the thin side, you’re not the only one, but considering that 20 teams are to be allowed to participate in the championship, then it’s understandable. Aiming to be as cost effective as possible, no modifications will be allowed and servicing will be done once every two seasons, which means that personal skill and luck, to some extent, will dictate the winner. Unlike the drivers, which will have to fork out their money to Renault, the visitors to the events will have free entry and access to the paddocks.

Practicality

Renault Sport R.S. 01In terms of practicality, let’s say that the Renault Sport R.S. 01 will not be able to rival your neighbour’s minivan, as it only has one seat and no boot whatsoever.

In fact, the car will not be road compliant, as it is destined for track use only. If analyzed from the viewpoint of a driver, then it’s a bliss: it has diverse components coming from big names in motorsport, it has only one seat (so no pesky friends/cameramen/co-pilots, etc) to carry, it’s lightweight and it has a GT-R engine mounted in the back! What could be better?

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GTA Spano

Apr 4 2015

GTA Spano Car Review

 

A supercar might not be the first thing Spain in known for, but the GTA Spano demolishes the typical representations of the football-bullfighting-sunny-beaches country. Why? Because it can! Probably driven by the same pride that lead Sweden to create Koenigsegg or Denmark to give birth to Zenvo, the Spanish masterminds behind the Spania GTA Technomotive have decided to build a vehicle that would grant them access to the world of the big boys – and they did. How does 925 horsepower sound?

GTA Spano

Although it bears the same name as its previous iteration, unveiled in 2008 in a concept state and 2010 as production ready, the company representatives claim that the new one is a different beast altogether. Bringing forth innovative technology, such as the use of graphene in the construction of the chassis and bodywork, the company proclaims it to be a driving force for the performance automotive industry.

Design wise, the car manages to steer clear of the rest of the supercar crop, its most distinguishing feature being the way the body wraps around the doors, which is not only an aesthetic touch, but also fulfills a functional role, as the ridges and air canals divert cold air around the cabin and into the air intakes, cooling the engine and brakes. Opening the doors is done not by way of traditional handles, but through a hidden button situated behind the outer B-pillar logotype.

Marked by a convex bonnet and massive air intakes in the front bumper, the fascia is very aggressive, yet a little cluttered by too many details. Shaped by aerodynamics, the GTA Spano incorporates no less than 12 air intakes, from the front to the sides, helping it to achieve impressive performance, but losing a little at the elegance aspect, as it seems to be too ornate, a work more befitting of a tuner than an established manufacturer, but if you’re into it, that you will appreciate this style.

GTA Spano The mid mounted engine is displayed under a glass window, while an electronically controlled spoiler riser from the body to provide extra downforce when necessary or when summoned via the cabin mounted controls. A quartet of exhausts, accompanied by a very low air diffuser is embedded in the rear portion of the bumper – which, again – to the dismal of the fans, might seem a bit overloaded with details.

The body and chassis incorporate carbon fibre, graphene and titanium and the exterior mirror stalks are manufactured from aeronautical grade mechanized aluminium. Both the roof and the sun visors are made from electrochromatic glass, which, at the touch of a button, can change its opacity, allowing, as per preference, more or less light into the cabin.

 

 GTA Spano – 5 Point Car Review

Design

GTA SpanoWanting to be as much a luxury vehicles as a super sports car, the GTA Spano spared no expense when it came to the interior. A glass roof, with integrated sun visors into the windshield ensures that the amount of light coming in the cabin is user controllable. Sitting behind the leather wrapped, flat bottomed steering wheel, is a digital instrument cluster that can be configured following the client’s desires.

Carbon fibre and leather predominate, while a seven inch display is embedded in the central console. Used for entertainment as well as to project the images transmitted by the rear view camera, it fulfils multiple purposes. Bluetooth technology, as well as navigation and electrically adjustable seats come as standard. Atypical? Of course, but the good news is that it doesn’t make any compromises concerning performance.

Driving

GTA Spano Being a newly unveiled car, no test drives have been performed, but we’ve got a few stats to keep you entertained. Build exclusively from a combination of carbon fibre, titanium and grapheme, the chassis is extremely stiff, presenting impressive torsional rigidity. With a total weight of 1,350 kgs (all liquids includes) it is one of the most lightweight vehicles on the supercar scene, with the monocoque weighs only 80 kgs.

Sitting behind the 19 inch (front) and 20 inch (rear) wheels, 380mm carbon-ceramic brakes fitted with AP Racing pistons are in charge of bringing the car to a halt, while ABS and traction control are features that further enhance the usability of the supercar. An adjustable twin trapezium suspension system is especially useful for track days, while an electronically controlled lift system helps the car hoist itself up to 8 cm from the normal riding height in order to safely navigate over speed bumps, the occasional pothole or the owner’s driveway.

Reliability

GTA Spano Unfortunately, no word on this one, as this is not a mass manufactured vehicle and the one who might shed some light on the matter are limited to 99. No instances of engine failures or even electrical issues have spawned on the internet, so this aspect of the car is questionable. Leaving aside fuel economy figures, which are, to the potential buyer of such a machine, irrelevant, the drivetrain is built in-house. Thorough testing was involved, as a high performance machine is put under much more stress than an average vehicle, so in order to withstand elevated G forces and reach speeds in excess of 229.9 miles per hour, the GTA Spano’s construction must be close to perfect, as it is the case with any other sports car in this class.

 

Running Costs

GTA SpanoThe first edition of the Spano was powered by a powerplant borrowed from the Dodge Viper, but modified to pump out 780 horsepower and had a tag of precisely 600,000 Euros. The latest model has a different, specially commissioned unit, with a displacement of 7.9 litres. Mounted mid ship, in longitudinal position, the twin turbocharged V10 is capable of producing 925 horsepower at 6,300 RPM. Transmitted to the rear wheels by a seven speed semi automatic gearbox developed by CIMA, the power is enough to propel the car from 0 to 62 mph in 2.9 seconds, while the top speed is an advertised 229.9 miles per hour.

Limited to only 99 examples, all spoken for already, the new GTA Spano will be sold for an undisclosed amount of money. Judging by the elevated performance figures compared to the previous version and the fact that there was tremendous work involved in creating it, the sticker price is bound to have increased.

Practicality

GTA Spano Not the first word to spring to mind when talking about a supercar, as noted by its creators, practicality is in fact, something that comes bundled with the new car. Aside from the generous boot measuring 150 litres, the car also possesses a central console storage area with cupholders and capable of refrigeration, a passenger mounted glovebox – also capable of refrigeration – and with integrated cupholders, storage compartments in the door bins and accommodation capabilities for two persons over six feet tall.

The roof, as mentioned, is panoramic and with variable opacity, while everything, from the materials to the colour of the upholstery is customizable by the client. Not bad, eh? Now all that remains is winning the lottery!

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Bentley Continental GT

Feb 15 2015

Bentley Continental GT UK Car Review

 

Bentley, alongside Rolls Royce, has represented the British Isles since time immemorial – or so it seems. Spearheads of opulence and fine taste, they herald a bequest unsurpassed by any other automobile manufacturer on the globe, being chosen not only by prosperous connoisseurs, but also by monarchs and heads of states.

Bentley Continental GT

Situated on a privileged position, Bentley is a marque that exudes style and elegance, but also hides, under its subtly muscular lines, prowess and raw power. The Continental, one of the most athletic examples in its stable, has proven to be a more than satisfactory foray into the world of motoring, as it was met with unprecedented success.

Currently, Bentley Motors’ Continental range includes five models: the GT, GT Speed, GT V8 in both coupe and convertible configuration, the GT V8S and the performance oriented GT3-R. Both V8 and W12 propulsion units are available, according to the variant in question.

A Grand Tourer at heart, the Bentley Continental GT features a 2+2 seating configuration, in either a coupe or convertible form. Visually, few cars are able to match its looks.

The frontal side is characterized by an ample stainless steel grille, encased into the massive bonnet that protrudes slightly into the front bumper. Flanking it are two pairs of oval headlamps, which bear resemblance to those on the Mulsanne; yet, unlike those fitted on the larger limousine, the units mounted on the fascia of the GT are back swept and have a more dramatic design: of jewels rather than utilitarian luminescence sources. A bumper moulded in the shape of a grin, with metallic mesh covering the massive air intakes sits low to the ground, conveying an imposing look.

The side profile of the coupe is almost identical to that of the convertible, save for the top, which is fabricated from cloth rather than aluminium, in the latter case. Huge wheel arches shelter 20 inch alloy wheels as standard, while 21 inch rims come as an option. The entire car’s lines flow towards the rear, as if the vehicles was moulded by water in a wind tunnel. The only contrasting feature is represented by the razor sharp lines of the rear panels, which surge rearwards to form a profiled shoulder line, as the cabin progressively shrinks its width.

Bentley Continental GTFollowing the same path as on the sides, the lines of the roof converge in creating the slanted rear window; as they eyes look further, the same creases create a sculpted boot lid, with a small, almost unnoticeable spoiler. Lower still, a horizontally placed duo of exhausts, coated in chrome, round off the muscular and athletic form of the Bentley Continental GT.

The GT3-R variant was introduced in 2014. Based on the GT V8S, only 300 examples are to be produced. Technical specifications include a 580 horsepower V8 engine, capable of at least 205 miles per hour and an acceleration of 0-60 in 3.6 seconds. Moreover, the rear seats were removed in an effort to save weight, while various body parts, such as the mirror casings, a fixed boot lid spoiler, hood ventilations and rear air diffuser, among others, were fabricated from carbon fiber. Other bespoke characteristics were the special white tone of paint with contrasting green tint tracing the character lines on the sides, a unique interior, finished in carbon fiber, stitched leather upholstery and Alcantara and a titanium exhaust system.

 

 

Bentley Continental GT – 5 Point Review

 

Design

Bentley Continental GTThe Continental range of vehicles, with even the base GT leading the way, has served as a proof that a car is able to carry its passengers in style, in addition to offering them staggering performance capabilities. Surpassing rivals such as Aston Martin or Jaguar, the Bentley is among the few vehicles to blend supercar performance with an opulent cabin, forsaking the idea that a performance automobile interior should be a barren land. Thus, the moment you sneak a peek through the window (you needn’t even enter) it is obvious that this is no ordinary car.

Reminiscent of the previous version, the interior exudes an upscale feel, as the fine, stitched leather seats gently cares your figure as you are seated behind the wheel. Large dimension dials, with a soothing backlight, are outlined with subtle chrome touches. Interior trims range from cold aluminium to eucalyptus and from carbon fiber to Burr walnut. Should you have a deep enough pocket, someone whispers, anything is possible.

Driving

Bentley Continental GTAlthough not having a supermodel waistline, as it weights over two tons, the Conti is a surprisingly agile automobile. Even the basic GT, with its 500 horsepower engine, is capable of accelerating from 0 to 60 in under 4.6 seconds, while the GT3-R’s time is reduced by an entire second! Monumental!

Insofar as the driving experience is concerned, the ride is smooth, allowing for long drives without the fear that you’ll end up on a gurney after you get out. Admittedly, it’s not as smooth as in a purpose built limousine, but after all, the Conti is marketed as performance oriented rather than “just” a luxury auto. Little body roll is felt in the corners, but there is also a sport setting which allows you to stiffen the springs, should you need to pull 1G or so on a race track.

A Grand Tourer is not a track day machine – although many tend to disagree – and in order to enjoy it properly, we’d advise you to skip the odd drag race or maximum speed run and drive it like a gentleman – or a gentlewoman, since women can command vehicles just as well as men, even though the spotlight tends to fall, unfortunately, on the first category.

Reliability

Bentley Continental GTSince the brand is owned by the giant Volkswagen Group –and it shares the V8 engine with Audi, the Continental is as fault proof as any other German automobile. A recipe for success, British design and German engineering make a fitting pair. Few complaints were ever received and Bentley has addressed them in a manner worthy of praise, so you no longer have to worry about remaining stranded on some god forsaken place in the mountains, as the car is virtually flawless.

 

 

 

Running Costs

Bentley Continental GTThe cheapest Continental, the 6.0 litre W12 coupe, costs no less than £135,760 and offers a 575 horsepower engine, with a mixed cycle fuel economy of 17.1 mpg.

The most powerful, the GT Speed, is also powered by a W12 engine, but unlike the base model, the power output increases to 625bhp, while the top speed increases from 198 mph to 205. Surprisingly, it’s also slightly more efficient, as 19.50mpg is the official figure released by the manufacturer. The price tag, however, climbs to £156,700.

Should the aura of the mighty W12 not be the prime reason for purchasing the automobile, the 4.0 litre V8 variant offers the best fuel economy: 26.70mpg, mixed cycle. Slightly less powerful than its brothers with a heftier power plant, the V8 still produces 507 horsepower. Improvements over the ageing W12 include cylinder deactivation, low resistance tires and a more efficient management of the electrical systems fitted inside the vehicle. In addition, an eight speed automatic gearbox, sourced from ZF brings faster, more seamless gear changes. The starting price for a V8 Conti coupe is £136,500.

Practicality

Bentley Continental GTMarketed as a 2+2 vehicle, the Continental is not exactly mirroring the advertising in real life. In fact, the two seats in the back, although offering more room than in the pre-2011 generation, still do not allow for two adults to reside comfortably for long periods of time. The sloping roofline will pose a problem for tall people, while in the convertible, the top will inadvertently lead to a head ducking dance, as the cloth soft top is apparently trying to chop your head off. In the front, things are better, as the larger seats allow for more ample room.

The boot measures 370 litres – not a champion hauler by any means, but for occasional luggage it will be able to hold its own in front of the competition. Should you opt for the convertible, be warned that the area shrinks to 235 litres, due to the roof taking away precious space. In lieu of anything else, you are welcome to use the rear seats.

Hungry for more information right now on the Bentley Continental GT? then check out this link.

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Porsche 911 Carrera

Jan 24 2015

Porsche 911 UK Car Review

 

Being in production for over 50 years, the Porsche 911 has become an integral part of Porsche, surpassing the title of “a model”, morphing into a true living legend. From the early developmental prototypes presented in 1963 up to the latest leaked pictures of the new generation GT3 RS, the three number code has become one of the most revered in the automotive industry. Undoubtedly a symbol of elitism, unequalled prowess and superior performance capabilities, the slender sports car remains one of the most recognizable in the world.

Porsche 911 Carrera

The visual impression left by a Porsche 11 is a memorable one. In over 5 decades, its overall shape, although it went through an evolutionary process, has remained as recognizable as ever. You won’t confuse a 911 with any other sports car in the world. Slender and aerodynamic, its teardrop shape, with the steeply raked windshield and arched roofline, has changed little over the years. Its wide hips, owing to the larger track tires in the rear, are a visual element that is bound to impress, especially in the 911 Turbo variant, that includes incorporates high flow air intakes.

Frontally, the 911 is characterized by the signature oval headlamps (Bi-Xenon as standard), which include, in some specifications, a LED ring, serving as day-running light. The side indicators also benefit from the same technology. The bonnet has no elements, including power domes or ridges, to interrupt its smooth flow. Actually, the name should be that of booth lid, as underneath, a storage area is located, while the boxer engine resides in the rear of the car. The front bumper has ample air intakes, serving both a functional purpose, but also being a nice aesthetic touch, reinforcing its performance oriented nature.

Porsche 911 CarreraWhile comparing the Porsche 911 to the competition, we couldn’t ignore the fact that the Porsche has the cleanest lines in the class: you won’t see conflicting curves and straight angles – in fact, the most consistent feature that it sports are curves. From the side, the only elements that interrupt smooth metal surface are the door handles, which protrude and create a slightly contrasting feature. The remarkable thing is that even the side skirts are neatly integrated into the design of the car, circumventing the aftermarket parts strapped on to the wrong car aspect – we’ve encountered this “feature” at other manufacturers and it somehow spoils the overall aspect of the vehicle. Plus one for Porsche from our standpoint, but the matter of personal preference may also come into play.

The rear bumper accommodates four exhaust tips, two on either side, flanking the air diffuser. The LED technology rear lamps are slimmer than the ones from the previous generation, but also more stylish, as they give the backside a suppler form.

 

 

Porsche 911 Carrera – 5 Point Review

Design

Porsche 911 CarreraThe interior setup is a blend of luxury and racing DNA. The instrument cluster is arranged in a typical Porsche fashion, with the large tachometer in the very centre and the rest of the dials sitting on the left and right. The three spokes – aluminium, that is – leather wrapped steering wheel allows plenty of grip.

According to specification, paddle shifters made from the same material sit behind the wheel, but a stick shift is also available, for the purists, although this option becomes less present by the day, as most manufacturers decide to ditch it in favour of the semi-automatic alternative. Leather, aluminium, piano black inserts or even carbon fibre can be ordered as interior trim, but if you want to step beyond that, Porsche has an exclusive department catering for those who treasure individuality above all, with the limit being the size of your wallet.

Driving

Porsche 911 CarreraThe Porsche 911 Carrera comes standard with a six cylinder boxer engine, sporting a displacement of 3.4 litres. 350 bhp are directed through the rear wheels, enough to propel the car to 179 mph in 4.8 seconds for the 7 speed manual and to 178mph and 4.6 seconds (or 4.6 Sport + option) for the PDK transmission. Small tweaks, such as the balanced nature of the car, make it a more sensible choice than the Audi R8.

Moreover, although the engine is situated in the rear of the vehicle, the front won’t dip each time you brake, a result of careful engineering of the suspension. Push it a bit and from a tame and fairly easy to drive machine it will transform into a road-eating monster. Linear acceleration and consistent power delivery make it an excellent driver’s car; its mostly aluminium construction does show, making it much more nimble than you would expect, reinforcing Porsche’s reputation of manufacturing quality sports cars.

Reliability

Porsche 911 CarreraBenefitting from a vast experience, Porsche is the embodiment of German quality, so engine malfunctions and other mechanical failures are quite rare. On the other side, putting the car in service will cost you a few pounds, as genuine parts are expensive, but a maintenance service is required by the manufacturer only every two years. However, be prepared to fork around £1000 or in the vicinity of the said sum, but this is the side effect of buying a luxury sports car.

Running costs

The base Porsche 911 Carrera, with the manual transmission, will cost you £73,509, while the model with the PDK option will have a £75,897 price tag. Porsche cites the Carrera’s mileage performance at 31.4 for the manual and 34.4 for the PDK, but real life conditions may differ, especially if you drive in a sporty manner. Sat-nav, leather upholstery, Bluetooth connectivity and automatic climate control come as standard.

As mentioned, you also get Bi-Xenon headlights as well, even on the base model, but we’d advise against any extra options, as they’re very expensive and the vehicle already offers an excellent value for money, especially if you think about the status symbol it already provides.

Practicality

Porsche 911 CarreraAlthough purchasing the Porsche 911 for its storage space and practicality will most certainly fall on a second or third place according to personal preferences, the sports car is not something to laugh at. The driver and passenger seats provide excellent lateral support and have an array of adjusting positions. The two seats in the rear provide decent room for occupants, but tall persons may feel that it’s a bit too “intimate” as the steep slope of the roofline may be a hindrance, so long journeys in the back are not recommended. The boot space measures 115 litres, which is enough for the occasional bag, but we wouldn’t count on it as heavy hauler – you should try the Cayenne for that!

Want to know more about the Porsche 911 Carrera then click this link.

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LaFerrari

Dec 15 2014

LaFerrari UK Car Review

The most powerful model to ever exit the factory in Maranello, the LaFerrari was especially built to celebrate 70 years of racing heritage and bears tribute to the founder of the company, Enzo Ferrari. Combining intense, sculptural lines while remaining faithful to tradition, it blurs the boundaries between mechanical masterpiece and a work of art.

LaFerrari

On the first official unveiling of the hypercar, on March 5th 2013, the then president of Ferrari, Luca di Montezemolo, declared: “The name of the car is LaFerrari. La Ferrari means the excellence of Ferrari and an iconic name for a car which put together all our excellences: extreme performance, technologic innovation, futuristic style and last, but not least, driving emotion and fantastic drivability.”

Arguably a name not that enjoyed by the public, it was eventually accepted, as the aspect and extreme performance of the car exuded awe and respect. The decision to build only 499 examples was a difficult one, as more than 700 written orders have been recorded prior to the unveiling, but in order to keep the tradition and the exclusivity of both the marque and the model, the pronouncement was to limit the production, a common practice of Ferrari.

The design was realized in house, by Ferrari Styling Centre. This constituted a break from the previous celebratory editions, which were penned by Pininfarina. The car’s unmistakable contour belongs to Flavio Manzoni, the lead designer. The overall profile bears resemblance to the brand’s racing heritage of the 1960’s, while the balanced proportions and the supple lines make sure that this remains a powerful statement of elegance for years to come.

LaFerrari RearThe front nose cone was inspired by Formula 1 race cars. Unlike the one from the Enzo, it slopes at a more aggressive angle, being narrower and having a central air outlet to expel and channel the air stream over the canopy. The door mechanism has also changed, being now computer controlled, unlike the manual version on the previous car. Protruding into the surface of the canopy, they open upwards and tilt to the front, providing a stunning visual experience; the deeper cut subsequently lead to an easier entry and exit from the cockpit. The complete electro chromatic glass top enclosure sits on a carbon fibre frame, embracing the occupants and enhancing all round visibility. An overall reduction in dimensions as compared to the Enzo (-40mm in width) helped in obtaining a lower frontal surface area in order to reduce drag and a lowering of the centre of gravity (-30mm in ride height), lead to a notable increase in performance.

Ferrari LaFerrari – 5 Point Review

Design

LaFerrari InteriorBenefiting from valuable input from Ferrari’s Formula 1 drivers, Felipe Massa and Fernando Alonso, the engineering department designed the cockpit around the driver.

Subsequently, the driver’s position is lower compared to the Enzo (-30mm) and more reclined, the lowered centre of gravity contributing to a better distribution of weight and greatly enhancing stability. The individual seats were eliminated and replaced with carbon fibre moulds glued directly to the floor; each model will have bespoke specifications, as per customer dimensions. In addition, the entire steering column and the pedal assembly are fully adjustable in depth, as well as in height. The dashboard has a customizable instrument cluster, the traditional gauges being replaced by an LCD display, which is able to record telemetry data such as track time, acceleration and lateral gravitational forces, among others.

Driving

LaFerrari EngineCured in the same autoclave as the Formula 1 chassis, LaFerrari’s body shell benefits from the exact same technology and production techniques as the company’s most advanced, track oriented vehicle do; being a first for the automotive industry, this lead both to innovation and a significant reduction in weight. As opposed to the Enzo, the new model’s curb weight is 2,766 pounds, being over 10 per cent lighter, in spite of having a much more complex architecture than the previous example.

One of the most interesting features of the new limited series model is the engine, which is constructed on hybrid architecture: a naturally aspirated internal combustion engine and an electric motor.

The main power plant consists of a central mounted 6.3 litre naturally aspirated V12 with a rating of 800 horsepower, which reaches an impressive 9,250 revolutions per minute, a first for Ferrari. Connected to the engine is a dual-clutch, 7 speed semi-automatic F1 gearbox. Complementing this array is a new electric motor that develops a further 163 horsepower, the total power rating of the LaFerrari being 963 horsepower, making it the most extreme and powerful model ever to be produced by the Maranello factory. Acceleration from 0 to 62 happens in 2.9 seconds, while the estimated top speed is thought to be “over 218mph” although more precise measurements weren’t provided by the factory. However, considering that the Enzo, with a 660bhp engine reached 355 on the Nardo circuit, we would expect the LaFerrari to easily top that record, considering it has over 300bhp more, as well as more advanced aerodynamics. Automotive journalists have praised it for its aggressive character and extreme performances, stating that it felt very close to a 458 Italia on steroids as far as its on-road behaviour is concerned.

Reliability

Thus far, no instances of a breakdown have been reported, but several years of development have been invested in its making, so we would expect near perfect behaviour as the car is supposed to go over the 218mph mark numerous times over the course of its life without displaying the slightest sign of weakness.

Running costs

LaFerrari The original price tag of a new LaFerrari was over £1 million, with the condition that the future owner already had in his or her possession another 5 examples of the marque’s vehicles, an exclusivity clause that is still not officially recognized by the brand. Add to that the fact that Ferrari had to turn down 200 potential owners (of the 700 which registered for the car), then it becomes obvious that the criteria were extremely selective. Buying a new example is no longer possible, as all have been sold prior to the 2013 unveiling, so a used one would be the safest bet, but the disadvantage would be that the price will likely jump the original 1 million, as the LaFerrari has become a collector’s item, with only 499 in existence.

At the time of writing, Ferrari unveiled a track only based version of the LaFerrari, dubbed the FXXK (XX being the name of the non-road legal, race only oriented program reserved to customers and K representing the kinetic energy regeneration system, part of the car’s hybrid architecture). No pricing details have been released, nor any performance figures, save for the power output, now rated at 1,036bhp. A vastly more aerodynamic profile, as well as a more aggressive body kit as well as a lower ride height and less weight should mean that it will be blistering fast.

Practicality

LaFerrari BootThe LaFerrari is not the most practical thing in the world, especially since it is part of the new breed of hypercars. It has no boot, so if you’re planning to go to work in it (which you will not, because 499 examples) you will have to put your briefcase on the passenger seat; should you happen to have a passenger, you may either put your briefcase in his or her lap or simply eject them out – no other storage spaces are available.

Hungry for more information right now? then check out this link to the Official LeFerrari Website

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Audi TT 2015 Quattro

Nov 5 2014

Audi TT 2015 Review

 

When we’re thinking about sports cars that evoke driving emotion, arguably the first would be the ones that bear Italian DNA. But how about a German car? First introduced in 1999, the first generation Audi TT has been a breath of fresh air both in the manufacturer’s range, but also in the small sports car sector. Bringing forth a design that broke away from conventions, with an arched roofline, large wing flares and a low stance, it created a cult following, making Audi a company that could rival with established car makers. The second generation came to market in 2006 and sought to fix the issues that plagued the first, including the less than fortunate combination of drivetrain and power plant. A new, stiffer chassis was installed, together with more powerful engines and a few cosmetic tweaks were made, in order to provide a refreshed image of the original.

Audi TT 2015 Quattro

Fast forward to 2015 and the third generation is ready to meet the road. Seeking to break free from the ‘hairdresser’s car” stigma that it received for its less than adequate dynamic performance, the latest incarnation of the Audi TT promises to be as good as it looks.

Although not a groundbreaking redesign, the car’s lines have ushered it into contemporary times. Overall, the image it projects is more or less the same, save for some styling cues that, honestly, make all the difference.

The front features the same large grille, but instead of having rounded corners, it now comes in a more angular form. The overly rounded headlamps have been replaced with a very angry looking set of lights with integrated LEDs that give it a new lease of life. Two air intakes, on either side of the grille, have protruding housings and, in the basic variant, are united via a thin, long slit that sits just below the grille, in the fashion of the Maserati GranCabrio. The Audi TTS, the more powerful version, has a protruding lip that replaces that design element.

The side profile has received the least amount of remodelling, as only the window line and the mirrors have been replaced. More prominent wheel arches and the profiled side skirts else, it’s mostly the same old Audi TT that we know.

Round the back, the rear lamps are more in line with what’s currently going on in the Audi range, being similar to the ones from large saloons. A long stop light runs the entire length of the boot and unites the tail lamps. In standard configuration, only two exhaust tips will be present, protruding from underneath a black diffuser element, but in TTS guise, a silver hue will replace the dark colouring and a quadruple exhaust will grace the eyes of the onlookers.

Seven different wheel designs will sit at the disposal of customers, with dimensions ranging from 18 inches to 20 inches, from standard star design to V and Y-spoke, all made from light aluminium alloy.

 

 

Audi TT 2015 – 5 Point Review

 

Design

Audi TT 2015 InteriorAlong with the outside design, the cockpit has also received a makeover. Marching rather on a minimalistic approach rather than drowning the driver in screens and buttons, it follows a back-to-basics approach, the entire experience inside the cabin focusing on the driving pleasure. The centre console is almost bare, save for a CD player, the gear lever and a handful of controls. The circular air conditioning outlets have integrated climate controls, turning them into a pleasure to look at, while the three spoke, flat bottomed steering wheel features metallic inserts. The dials are completely digital and are configurable, even hosting the sat-nav system. Profiled seats that provide a snug fit and decent lateral support have been installed, while the rest of the cabin has been dressed in premium materials.

Driving

After the disappointment that the first generation proved to be, the latest Audi TT, by comparison, feels like a different car – because it is! The common MQB platform – found in the Audi A3, the Seat Leon and the VW Golf, amongst others – is also shared by the small sports car. The flexible nature of this awarded set-up permits a greater degree of efficiency when it comes to weight distribution and torsional rigidity, basically transforming the driving experience in the TT into sheer pleasure. The suspension is stiffer, which, combined with its mostly aluminium build, leads to a very nimble and fast-moving vehicle, with a top speed rated at 155mph. Acceleration figures aren’t that shy either, as 0 to 62 takes only 5.3 seconds if the Quattro TFSI engine is chosen.

Reliability

As the Audi TT has been barely introduced to the market, we can’t pronounce yet on its on-road behaviour. However, Audi offers a choice of three, four or five year warranty, transferable between owners. Certain conditions are attached to these offers, but nonetheless, it’s a decent offering. Moreover, you’ll benefit from Audi’s Roadside Assistance and Recovery program all across the UK for the first three years of ownership, so in case anything breaks down, you’ll be care free – at least for a few years!

Driving costs

The Audi TT comes in two levels of trim, S-line and Sport. The base diesel version is the cheapest, in Sport guise, as it costs £29,770 and sports a 2.0 litre TDI ultra engine, with 184bhp. The petrol offering comes at £29,860, with a 2.0 litre TFSI engine, with front wheel drive, that develops 230bhp and the Quattro version costs £32,785, also being the only one that has an automatic transmission.

The S-line trim raises the bar when it comes to price, as it oscillates between £32,320 and £35,335, depending on the options. The slowest of the bunch is the diesel, as 62 mph comes after 7.1 seconds, compared to the TFSI which manages to reduce the difference to 5.3 seconds. However, the diesel takes the crown for fuel economy figures, as it boasts 67.3mpg, as opposed to the petrol manual (47.9mpg) and automatic (44.1mpg).

Practicality

A Coupe/Roadster by design, the Audi TT will not rival the big saloons in terms of comfort or interior space. Thus, its boot measures 305 litres or it can be expanded to 710 by folding the rear seats. Speaking of those, unless you’re either really thin or petite in build, we wouldn’t recommend residing in the back, as the space is limited; only the driver and front passenger will enjoy extra legroom.

 

Want to know more about the Audi TT? Here’s a link the Official Website

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