2010 Audi A3

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The Audi A3 is the German automaker's smallest and least expensive model sold in North America. The four-door hatchback comes standard with a 200 horsepower 2.0 liter inline-four engine, which achieves peak output between 5100 and 6000 rpm. Max torque of 207 pound-feet is available from 1800 to 5000 rpm.

Customers have the choice of a regular six-speed manual transmission or a six-speed DSG gearbox, which provides high-speed shifts without a clutch pedal. Gear changes are made via paddle shifters mounted behind the steering wheel. The DSG (aka S-tronic) transmission can also operate in a fully automatic mode.

Basic configurations of both the DSG and Manual versions of the A3 are offered in front-wheel-drive only. Quattro all-wheel-drive is available, but only on the 3.2 V6 S-Line model, which provides considerably better performance.

The V6 model has an extra 50 horsepower, giving it a peak output of 250 hp at 6300 rpm. Torque also increases modestly to 236 pound-feet between 2800 and 3200 rpm. The V6 A3 is only offered with the six-speed DSG gearbox. It also comes standard with Audi's performance-oriented S-Line package.

The S-Line package is also available as optional equipment on the 2.0 liter A3, giving the hatchback more aggressive front and rear facias, as well as performance tires and sportier interior appointments.

Standard features include automatic climate control with pollen filter and sun sensor, 140-watt stereo with 10 speakers and Sirius satellite radio preparation, 17-inch alloy wheels, cruise control, power windows, and remote locking.

Options include adaptive Bi-Xenon headlights, rain sensor, heated seats and mirrors, DVD-based navigation, Bose premium sound, SD memory card support, and a six-CD changer. The Open Sky sunroof system and rear side airbags are also optional.

2011 Chevrolet Corvette Z06 Carbon slots in right below ZR1

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For the truly hard-core Corvette fanatic who likes to spend weekends thrashing his or her car at the track, there is only one Corvette worthy of consideration: the Z06. However, thanks to the ZR1, the lightweight, normally aspirated 7.0-liter coupe is no longer the absolute quickest Vette, but it is felt to have the most responsive handling. What it doesn't have is the uber-cool carbon-ceramic brakes, carbon-fiber body panels and magnetic ride active damping system of its supercharged sibling. That can now be changed to past tense with the birth of the Z06 Carbon edition announced today by General Motors.

The Z06 Carbon was created to celebrate the 50th anniversary of the first appearance of the Corvette at the 24 Hours of Le Mans when John Fitch and Briggs Cunningham won their class and finished eighth overall. The Carbon edition is essentially a Z06 with a ZR1 chassis and some of the carbon skin. When production starts this fall, only 500 examples will be made and they will only come in two colors, Inferno Orange and Supersonic Blue. All examples get black-painted wheels and a black interior upholstered in leather and suede. Follow the jump and we'll tell you more.

One element unique to the Z06 Carbon is its hood. The profile of the new carbon fiber hood is identical to that on the ZR1 but without a transparent window. That makes it the lightest hood ever on a Corvette and, according to chief engineer Tadge Juechter, it truly is a featherweight. ZR1 owners looking to swap out their hoods will be disappointed to learn that the Carbon hood will not fit their cars. Because of the absent window, the Z06 hood has different structure underneath that won't clear the ZR1 engine's intercooler.

The splitter, rocker extensions and roof of the Carbon are painted black instead of the super-expensive clear-coat used on the ZR1. The headlamp pockets and wheels are also painted a glossy black giving the Carbon a decidedly sinister appearance, particularly with the steel blue paint combination. 

 

According to Juechter, the upgraded suspension and brakes give the Z06 a real boost on the track too. Even with the same powertrain, the Corvette circulates both Laguna Seca and the Milford Road Course three seconds a lap faster than a 2010 Z06. The addition of the magnetic ride damping system should also make the Z06 Carbon more livable on the road as well.

For those who don't manage to get one of the 500 Carbon editions, most of the good bits will be available as part of two option packages available for 2011 models. The Z07 package provides all the mechanical goodness of the Brembo brake system, wheels and tires and the MR suspension. The carbon fiber package includes the splitter, sill extensions and rear lip spoiler. Unfortunately, the hood is only available on the 500 limited edition cars. The Carbon and new option packages go on sale in late summer at prices that will be announced closer to launch date, so stay tuned.

McLaren F1

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We’ve got one more roll of the dice left, and it’s the one that I, Harry and doubtless our insurers have been dreading: the McLaren F1.

In truth we’re not expecting even the combined genius of Gordon Murray’s vision, BMW’s peerless power, Peter Stevens’s timeless design and McLaren’s obsessive attention to detail to scare the pointy end of the order, for it’s a decade and a half since the F1 altered our perception of performance, packaging and price tag. Hell, when the McLaren F1 was new I had a 28in waist.

As with many of the cars here, six or seven laps are barely enough to scratch the surface, but thanks to the generosity of this particular F1’s owner (Pistonheaders amongst you will know him as ‘Flemke’) I’ve got the opportunity to throw myself in at the deepest of deep ends. Oh yes, and he’s sitting just behind my left shoulder.

A man of sharp wit and rare comedic timing, as the driver’s door is pushed shut, Flemke decides to give me his unique brand of pre-flight briefing. ‘Err, I think this is a good time to remind you that the chassis stinks, there’s no downforce and the brakes are terrible. But it’s got a great engine!’ Err, thanks, you’ve been a big help.

This is the point at which the day gets serious. The central driving position, the convoluted start procedure, the overwhelming value and the legendary reputation (good and bad) are oppressive. The fact that everyone, and I mean everyone, has gathered on the pit-wall to watch twists my guts into knots. Most of all, I don’t want to let the F1 down.

Once again, the cold manifests itself with the impression that the West Circuit has been surreptitiously smeared with butter. I decide to take a couple of laps to put some heat into the tyres, resorting to race-style zig-zagging down the straights.

When the time comes to get on with it, my heart’s punching a hole in my chest, but strangely the all-encompassing, jagged induction roar of that amazing V12 has a soothing effect on my nerves. This, I decide, is a once-in-a-lifetime experience, and nothing’s going to stop me from savouring every last moment. Well, nothing except the pant-soiling moment on the exit of O’Rouge that has me reaching for several armfuls of right lock in a desperate effort to save the car, the magazine and, ultimately, my skin. Flemke, to his credit, doesn’t even whimper.

During the three laps that follow I make many major discoveries. The first is that the brakes are indeed terrible. In fact, they’re shite. The second is that the absence of a rear anti-roll bar means you’re always chasing the F1’s tail, be it under power through a corner or under braking into a corner. The third is that the steering really is as heavy as contemporary road tests would have you believe, the fourth that BMW built the finest, sharpest, most beautifully responsive engine ever to grace a road car. The fifth, and frankly unexpected revelation is that despite the obvious and at times unnerving flaws, the F1 remains an intoxicating challenge, a car you could dedicate your whole life to learning. 

The sixth is the lap time – a highly creditable 1.21.20 – which eclipses the Enzo, a cutting-edge supercar benefiting from 15 years of engine, chassis and brake development. True, Flemke’s car has had some subtle development of its own, most obviously the bigger wheels and modern rubber (the same type and size as the Enzo), but it’s by no means a complete reworking of the original. To my great relief, the F1’s honour is upheld.

2010 Novitec Rosso Ferrari 599 RACE 848

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NOVITEC ROSSO RACE 848
848 hp / 624 kW, 842 Nm and a Top Speed of 345 km/h+

NOVITEC ROSSO RACE 848 – this name stands for an absolutely unique high-performance sports car. Only three of these automotive masterpieces will be built. The two-seater car is based on the Ferrari 599 GTB Fiorano and celebrates its world debut at the Geneva Motor Show 2010.

Underneath the striking aluminum skin that sports the unusual color combination of matte white and grey beats an extremely powerful heart: The NOVITEC ROSSO RACE 848 twelve-cylinder twin compressor engine produces 848 hp / 624 kW of power and has a peak torque of 842 Nm. Powered by this engine the car sprints from rest to 100 km/h in less than 3.4 seconds, to 300 km/h in just 23.7 seconds, and reaches a top speed in excess of 345 km/h. This exclusive special model also features an aerodynamic-enhancement kit developed in the wind tunnel, three-piece 21-inch wheels with matching sports suspension, a high-performance brake system and exclusive interior options.

The NOVITEC ROSSO RACE 848 is powered by an evolutionary stage of the tried and proven twin-compressor engine conversion for the six-liter V12 four-valve engine of the F599. For an additional power increase of 40 hp / 29.4 kW both mechanical chargers were fitted with modified turbine blades, several details of the engine peripherals were modified and the engine electronics were reprogrammed.

The high-performance chargers have an electronically limited boost pressure of 0.48 bars. The chargers are driven by a cogged belt and have their own dedicated oil circuit. A large water-to-air intercooler with dedicated water circuit also contributes greatly to the optimal power yield. A custom-developed intake manifold, high-performance injectors and sport air filter round out the engine conversion.

In addition, high-performance headers custom-designed for the compressor engine and the NOVITEC ROSSO stainless-steel quad sport exhaust system with a pipe diameter of 90 millimeters are also installed. The intensity of the exhaust note can be adjusted with a little switch on the steering wheel called the ‘manettino.’

The NOVITEC ROSSO engine management system coordinates the perfect interaction of all conversion components and ensures excellent power yield, running smoothness beyond reproach and maximum longevity.

The NOVITEC ROSSO RACE 848 specification represents a power increase over the production engine of 228 hp / 167.8 kW to 848 hp / 624 kW at 7,900 rpm. Simultaneously peak torque grows by 234 Nm to 842 Nm at 6,300 rpm.

Longer carbon-fiber NOVITEC ROSSO shift paddles make shifts of the six-speed F1-Superfast transmission even quicker and more precise. The gearbox also plays a major part in the superior performance of the car. Acceleration from rest to 100 km/h takes just 3.4 seconds, the sprint to 200 km/h a mere 9.6 seconds. With a sprint time for 0 - 300 km/h of just 23.7 seconds the NOVITEC ROSSO RACE 848 solidifies its position among the world’s fastest-sprinting sports cars. The car reaches a top speed of more than 345 km/h.

This level of performance places highest demands on well-balanced aerodynamic properties which received their finishing touches in the wind tunnel. The NOVITEC ROSSO front spoiler lip reduces lift on the front axle. The rear apron is upgraded visually and aerodynamically with a rear diffuser. The NOVITEC ROSSO rear wing further increases downforce.

The NOVITEC ROSSO rocker panels calm the airflow between front and rear wheel arches and their large air ducts optimize the supply of cooling air for the rear brakes.

The unique paint scheme sets the NOVITEC ROSSO RACE 848 even further apart from the rest: The matte-white aluminum body contrasts with grey accents such as the roof and parts of the hood to create an especially sporty appearance. Black side markers, black tail lights and third brake light as well as LED backup lights add further visual highlights.

The high-performance equipment also includes three-piece NOVITEC ROSSO NF3 wheels shod with Pirelli P Zero high-performance tires. The alloy wheels with five double spokes measure one inch diameter more than the production wheels. The front axle features size 9Jx20 wheels with size 275/30 ZR 20 tires. Size 12.5Jx21 wheels and size 355/25 ZR 21 tires on the rear axle provide excellent traction.

The king-size wheels offer space for the high-performance brake system developed in cooperation with brake specialist Brembo. The system uses the largest brake components currently approved for street use. Front and rear axle feature steel discs with a diameter of 405 millimeters and six-piston brake calipers. This system represents an optimal combination of braking power and endurance.

The height-adjustable NOVITEC ROSSO sport suspension also allows the damping rates to be set to the individual preferences of the future owners of the super sports car. The suspension’s lift function on the front axle can be activated with a push of a button in the cockpit. It raises the front of the vehicle by 40 millimeters to safely navigate such obstacles as speed bumps or parking garage ramps. Upon reaching a speed of 80 km/h the suspension automatically reverts to its original drive position.

The interior of the NOVITEC ROSSO RACE 848 offers an especially exclusive ambiance and features a limited edition plaque with the car’s serial number. The interior is built to the customer’s exact specifications and the customer can choose between a highly luxurious or a Spartan racing flair. The interior appointments include aluminum pedals and foot rest as well as the NOVITEC ROSSO leather/carbon-fiber sport steering wheel with flattened bottom for easier entering and exiting of the vehicle.

 

2009 AUDI R8 GT3

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The new The Audi GT3 R8 sports car is a race car that will enter into some of the great races of the world sometime next year. 

 

Power for the Audi GT3 has been boosted to 500hp and the engineers digged deep into the technics to conform with GT3 standards. The four-wheel-drive system had to be replaced with a more conventional GT rear-wheel drive system and it is also equipped with a newly developed six-speed sports sequential gear box.  

The Audi GT3 is a super sports car indeed. 

Bugatti Veyron

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Not just a super car that carries on the name of racing driver Pierre Veyron, who, while racing for the original Bugatti car manufacturer, won the 24 hours of Le Mans in 1939, Bugatti Veyron 16.4 is the second fastest car in the world and the most powerful, it can easily pass as a super hero`s car like Batman. It has the fastest acceleration speed, reaching 60 mph in 2.6 seconds.

Endowed with W16 engine-16 cylinders in 4 banks of 4 cylinders fed by four turbochargers, a dual-clutch DSG computer-controlled manual transmission, the Veyron has a length is 4462 mm (175.8 in) a wide of 1998 mm (78.7 in) and hight of 1206 mm (47.5 in). Counting a sum of 10 radiators, for the engine cooling system, for transmission oil, a heat exchanger for the air to liquid intercoolers, for engine oil etc., the car has a power to weight ratio of 529 bhp/tonne.

 

If we talk about performance we are dazzled by this supercars power to reach 200 and 300 km/h (124 and 186 mph) in 7.3 and respectively 16.7 seconds, wining for herself the name of the quickest-accelerating production car in history. If we count the fact that the top speed of Bugatti Veyron is 253.2 miles per hour (407.5 km/h), a speed limited electronically to prevent tire damage (it can run even faster) we can understand why this spectacular car must consume 40.4 L/100 km (4.82 mpg) when it`s running at top speed and in city driving 24.1 L/100 km.

A model drove by superstars like Tom Cruise, couldn`t name itself cheap, rising the Bugatti Veyron at least of $1,700,000, a price that measures it`s quality. Many new designs has been released since 2006, the color might have changed, but the speed and power remain the same.

 

2010 Lexus IS250 C

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When Lexus researched the target demographic for its IS 250C and IS 350C, respondents were asked what they wanted to do with – and in – their convertibles. When the answers came back, Lexus discovered that no matter how much driving and champagne and sun and moonlight were involved, the scenario always included at least two people doing one thing: engaging in NSFW activities. So the new IS convertible was designed to fulfill those dreams, and according to Lexus, this duo of folding tin-tops represents the automaker's wild side. But does Lexus even have a wild side? Make the jump to find out.

The IS is classed as an entry-level luxury convertible, and as such, it lines up against competitors like the BMW 328i, Volvo C70, upcoming Audi A5 cabrio and the now-departed Mercedes CLK350 convertible. Despite its various and sundry competition, it's clear that the IS C's design couldn't be confused for anything outside of the Lexus stable. The changes made to its rear-end are thorough and create a compelling and markedly different look from its sedan counterpart (the two don't share any body panels). The front and rear fascias have been redesigned with greater angularity: the front intakes dip lower and the "arrowhead" face is more pronounced, while out back, a high-mounted LED brake light notates an arched deck lid, and the trunk and fascia angles are even more acute, with the taillights nearly piercing the license plate area.

Naturally, with any new model from Lexus, there's bound to be new luxury bits on top of the regular luxury bits found in the standard IS. The HVAC output and stereo volume auto-adjust based on the top's position and a solar input control provides increased response to the sun when enjoying the environment. If you opt for the Luxury Package, the ten-way adjustable seats include a one-touch tilt and slide function. Tack on the Intuitive Parking Assist system and radar will detect obstacles towards the rear of the convertible that could impede the operation of the roof. Also new for the IS Convertible: the front seats have increased ventilation for cooling, and the heating elements have been included in the seat shoulders – good stuff for when the top is down in chilly weather. Additionally, Bluetooth music players can be paired for wireless operation, the nav uses an auto-fill feature like predictive text, voice commands can be more informal (e.g. "Call Bob at home"), and there's even an option for Hill Start Assist on manual transmission cars.

A quick refresher on the sedan's dynamics are in order: The six-speed IS 250 four-door covers the fundamentals reasonably well. It's brisk: keep the revs above three grand and you'll hear the sound and feel the urge. It's comforting: the nicely finished cabin has the right controls in the right places. And it handles: the chunky steering wheel offers balanced resistance to inputs, and if you're steady with the controls and pay attention to your line, the IS250 stays admirably flat and composed around corners. It's a 50-50 balance of sport and luxury, with the only issues being a wobbly gearshift (new bushings would fix that) and the snappy brake and clutch (a more involved fix, but two things now synonymous with the brand). It's the kind of sedan that reminds you horsepower isn't everything, as the IS 250 has just 204 hp to motivate its 3,455-pound four-door frame.

If you're among those who want the IS C but don't want to sacrifice anything, know that this is the kind of car that the F-Sport line was made for. Aesthetically, the 19-inch wheels, giant brakes and big blue calipers change the car's look from mere bunny rabbit to something that ought to be called "Thumper." On the 350C, you can leave the engine as is, just add the Bilstein shocks, sway bar kit, and performance exhaust and you'll not only look the business, you'll do it as well.

While Lexus contends that the IS C represents its wilder side, we'd qualify that with: "It depends on what you consider wild." We're talking about the wild side of one of the most historically conservative brands in all of autodome, which means our starting point could be considered further to the right than other brands. If you like your wild on the go, then the IS 350 sedan is practically untamed Africa, the IS 350 C is a great zoo, and the IS 250 C is a petting zoo with a cow, some ducks and a couple of sheep. If you think "wild" means you need to apply sunscreen at stoplights, either IS C fulfills the definition.

 




Viewed through the lens of brand, if you want a convertible Lexus and you have anywhere from $38,480 to spend on the IS 250 C manual to $43,940 for the IS 350 C (plus $875 for destination), then all you need do is choose a droptop and you'll be happy. And as for those salacious dreams that convertible owners are apparently full of, a quick drive will provide plenty of opportunity to decide whether there's enough soul in this topless model for you. In either case, at least as compared to Lexus' aging SC430, we think that there's more 'wild' in either IS C than there is in a whole year's worth of Animal Planet.