|21 Nov, 2017
Having soldiered on for 12 long years, the outgoing Aston Martin V8
Vantage is finally replaced. The new Vantage - now losing V8 in its
name - will be again the company's entry-level sports car. However, it
gets slightly larger. At 4465mm, it is 85mm longer than before but
still shorter than Porsche 911. Meanwhile, its 2704mm wheelbase is a
massive 104mm longer, which should improve ride and stability.
Predictably, the new car is also more expensive. It will start at
£121,000, a considerable increase from the old car's
£93,000, though still undercuts the £145,000 DB11 V8. In
return, you get significantly more performance and sophistication.
The Vantage has taken a new styling direction. It looks more muscular
and radical than either the old car or DB11. The front end is
characterized by a shaver-style huge mesh grille, which is stretched
right down to the front splitter, quite oddly in my eyes. Equally a bit
strange is the contoured clamshell bonnet, which seems unneccessary
considering the compactness of its AMG V8. The small, characterless LED
headlamps lack sparkles, too. However, the rear styling should be
universally acclaimed, especially its stylish LED stripe tailights and
aggressive diffusers. This car does not need active rear spoiler to
generate positive downforce.
Like DB11, it is built on the new generation VH platform. The chassis
is made of bonded aluminum, but 70 percent of its parts are bespoke.
Suspension is implemented by forged double-wishbones up front and
multi-link axle at the rear. Rear subframe is now rigidly mounted on
the main chassis for enhanced response and precision. The AMG V8 motor
is positioned as far back as possible, while the ZF 8-speed automatic
transmission is located at the rear axle, a trademark layout of Aston.
That said, its front-to-rear weight distribution is barely 50:50. Both
the DB11 V8 and the old V8 Vantage achieved a slightly better 49:51.
The AMG 4-liter "hot-V" twin-turbo engine is familiar. As in the case
of DB11 V8 but on the contrary to AMG GT, it is wet sumped, although
Aston specified a bespoke, slimmer wet sump. Maximum output is 510
horsepower at 6000 rpm, identical to DB11 V8, but its peak torque of
505 lbft at 2000-5000 rpm is marginally higher. That is a lot more
powerful than its 4.7-liter naturally aspirated predecessor, of course.
Meanwhile, the whole car weighs 1530 kg dry, just a couple dozen kilos
more than before. As a result, performance is vastly improved. 0-60 mph
now takes only 3.5 seconds instead of 4.6, while top speed is lifted
from 190 to 195 mph. It is also noticeably faster than the larger,
heavier DB11 V8 (187 mph and 3.9 sec).
Power goes to the rear axle through an E-Diff (electronic LSD), a first
for Aston. This should improve its handling significantly. Adaptive
dampers, torque vectoring and electric power steering are also new
features to the Vantage, if not the brand. The four corners roll on
Pirelli P-Zero tires measuring 255/40ZR20 or 295/35ZR20. The brakes use
ventilated cast-iron discs of 400mm or 360mm, clamped with 6-piston or
Inside, the Vantage has also taken a new styling direction. Instead of
a sloping center console , it turns to a more space-saving design.
However, it looks cheaper and busier than the DB11's interior. There
are deliberate use of old-school rotary knobs and toggle switches.
Mercedes donates its touchscreen infotainment system and mouse-like
COMAND controller. As before, the Vantage is strictly a 2-seater, in
contrast to the 2+2 DB11. This leaves a quite generous 350-liter boot
behind the front seats. The car will start delivery in Q2 next year.
|17 Nov, 2017
Roadster: 250mph, 1.9sec 0-60 !
Interesting, interesting. We have never experienced this before: since
the beginning of this month, 7 pieces of news in a row are superfast
exotics. The latest entry is Tesla Roadster. Its figures are no less
startling: 250 mph top speed, 0-60 mph in 1.9 seconds and 0-100 mph in
4.2 seconds. For comparison, a McLaren P1 does 217 mph, 2.7 seconds and
5.0 seconds, respectively. And you think the P1 should travel longer
than the EV? No, the new Roadster offers an incredible range of 620
miles from its 200kWh battery! Hybrid supercars suddenly becomes a
breed of the past.
The new Roadster is very different from the original. Instead of a
mid-engined roadster, it is more like the coupe version of Tesla Model
S. It uses 3 motors to drive both axles. The mega battery is believed
to be located at the floorpan like the sedan. It must be a heavy
machine, but then the car is also much larger, more luxurious and
offers 2+2 seating. It has a removable roof panel that converts itself
between coupe and Targa. What a pity it is not power folding or
sliding, just a simple manually detachable roof.
Production of the car is still 3 years away (if no more delay in Tesla
fashion), so we are safe to say it is now only a design prototype.
However, Tesla is already taking advanced orders for the 1,000 units of
launch edition, each costs an eye-popping $250,000! The base car is
barely cheaper at $200,000. Will you spend so much for a silent-running
EV? How do you define exotics?
|16 Nov, 2017
Giampaolo Dallara won't be a stranger to our readers. The 81-year-old
Italian racecar engineering legend designed many exotic machines in the
1960s, including Lamborghini 350GT and Miura, De Tomaso Mangusta and
Pantera. Then he became known for building race car chassis in many
categories, most notably F3, Indycars and endurance sports prototypes.
Lately, Dallara also builds carbon-fiber chassis for Bugatti
Veyron/Chiron, KTM X-bow and Alfa Romeo 4C. Strangely, he has never
produced a road car bearing his own name, until today - his 81st
to Mr. Dallara!
Stradale - the Italian word for Street - is the first
Dallara road car. It will be rather rare as Dallara's workshop can
build only 10 cars a month, 120 a year and a total of 600 cars over 5
years. In Dallara's fashion, it will be carbon-fiber intensive - the
tub and all bodywork are made of carbon-fiber, whereas the front crash
structure and rear subframe are aluminum. The car weighs only 855 kg
dry in its leanest form, which is the roofless and windscreen-less
roadster shown at the bottom. It reminds me the old Maserati
The Stradale is powered by the 2.3-liter four-cylinder turbo engine of
Ford Focus RS, which is tuned to produce 400 horsepower - easy, as
Mountune already has such a power kit. Naturally, it comes together
with Ford's 6-speed manual gearbox. The powertrain is mounted
transversely between the rear wheels, capable of propelling the car
from 0-60 mph
in 3.4 seconds. Top speed is 174 mph, but in case you install it with
the optional rear wing, it will be lowered to 165 mph in exchange for
an eye-popping downforce of 820 kg! This allows the car to corner at 2g!
The aerodynamics should be top-notch, as Dallara is also an expert of
aerodynamics (his company owns 3 wind tunnels in Italy). As for
styling, it is penned by ex-Pininfarina design chief Lowie Vermeersch,
whose previous projects include Ferrari California, Maserati Birdcage
75th concept and Scuderia Cameron Glickenhaus SCG 003. Meanwhile, the
ride and handling was developed by none other than the famous Loris
Bicocchi, whose CV listed Bugatti EB110, Dauer 962LM, Edonis, Pagani
Zonda, Koenigsegg CC8S / CCX, KTM X-Bow and Bugatti Chiron. The
Stradale has no power steering, like Lotus Elise, but considering its
lightweight, it doesn't matter. However, it does has ABS, traction
control and stability control as a bundle from Bosch. This allows it to
get type approval in EU and Japan.
The interior looks more interesting than an Alfa 4C, although it is
even more cramped. It is also more difficult to enter and get out,
because the car has no proper doors. You have to get through the
gullwing-style windows like a Le Mans racer. On the plus side, this
leaves the sides of the car for air channels that improve downforce and
reduce drag, just like a Le Mans car again.
The base Stradale roadster has no windscreen and roof, thus is
primarily a track car or an occasional showcase in sunny weekends. You
can buy an optional windscreen, carbon-fiber T-bar roof and windows,
eventually converting it into a glass-roof coupe - no, the transparent
canopy is actually made of plexiglass (plastic) as in race cars. The
base car is priced at €155,000 before tax, while adding all the
glasshouse parts will top nearly €190,000, i.e. the price of a V8
Ferrari. Too expensive probably, but then this is the first car bearing
the name of the legendary old man, and we don't know whether there will
|13 Nov, 2017
ultimate front-engined Corvette
As everybody knows, GM will change Corvette to mid-engined next year.
Before that historic change happens, the front-engined C7 will bow out
on a high with its ultimate version, ZR1. Yes, this is the most
powerful and fastest ever Corvette in its 64 years history. Headline
figures are 755 hp and 715 lbft of torque, exceeding the current Z06 by
105 hp and 65 lbft. It will top out at over 210 mph and do 0-60 sprint
under 3 seconds. Price is expected to start from $130,000, well over
the $85K Z06 and the $56K base Corvette. However, unlike the Z06, it
will be bound in the US/Canada and forgo the European market.
The new ZR1 can be easily distinguished from Z06 by its huge power
bulge on the bonnet. This is to accommodate its larger supercharger and
intercoolers, which is 75mm taller. Made of carbon-fiber, the power
bulge is actually the intercooler cover thus it is separated from the
carbon-fiber bonnet. In driving, it moves under every prod of throttle,
which must be interesting to view from the driver seat. The nose of the
car is obviously dominated by massive intakes, because this car has as
many as 13 heat exchangers, including 4 new radiators. The standard
aero package is also a little more aggressive than the Z06's, including
large front splitters and a bigger rear spoiler. It generates 70
percent more downforce than the standard Z06.
However, should you want the ultimate ZR1 for track abuse, you must
take the ZTK package. It adds vertical fins to the sides of front
splitter and a huge, high-mounted rear wing whose angle is manually
adjustable. At the highest angle the car generates 430 kg of downforce
at top speed, 60 percent more than the Z06 fitted with Z07 package
(confusing names, but fans of Vette should understand what I mean).
Scale back to the lowest angle and you can achieve that 210 mph+ top
speed. What a pity you have to adjust it outside the car with tools, as
GM thought an active rear wing too complicated and costly to develop
for a bow-out model.
Apart from aero kits, the ZTK package also brings stickier Michelin PS
Cup 2 tires (instead of Pilot Super Sport) and specific tuning of the
Magnetic Ride Control adaptive dampers. Brembo carbon-ceramic brakes,
however, is standard for even the base car.
The engine is still that 6.2-liter supercharged pushrod V8, but it gets
a new codename LT5 accompanied with various modifications, most notably
a 2.65-liter Eaton supercharger (up from 1.74-liter) and double-size
intercoolers. The direct injection system has added supplemental port
injection. The crankshaft is strengthened, while the new exhaust has
mechanical instead of electronic-controlled bypass valves for angrier
noises. The latter is made possible by forgoing European type approval,
similar to the case of the rigid power bulge which is impossible to
pass European pedestrian safety law. Power and torque are
released at 6300 rpm and 4400 rpm, respectively. The 7-speed manual or
8-speed automatic transmission are carried over intact from the Z06.
GM wants the ZR1 to maintain good road manners, so its suspension is
not set overly sporty. The interior is by no means stripped-out,
leaving only the carbon-fiber trims and sport bucket seats to
distinguish from lesser models. Kerb weight is quoted to be 1615 kg,
only 13 kg more than the Z06. Strangely, different sources say the car
is heavier by 60 to 140 pounds (depending on which source you read),
and nearly all of those pounds are acted on the front axle. It might be
the fastest and maddest Corvette ever, but unlikely to be the best
balanced. The ZR1 is not a limited edition. It will be produced as far
as there is demand, but GM expect to sell 2000-3000 cars in its entire
lifecycle of a year or so.
|9 Nov, 2017
Exige Cup 430
Here is yet another fastest Lotus ever. The Exige Cup 430 is upgraded
from the Exige Cup 380 launched last year. As its name suggested, it is
a track-oriented road car powered by the same engine as the recent
Evora GT430, i.e. a 436 hp (DIN) supercharged V6. That's as much as 56
hp more than its the Cup 380. Meanwhile, its dry weight is reduced by a
single kilogram to only 1056 kg (compared with 1076 kg of Sport 380 and
1258 kg of Evora GT430), while maximum downforce is lifted by 10 pecent
to 220 kg. No wonder it can lap Hethel circuit in 1:24.8, a full second
down from Evora GT430. Acceleration is also the fastest ever for Lotus,
taking 3.2 seconds to complete 0-60. Compared with Cup 380, top speed
is lifted by 5 mph to 180 mph. Predictably, its price is elevated
again, now taking £100K, although that's slightly cheaper than
the Evora GT430.
|5 Nov, 2017
sets 277.9mph speed record
It has just gunned down the 0-249mph-0 record of Bugatti last month.
Now Koenigsegg Agera RS has made another history: breaking the top
speed record of Bugatti Veyron Supersport. The venue is a long stretch
of flat and straight highway between Las Vegas and Pahrump, Neveda,
USA. The local government closed the section of the road for this
attempt. The 1360-horsepower Agera RS set a two-way average of 277.9
mph, comfortably higher than the Bugatti's old record of 268 mph,
leaving Bugatti in the cold without any records in its hands. That
said, the new record might not be high enough to fend off the challenge
by Bugatti Chiron, which is believed to be good for at least 280 mph.
|3 Nov, 2017
Murray's new flagship sports car! or is it?
Gordon Murray has released a concept picture of his forthcoming
flagship sports car. It will be branded IGM, or Ian Gordon Murray (his
full name), and built at a new factory in Surrey, England, close to the
existing office of Gordon Murray Design. Unfortunately, this is the
only picture and details are scarce. When and how much? No one knows,
probably not even Murray himself can answer at the moment. It seems to
be at the early stage of planning. What we do know is that it will
feature a new version of iStream chassis called iStream Superlight,
which uses high-strength aluminum instead of steel tubes in the
original design for lower weight. It will feature the most advanced
aerodynamic design as well, according to the company.
The pictured car looks very much like McLaren F1. It is clearly a
mid-engined car with a roof-mounted ram-air intake for the engine. Note
the forward placement of the headrest, which implies a 3-seat layout
like the McLaren F1. The long distance between the doors and rear axle
implies an engine consisting of at least 12 cylinders. The ram-air
intake implies that it must be naturally aspirated. The huge wheels
look like 22 or 23-inch items, supposed to house mega-size
carbon-ceramic brakes. If the drawing is true to the specifications,
this must be a 1000hp+, 300mph+ Ultracar. No question to me.
Unfortunately, Autocar's long-time journalist Steve Cropley said it
will be a flyweight sports car in the mould of Smart Roadster, probably
powered by a 3-cylinder turbo engine mounted transversely between the
rear wheels. Moreover, it will have only 2 seats. These sounds sensible
enough to me considering the finance of Gordon Murray's company.
Conclusion: don't take the picture too seriously. It might be something
taken from the old drawings of the McLaren F1 in conceptual stage.
Maybe Murray is just too busy to draw a new one.
|2 Nov, 2017
Venom F5 claims 300mph
For long Hennessey has been known as a tuning specialist for Viper,
Mustang, Corvette, Camaro and virtually any American musclecars. This
was changed until a few years ago when it built its own supercar, Venom
GT. In 2014, the Venom GT set an unofficial speed record of 270 mph (it
did only one-way run thus was not recognized). It was powered by a
GM-derived 7-liter twin-turbo V8 good for an astonishing 1244
horsepower. However, built around the chassis of Lotus Exige and
sharing much of its exterior styling, it was not taken seriously by car
lovers outside America, including myself, admittedly.
Now Hennessesy has learnt the lesson and returns with a new car, Venom
F5. It gets a bespoke carbon-fiber tub and all-carbon-fiber body to
achieve a vehicle weight of 1338 kg. Meanwhile, a new 7.4-liter
twin-turbo V8, claimed to be its own work this time, increases output
to 1600 hp and 1300 lbft, good enough to eclipse Bugatti Chiron.
Coupling to a 7-speed automated manual gearbox, top speed is claimed to
exceed 300 mph!
Though it sounds incredible, 300 mph is possible because the F5 has
lowered its drag coefficient from the old car's 0.44 to just 0.33,
identical to Koengisegg Agera and lower than everything else in the
class. Whether its tires could withstand such a high speed run is
another matter. It is quoted to employ Michelin Pilot Sport Cup 2 tires
but it seems that the French giant is not working with the small
American firm to develop bespoke compounds.
More promising is acceleration. Thanks to the unrivalled
power-to-weight ratio, Hennessey claims the F5 can do 0-300kph
(186mph), 0-400kph (249mph) and 0-400kph-0 under 10, 20 and 30 seconds,
respecitvely - very easy to remember! For comparison, the recent
record-breaking Koenigsegg Agera RS did the same sprints in 13.3, 26.88
and 36.44 seconds, respectively. Bugatti Chiron recorded 13.1, 32.6 and
42 seconds. If Venom F5 delivers the promise, it will be easily the
fastest car in the world.
However, the car is still under development. Not even its engine
specifications have been finalized. Don't expect the first delivery to
start within 2 years. Hennessey will sell only 24 cars, each at the
price of $1.6 million. It seems a bargain compared with its rivals, but
then the American supercar is relatively conventional in technology.