The name’s a bit of a mouthful, but it’s one delicious piece of automotive art and a real jaw-dropper when seen in the flesh. Or in the aluminium and carbonfibre as the case may be.
The Vision is also another concept that proves ‘green’ and ‘performance’ aren’t mutually exclusive and that hybrids can be very, very sexy.
The Vision uses a dinky 1.5-litre turbo-diesel three-pot engine (essentially BMW’s twin-huffer in-line six cut in half. True.) married with two electric motors (one driving each axle) for a total kilowatt count of 262. Just like Audi’s E-Tron, BMW say the Vision will streak (in an environmentally friendly way, of course) from 0-100km/h in 4.8 seconds, but the Vision will leave the Audi E-Tron in its wake on the autobahn with a top speed at 250km/h. Now there’s a comparison test we’d love to bring you, so stay tuned to Wheels in 2019 for our clash of the electric teutons…I’ll let the styling speak for itself, but a BMW designer did openly confirm you’re looking at some future design cues for BMW road cars. Exactly which ones he wouldn’t let slip, but the front end and headlight treatment is a good bet for BeeEm sportscars in the years to come.Back to the nuts and bolts, the Vision is built around an aluminium spaceframe (total weight is 1395kg) and uses light-sensitive polycarbonate glass for the roof and plenty of lightweight carbonfibre for various components.A six-speed dual-clutch gearbox transfers power to the rear wheels and the Vision can run on solely diesel power, electric or a combination of both, with a total range of around 640km before needing a 45 minute recharge. If this is a (cough) vision of the future, we like what we see.
If, like me, you harbour a deep-seated fear that the future of motoring is econo-boxes running on tree sap and offering all the emotion of a golf cart, then you can take heart in concepts like the Audi E-Tron.
The electrified R8 looks even better in the metal than in pictures and while it’s not slated for mass production, the general manager for development of Audi’s go-fast arm, Quattro GmbH, hinted an electric sportscar could become part of Audi’s stable in the next ten years.
The E-Tron is powered by four electric motors (one driving each wheel) and the spec sheet makes for tasty reading. With a total output of 230kW, Audi reckons the E-Tron will whir from 0-100km/h in 4.8 seconds on its way to top whack of 200km/h. With a 470kg lithium-ion battery pack sitting where the mid-mounted engines of the petrol-slurping R8 models do, kerb weight totals 1600kg, about 20kg lighter than the R8 V10 despite the heavy battery. The E-Tron’s battery range is quoted at 240km.What about the styling changes over the regular R8 models? Well the signature sideblades are gone (along with the side air intakes), and the new LED headlights are next-gen tech, according to Audi, and will be on the road in other models soon.There are also new, almost retro, 19-inch wire-wheel alloys and the E-Tron is slightly shorter and lower than the road-going R8.But the E-Tron will make it onto the road. The first prototype will roll out mid next-year and a limited run of cars will be built by 2012, says Audi boss Rupert Stadler.If this is the future of sportscars, we can all breathe a sigh of relief. And, hey, you could always just play a CD of the R8 V10s beautiful noise…
Don’t be misled b the soft top – the R8 Spyder is a heavy hitter.
Despite lashings of carbon fibre and a 30kg cloth roof, the porky Spyder’s reinforced body adds 216kg to the kerb weight of the R8.
Audi has skipped the V8 altogether in cabrio form and compensated for the weight gain with the 386 kW, 5.2-litre V10 engine. It hits 100km/h in a hardly tardy 4.1 secs, and the roof opens and shuts in 19secs.The Spyder is more conservative than the coupe, losing the trademark ‘side blades’, which are replaced by swoopy gills, and the engine, usually seen under the clear glass of the rear cover, is hidden under the folding top.The car launches in Europe later this year at around AUS$265,600.Check out the mammoth press release below for all the angles.
OFFICIAL PRESS RELEASE
Exceptional performance and breathtaking dynamism coupled with the intense sensations of open-top driving: Audi presents the R8 Spyder 5.2 FSI quattro. Its lightweight cloth top opens and closes fully automatically; several body parts are made of a carbon fiber composite material.The V10 engine produces 386 kW (525 hp) and launches the open-top two-seater to 100 km/h (62.14 mph) in 4.1 seconds on its way to a top speed of 313 km/h (194.49 mph). Featuring technologies such as the Audi Space Frame (ASF), quattro permanent all-wheel drive, full-LED headlights and with an innovative seatbelt microphone available as an option, the R8 Spyder 5.2 FSI quattro is the new top-of-the-range Audi.The Audi R8 Spyder 5.2 FSI quattro makes a powerful statement. The sculptured lines of the emotion-packed, high-performance sports car are a fascinating and unique interpretation of its dynamism. Unlike the Coupé, the Spyder does not have sideblades behind the doors. The side panels and the large cover over the storage compartment for the cloth top are made of a carbon fiber composite. Two arched cowls, which extend to the spoiler lip and include large, integrated air vents, give the rear of the open-top two-seater a powerful profile.Like every open-top Audi, the R8 Spyder 5.2 FSI quattro has a cloth top – an uncompromising solution for a high-performance sports car. The soft top’s approximate weight is a mere 30 kilograms (66.14 lb); it thus keeps the vehicle’s total weight and center of gravity low. The top takes up little space when open and is a harmonious design element when closed. It tapers off to two slim fins extending to the trailing edge of the car, emphasizing the elongated silhouette.The electrohydraulic soft top opens and closes in 19 seconds, even while driving at speeds up to 50 km/h (31.07 mph). When opened, it folds like a Z into its storage compartment over the V10 engine. The compartment cover opens and closes automatically. The heated glass window, which is separate from the cloth top, is lowered into the bulkhead. It can be independently raised and lowered at the press of a switch, with the top up or down. An additional net-like wind deflector comes standard and can be latched into the bulkhead behind the seats in two easy steps.The top, which comprises an outer skin of a leakproof textile fabric and the headliner, is fully compatible with high-speed driving. When driving at moderate speeds with the top up, interior noise levels in the R8 Spyder are barely higher than in the Coupé. The bulkhead includes integrated rollover protection in the form of two strong, spring-tensioned plates. Head/thorax side bags in the backrests protect the passengers in the event of a side impact. Full-size airbags stand at the ready in the event of a head-on collision. In a rear-end collision, the integral head restraint system reduces the risk of whiplash injuries.In the version with manual transmission, the R8 Spyder 5.2 FSI quattro weighs only 1,720 kilograms thanks primarily to its aluminum Audi Space Frame (ASF) body. Despite reinforcements in the area of the sills, the center tunnel, the rear wall, the floor pan and the A- and B-pillars, the body weighs only 216 kilograms (476.2 lb) – just 6 kilograms (13.23 lb) more than that of the R8 Coupé. The high stiffness of the ASF body, which includes an integrated engine frame of ultra-lightweight magnesium, provides the foundation for the car’s dynamic handling and superior safety.Close attention to detail: the designNumerous details demonstrate that the Audi designers put their hearts into the design of the R8 Spyder 5.2 FSI quattro. The air inlets in the nose, which direct air across the three radiators, and the lip of the front skirt are painted high-gloss black. The struts in the broad, low, single-frame grille are finely coated with chrome. The standard full-LED headlights are technical works of art. Their reflectors resemble open mussel shells; the daytime running lights appear to be a homogeneous strip, but actually comprise 24 individual LEDs that form a curve at the lower edge of the headlight.The full-LED headlights from Audi are unmatched by its international competitors. Light-emitting diodes are used for the low beams, the high beams, the daytime running lights and the turn signals. With a color temperature of 6,000 Kelvin, the LED light is very similar to daylight, making it easier on the eyes when driving at night. Additional strengths include excellent light distribution, long service life and extremely low energy consumption.The side sills of the R8 Spyder 5.2 FSI quattro are broad and angular. V10 badges on the flanks allude to the power of the engine. A dark surface between the rear lights emphasizes the car’s width. The chambers of the lights are colored dark red, with LEDs generating a three-dimensional light pattern. The exhaust system ends in two large, oval tailpipes, and the fully lined underbody ends in an upturned diffuser. The rear spoiler extends automatically at higher speeds.Audi offers the R8 Spyder 5.2 FSI quattro with a choice of three colors for the top. The body is available in eleven paint finishes, with metallic and pearl effect finishes standard. The windshield frame is coated with anodized aluminum.Sporty luxury: the interiorThe open-top two-seater from Audi features a generously spacious interior. The three-spoke leather multifunction sport steering wheel is flattened at the bottom as in a race car, and the low-mounted, electrically adjustable seats guide and support the body perfectly.Quality of fit and finish is extraordinary and the controls are clear and logical. The standard driver information system includes a lap timer for recording lap times. The instruments and the gear lever knob feature red rings. The pedals, the footrests and the shift paddles of the optional R tronic are in aluminum look. Highlighting the list of standard equipment are a generous full-leather package featuring Fine Nappa leather, an excellent sound system from Bang & Olufsen, a deluxe automatic air conditioning system and heated seats. Six different interior colors are available.Many additional fine features documents the top status of the Audi R8 Spyder 5.2 FSI quattro. The leather for the seats are colored with pigments that reflect the infrared component of sunlight, which keeps the seats up to 20 degrees Celsius (68 degrees Fahrenheit) cooler.Door sill strips coated with aluminum and adorned with black satin finish applications impart an air of luxurious sportiness. Three storage compartments are integrated into the rear bulkhead, one of which contains the optional CD changer or Audi music interface, if desired. There is a front compartment for 100 liters (3.53 cu ft) of luggage.The latest version of the navigation system plus with MMI operating logic is also standard in the R8 Spyder 5.2 FSI quattro. It features higher resolution and particularly fast route calculation. The system’s most visible new feature is the high-resolution, 6.5-inch display. The topographic view can be scrolled in any direction. The system can be combined optionally with a rearview camera that serves as a parking aid.Audi offers custom extras, such as exclusive leather packages and special inlays. A worldwide first is the optional seatbelt microphone for the hands-free unit, which makes it possible to talk on the phone even with the top down on the highway. Three small, flat microphones are integrated into both seatbelts. At least one of them is ideally positioned relative to the speaker when the belt is on. There is a fourth microphone in the windshield frame.Uncompromising power: the engineThe Audi R8 Spyder 5.2 FSI quattro, which was developed in cooperation with quattro GmbH, dazzles with uncompromising performance. The V10 engine with the aluminum crankcase, much of which is hand-built, follows in the grand motorsports tradition at Audi. The normally aspirated engine produces 530 Nm (390.91 lb-ft) of torque at 6,500 rpm. Peak output of 386 kW (525 hp) is reached at 8,000 rpm, and the rev limit is not reached until 8,700 rpm. Specific power output is 100.9 hp per liter of displacement; each hp only needs to move 3.3 kilograms (7.28 lb) of weight.Performance reflects this awesome potential: 0 – 100 km/h (62.14 mph) in 4.1 seconds; 0 – 200 km/h (124.27 mph) in 12.7 seconds; top speed is 313 km/h (194.49 mph) with the six-speed manual transmission. As load and revs increase, the engine unfolds the rich, unmistakable Audi ten-cylinder sound – a powerful, throaty roar with musical undertones.The 5.2-liter engine features FSI direct fuel injection. The high 12.5:1 compression ratio that this enables contributes to the high performance and good fuel efficiency. Equipped with a manual transmission, the R8 Spyder 5.2 FSI quattro consumes an average of 14.9 liters of fuel per 100 km (15.79 US mpg) – a good figure given its power. With R tronic, this figure improves to 13.9 liters (16.92 US mpg). Dry sump lubrication, another motorsports technology, ensures that the supply of oil is maintained even at the maximum lateral acceleration of 1.2 g.The Audi R8 Spyder 5.2 FSI is also available with an optional automatic six-speed transmission. The R tronic offers a normal and a sport program as well as a fully automatic and a manual mode. The manual mode allows the driver to make lightning-fast gear changes using the joystick on the center tunnel or with the paddles on the steering wheel. The open-air sports car also comes with “Launch Control” – a program that manages engagement of the clutch perfectly to maximize acceleration at start.The quattro permanent all-wheel drive features a central viscous coupling and distributes power to all four wheels with a heavy rear bias. It works together with the locking differential on the rear axle to provide significantly greater traction, stability, cornering speed and precision. It is the superior technology – in particular for a high-performance sports car.Dazzling performance: the chassisThe Audi R8 Spyder 5.2 FSI quattro has a 2.65-meter (8.69-ft) wheelbase and a 43:57 axle load distribution. Like in a race car, there are double triangular wishbones made of aluminum at all four wheels. The hydraulic rack-and-pinion power steering conveys highly precise road contact.The chassis is tuned for good comfort, thanks in part to standard Audi magnetic ride technology. This uses magnetic fields in the shock absorbers to adjust their response to road conditions within milliseconds and adapt to the driver’s style. The driver can choose between two base characteristics. A sports suspension with conventional shock absorbers is available as an option.The R8 Spyder 5.2 FSI quattro rolls on 19-inch wheels of 10-spoke Y design. The front rims are shod with 235/35 tires, with 295/30 tires at the back. 305/30 tires are optionally available. The brakes offer impressive performance: The four discs are internally ventilated and perforated, with eight-piston calipers up front and four-piston calipers at the back. Optionally available from Audi are oversized carbon fiber-ceramic discs that are extremely lightweight, robust and long-lived. The ESP stabilization system has a Sport mode and can also be completely deactivated. The brake system includes an assist function that facilitates starting on gradients.The Audi R8 Spyder 5.2 FSI quattro is built by quattro GmbH at the Neckarsulm plant. The vehicle, including the ASF, is largely hand-built. The open-top two-seater will be launched in Germany in the first quarter of 2010. Its base price will be 156,400 euros.
Last year at the Passat R36 launch, we hinted that the next Golf R32 may drop its namesake 3.2-litre six for a turbocharged or twin-charged four. While some readers flatly refused to see it, the changing times have guaranteed a different R-line Golf for 2010
The next R32, not called the R20, will remain an all-wheel-drive car, but with the 2.0-litre turbocharged four from the top-shelf Scirocco developing 198kW and 350Nm.
Predicted 0-100km/h times should be around the GTI, with 6.5 seconds with a six-speed manual, and a typically quicker 6.4 seconds for the DSG. Zero to 400m should be more impressive.
Beneath the shadow of the Eifel Mountains in Germany, about 70km south of Cologne, lies the toughest, most dangerous and demanding purpose-built racetrack in the world.
The infamous Nürburgring stands as the ultimate arbiter of speed and chassis ability among the world’s car manufacturers. Road cars are brought here to its 20.81km and 73 turns filled with blind crests, 300km/h-plus straights and rutted and off-camber surfaces. Road cars like our four assembled combatants have been honed by the Green Hell and wear ‘tuned at the Nür’ as a badge of honour.
But how effectively does development at this remarkable track translate into road-going talent? We first went trackside to watch the race-bred versions of this foursome do battle in the Nürburgring 24 Hours, then ventured out to the dipping, bucking roads that surround the infamous ‘Ring to hammer their street-legal brethren.First up, and indicative of the breed, is the Aston Martin V12 Vantage. By shoehorning the DBS coupe’s 12 cylinders under the vented Vantage bonnet, the engineers at Gaydon have created an awesome machine. When you first lay eyes on the V12 Vantage, it seems absurd that a body this small should be packing nearly 6.0-litres and 380kW. And closer inspection of the tyre tread pattern and the aerodynamic tweaks pinched straight from the N24 race program shows that this Brit wasn’t just designed as some straight-line monster, either. While Aston may not carry the same racing pedigree as Porsche, the V12 Vantage is a big single-digit salute to the supercar establishment, raising expectations of this little coupe with the mighty V12.Next, a car that makes the Aston seem soft and under-engined – the Corvette ZR1. The crowning glory of American excess, this supercharged, 6.2-litre small-block V8 beast belts out 476kW, but it’s the torque that’s really astonishing – 819Nm, and all of it available at just 3800rpm. Fortunately, as with the Aston, the wheels (19in at the front, 20s at the rear) hide huge carbon-ceramic disc brakes. So, piling on speed then wiping it off again won’t be a problem. But how will the Magnum-totin’ American handle? Its carbonfibre roof, bonnet, splitter and front bumper have helped keep weight down to 1528kg, and if this king ‘Vette’s chassis builds on the solid foundations of the impressive Z06, we’re in for a treat.Germany’s first entrant is Audi’s R8 V10. In plain old V8 form, it’s been an all-conquering hero and widely regarded as the best car to ever roll out of Ingolstadt. Conventional wisdom, then, would suggest that with the addition of two extra cylinders and another 77kW (bringing the total to 386), this R8 ought to turn every road it travels into pure gold. The chassis has also received some minor adjustments, mainly to cope with the added weight and grunt of the V10, but also to impart a new degree of sharpness and purpose. Thankfully, we were able to avoid the R-tronic semi-automatic transmission in favour of the wonderful, open-gated manual gearbox, and if the notoriously fickle Eifel Mountains weather decides to dump rain, then the all-paw quattro drivetrain may simply walk away from the others.Finally, we come to the bargain end of the line-up with the $280K Porsche 911 GT3. We already know that this car is nothing short of exceptional, and no test of road racers would be complete without it. But with only six cylinders, 60kW less than the next least powerful car here and offering barely half the torque of the ZR1, will the GT3 simply be out-gunned? Obviously, the lowest kerb weight here (1395kg) – and the fact those boffins at Porsche tend to do a pretty good job of little things like steering feel and chassis balance – will work in the GT3’s favour, but for once I get the feeling the 911 isn’t going to have it all its own way…Brought together for the first time in a sandy carpark a few clicks from the ‘Ring, these four machines play out an automotive wet dream. Fantastically diverse and stunningly executed, they are the pinnacle of their respective manufacturers’ pursuit of speed. Engines from six, through eight and 10, to 12 cylinders; situated in the front, middle and rear of the chassis; rear- and all-wheel drive. Does it get any better than this?Our consensus is that the wedgy, pertly-proportioned Vantage is the visual standout, even in white – a colour that somehow makes it feel like it should belong to the hot wife of an ageing millionaire in Monaco. Then there’s the Audi R8, all swooping lines and still so futuristic three years after launch, and very Will Smith in its box-fresh-sneaker white. The GT3 looks retro and almost ungainly in this company, but also small, lean, focused. If it were in white, too, it would have been the easiest to sneak unnoticed onto the 24 Hours’ rolling start. The ZR1 is mean, angular and tarmac-scraping low, but whereas we’re all delighted in having cars like the Audi show off their mid-mounted engines through transparent portals, the Corvette’s little window onto its blown 6.2-litre LS9 V8 isn’t quite so successful.I claim the Audi’s keys first as we head for a nearby ribbon of road where we’re going to base ourselves. You feel almost single-seater low in the R8, bum skimming the tarmac, and although the switchgear is no more upmarket than that in a TT, details like the carbonfibre hoop that arcs from the transmission tunnel around the back of the instrument binnacle and into the doors make the R8 a special place to be. The throttle is scintillatingly sharp, revving the V10 behind you like it’s hardwired into your frontal lobe; the damping is delightfully precise and you pour the car through corners. Yet all the major controls work so effortlessly that you could use this every day.Then you experience the almighty pace of which the V10 is capable. There’s masses of urge from 3000rpm and the noise and speed generated early is deceptive. You initially find yourself palming the knurled gearknob early and short-shifting – clack-clack – through the open gate at about 6000rpm. Yet peer through the steering wheel and concentrate on the tacho framed in front of you and you’ll see that you’ve halted the needle in the midst of a furious scramble that stretches all the way to 8500rpm. High up there, it sounds, feels and punches a lot like the Lamborghini Gallardo V10 to which it’s intimately related. But in true Germanic fashion, and perhaps to preserve the aura of the Raging Bull, the engine has been de-tuned slightly and the volume has been turned down to seven – it’s more like a potent martini rather than slammed vodka shots.Of course, if you want the whole damn distillery then you need the car that’s shrieking and roaring up ahead of me every time the driver stands on the throttle…Yes, it’s the Corvette. But do you really want a ZR1? You know those tests where the writer says that they knew just by the smell of the key fob as they walked towards the car that it was a winner? Well, I’m afraid the ZR1 is the car that, within the first few kilometres, everyone knew was going to finish last. Even just pulling out of a rest stop, each of the far-flung corners of the ‘Vette seems to have its own subtle agenda. The Magnetic Selective Ride Control dampers (the same Delphi-developed technology HSV employs) are not, unfortunately, an improvement over the Z06 Corvette’s conventional hydraulic set-up. Just as with the Audi’s adaptive dampers (also Delphi units), a switch flicks between Touring and Sport modes and alters the damper response appropriately.But unlike the Audi, the ZR1’s switch has to be left in Sport mode just so that the suspension feels like it has some control over the vertical movement of the wheels. It doesn’t actually feel as though it’s sharpened anything, it just reduces travel. In fact, on Belgian motorways, one tester claimed the ZR1 was almost unbearable, such was the tyre noise and wheel-slap.But then you press the ‘very loud’ pedal and are savagely reminded of what Corvettes do best. Ideally you’ll want to be in a gear lower than you’re used to, or think you’ll require, because second is good for 155km/h and third for around 210, but with that tsunami of torque underfoot it doesn’t really matter what gear you’re in.The process goes something like this: plant the right foot, and the big leather bucket seat you’re strapped into rocks back unnervingly as the forces of physics are unleashed, then you’re gathered up and hurled towards the horizon. And as speed builds, so the car appears to grow around you like some bad Alice in Wonderland trip; its extremities becoming more and more remote and even the steering wheel seems to stretch farther away. Then, just when it feels like the Corvette simply won’t fit on the road any more, you have to change gear (thankfully via an improved, short-throw six-speed ‘box), but soon the ZR1 is growling again, so you lift off – except engine response is lazy and acceleration continues for a split second while you transfer your foot from accelerator to brake. Which, with the sheer pace the ZR1 is capable of, is about as reassuring as a politician’s election promise…At least the massive carbon disc brakes are exceptionally powerful and offer a decent amount of feedback, but the feedback you get through the steering is the automotive equivalent of an epileptic fit. With 285mm Michelins at the front and gargantuan 335mm rubber at the rear, the American dream tugs, weaves and tramlines all at once. Truck-rutted inside lanes of motorways are best avoided, so what it must have been like to wrestle this car to its 7min 27sec lap of the Nürburgring is almost unthinkable…The morning passes and we move on to cornering shots. And quattro all-wheel drive or not, the R8 is very, very rear-wheel drive if you want it to be. When the momentum of that mid-mounted engine pendulums on lift-off, you had better be ready with a cool head and armfuls of opposite lock.Later, we lunch on burgers and chips from the cabin next to the Döttinger-Höhe petrol station and swap opinions. We all agree that the Porsche’s gearshift can be a little baulky and that the Aston is hugely impressive. “It’s only when you check the speedo that you realise how bloody fast you’re going, which is the ultimate compliment, really,” one tester said. Another reckoned the ZR1 “makes everything else feel slow, but is so crude”.“Bonkers,” was the most succinct summary of the Corvette.Our debate is just heating up and chips threaten to fly as we get a call saying that we’re allowed on the Nordschleife to do some photography. We’re not permitted to do laps, which is frustrating (I decide to stay behind for the public session the following evening, which will turn out to be terrifyingly wet),but it is wonderful to be able to drive the ‘Ring in something other than a sweat-soaked state of nervous tension and it’s a curious thrill to sit on the bumpy, hallowed surface of the Karussell, taking it all in with only the sound of a camera shutter clicking away.After a while, though, just as we think we’ve deciphered some particularly juicy graffiti on the track, someone feels a drop of rain, someone else spots lightning in the distance and a third person thinks they can hear thunder. It’s definitely beer weather closing in, so we head for our hotel. But by the time we’ve driven the 32 kays, the weather has blown over and it’s nice enough to sit outside and enjoy our Bitburgers. But I’ve got plans before the beer…Having driven it recently, I know just how good the Porsche is. I was lucky enough to get behind the wheel of the Aston recently as well, so I know how impressive that is, too. Both are five-star cars. Both are challenging for top spot along with the Audi. I won’t be happy going to sleep tonight without a proper back-to-back drive between the V12 and the GT3. What else is a bloke supposed to do?I coerce another tester into accompanying me, so he jumps into the Porsche and I swing the Aston’s door up and drop into the best driving position on this test. With the wheel low and close to your chest and the slightly reclined seat offering an almost perfect blend of luxury and grip, it feels right straight away. If AM could just position the gearlever a few inches farther forward, there would be nothing to complain about.Press the (cough) Emotion Control Unit – better known as the key – into the centre console and the starter spins for a moment before the Aston’s V12 bursts into life, rocking the nose slightly as it fires up. The gearshift encapsulates the feeling of the car as a whole, despite that brutally rapid engine. The road opens up straight and true right outside the hotel and a quick prod of the Sport button releases the full, guttural vocal range of engine and exhaust as we tear away. In some ways the Aston and Corvette are the most comparable cars here – oversize engines up front driving the rear wheels – but the Aston feels slightly short-geared where the Corvette is long. And where the Vantage is compact and confidence inspiring; the ZR1 feels big and intimidating.I turn off the main road with the 911’s xenon and LED lights bright in the mirrors, catch the Aston’s tail as the Pirelli P Zero Corsas spin up on a rain-soaked patch of tarmac, hold the slide just for fun and then grab third and fourth before sinking the middle pedal towards the carpet as a long right-hander approaches. The brakes feel strong all the way through the travel and there’s weight in the steering around the straight-ahead. The nose grips initially as you turn in before the wheel goes slightly light in your hands as the weight of the big engine up front encourages the car to waver fractionally from your intended line.This is the understeer that most people comment on after an initial drive in the V12 Vantage, but on second acquaintance you find that it’s not scary, wash-out understeer; it’s telltale and workable, an invitation to play with the balance of the short wheelbase and use the throttle and steering to adjust grip throughout the corner. Then the road unfurls in front of you and no matter what gear you’re in or what revs you’re at, as soon as you get on the throttle you feel tapped into the juiciest part of the torque curve and face-peeling acceleration is unleashed. It’s involving, exciting, beautiful and balanced. But is it better than a 911 GT3?We swing into a side road and turn around before leaping out and swapping places, barely acknowledging each other as we pass between the still-running cars. I slot down into the GT3’s optional buckets, which grip you so intimately at the thighs, hips, ribcage and shoulders that you should be demanding dinner and a movie first. If you want to retain a little more of the ‘road’ half of the road-racer equation then perhaps opt for the thickly padded standard seats rather than these Carrera GT-sourced fixed buckets, but right now I want these.As we pull out in tandem and track back to the hotel, I lower the sun visor as the evening sunlight skims over the fields. The engine hits its stride as the revs surge beyond 4000rpm and the hairs on the back of my neck prickle in appreciation as the flat six begins to howl. Even after jumping out of a car as charismatic as the Aston or as beautifully resolved and of such ingrained quality as the Audi, the GT3 feels on another level entirely.The following morning I nab the key to the GT3 again and go for another drive to try and pinpoint exactly what it is that sets it apart. It comes down to this: it feels more honed than any other car here. Yes, even among this elevated company. There just isn’t one iota of slack in it, so you are never, ever guessing or making allowances for the car. You can literally drive as hard as you want, and the harder you push, the more rewarding it is. More throttle, less lock, fourth gear – it all happens so incredibly naturally. You can brake so fiercely that it feels like impacting a brick wall, or throw the nose into a fast corner so hard that you wince and hold your breath, and yet you’ll always find the car taut underneath you, telling you calmly and with clarity everything about the forces working on the tyres, chassis and drivetrain. And because it never dithers, you gain confidence and find yourself being the best that you can be, and that is every bit as intoxicating as the huge grip the GT3 generates.So, to the finishing order starting with the Corvette ZR1. “There is a pleasing lack of bullshit about it, but a very un-pleasing lack of talent, too,” was one tester’s initial assessment. After driving it in the wet (with traction and stability on), he was less polite. The Corvette crashed out in the ‘Ring 24 Hours and, metaphorically, it crashed and burned in this test, too. You can’t help but love that engine and if you think that driving fast should feel like constantly fighting off an accident, then you might love the ZR1. But if you want a good Corvette, buy the 7.0-litre Z06 and save yourself enough money to buy a Boxster too.If you want an Audi R8, you can save yourself money there, too, by buying the V8 model that looks almost identical to the V10. But unlike the Corvette, this isn’t because the V10 is a flawed car – far from it. But where the standard R8 has a delicacy to it, it seems the V10 sits a bit more heavily on the road and is therefore slightly less magical. Of course, the upside of the V10 is that fantastic engine, but it would have been nice if Audi hadn’t relied entirely on an extra 75kW and a new soundtrack to differentiate it.However, where Audi and Chevrolet have disappointed in their attempts to improve on their lesser-engined models (albeit with varying degrees of success), in its monster-engined Vantage Aston has struck gold. In a way the V12 is the car we always hoped the V8 would be, offering a decent ride, proper supercar performance and engaging handling. Add this to the Aston’s achingly beautiful looks and it’s simply a fantastic car. “This is clearly the best Aston the company has ever made for people like us,” reckoned one pilot. “Money no object, I’d have it over the Porsche. Well, maybe.”Maybe. Arguments were put forward that the GT3 is now too fast, too grippy and too brutal. One suggestion was that Porsche should have given it the same power as the previous-gen model but reduced the weight. We all nodded. But every time anyone returned from a drive in the GT3 they’d emerge from the car smiling and shaking their head. You simply can’t deny this 911 its victory. It is wonderful. If you want the ultimate road racer, the car that will turn any road into your own personal Targa Tasmania and make you long for your next stint behind the wheel, then you need a GT3.
The V8 Supercar Championship has such prominence on the local motor sporting landscape that it is tough work for other categories to get a look in.
The Shannons Nationals Motor Racing Championships, which has a portfolio that includes production cars, Formula Three, sports sedans, vees, Porsche Cup Challenge, V8 touring cars, occasionally Aussie Racing Cars, and others – is doing the best of the rest.It has announced a new hallmark production car event for 2010 to complement the Bathurst 12-Hour showroom showdown, a reasonably authentic performance and durability test of cars that you and I can buy.The Australian Six Hour at Eastern Creek Raceway in mid July gives entrants (and manufacturers) a further good reason to go racing. While none seem keen to join Ford and Holden on the V8 supercar grid, perhaps a more affordable, and more consumer relevant, series has appeal.After the stand-alone Bathurst 12 Hour in February, the series’ fifth season calendar launches into a compact, nine-round championship with a race every month between March and October across five states and at eight circuits.Racegoers seem to relish a varietal Sunday race programme of six or seven different categories.
The 2010 season-opening round of Australia’s V8 Supercars Championship will be at a new venue for the series – at Abu Dhabi’s splendid new Yas Marina circuit on February 18-20.
The race in Abu Dhabi will be followed by the Desert 400 in Bahrain the following weekend. Wheels understands that the Bahrain race scheduled for November 7 this year will be now cancelled and replaced by a round at a local East Coast venue which won’t be Eastern Creek Raceway.The inclusion of a second race in the Middle East will mean the series’ best-attended event, the Clipsal 500 in Adelaide in the middle of March, drops back to become round three of an expanded 15-round 2010 championship.Despite some bombastic threats from V8SA, the Western Australian round at Barbagallo Raceway will remain part of the championship series.The changes to the V8 calendar for 2010 are expected to be confirmed this weekend at Phillip Island by V8 Supercars Australia.The back-to-back races in the Middle East obviously allow V8 Supercars to amortise travel and cargo costs but run the risk of saturating a very shallow market for motor sport in the region.Attendances at previous V8 Supercar races in Bahrain have been painfully small and drivers have complained of the eerie feeling of racing while no one is watching…Helping ease the pain is the knowledge that the teams are handsomely paid by the Middle Eastern track promoters.Abu Dhabi and Bahrain are about 425km apart, and less than one hour by plane.A three-year deal with Abu Dhabi calls for Yas Marina to stage the first race of each season of Australia’s premier motor racing series.Richard Cregan, the CEO of Abu Dhabi Motorsports Management which operates Yas Marina, said that bringing Australia’s V8 Supercars to the Emirate was part of a comprehensive programme to offer the general public a broad range of the world’s top racing series.Yas Marina will host the final round of the Formula One world championship on November 1.Comments by V8SA boss Tony Cochrane seem to suggest that Australian fans will happily stump up the money en masse for airfares and accommodation to catch both races in the desert.“With Etihad Airways and Emirates Airlines scheduling regular and direct flights, the UAE is easily accessible from Sydney, Melbourne and Brisbane,” declared Cochrane. “As a result, we expect an increasing number of Australian V8 fans to take this unique opportunity and make the week long trip to Abu Dhabi next year for the opening two rounds of the championship.”Losing the Bahrain round this year potentially paves the way for Jamie Whincup to participate in the 2009 Race of Championships on November 3-4 in Beijing, China.The RoC Nations Cup is set for Tuesday, November 3, with the Driver’s Cup being contested on Wednesday 4th.Whincup has expressed interest in doing the star-studded event but only if there are no clashes with his V8 commitments.
Five-times world rally champion Sebastien Loeb is free to race in the final race of the 2009 world championship, Abu Dhabi Grand Prix, in November.
Citroen Racing boss Olivier Quesnel has indicated he wouldn’t stand in the way of Loeb should the greatest rally driver in history want to race an F1 car.Loeb set some handy times when he tested a Red Bull car in November last year, an experience that whetted the Frenchman’s appetite to consider something more serious in a Toro Rosso car.Toro Rosso team is owned by Red Bull which is also is a major sponsor of Citroen Racing in the World Rally Championship.Loeb is not interested in a full-time switch to F1 but has more than once expressed his keenness for a one-off race at the end of the rally season.Loeb is not without handy experience in road racing, having driven competitively in the 24 Hours of Le Mans. Next year Loeb may drive again at Le Mans as his Citroen rally boss Quesnel also manages Peugeot sports car squad.Another multiple world champ, Valentino Rossi, is also planning to extend his love of rallying with another drive after he fulfills his ’09 Yamaha bike commitments.Rossi has also revealed he was sounded out by Ferrari for a guest drive subbing for the injured Felipe Massa at Monza.But rallying has more appeal to him than F1.
The 2009 Melbourne Show was quite exciting in spite of the dark financial pressures world-wide.
Many significant new cars were on display, including the new Mazda 3 and VW Golf VI, which had been seen in Australia. BMW showed us the new Z4 Roadster and the glorious M1 Hommage Concept, and Lamborghini revealed its Gallardo Spyder. Locally, HSV bought the W427 showcar to Melbourne for the last time before its limited build run comes to an end. There were many hits and, encouragingly, fewer misses at the 2009 Melbourne Motor Show, which spells a more positive future for the industry that belies the current climate…
Hits
BMW M1 Homage Concept Lovely concept from Germany does things with surfaces only BMW could get away with. It has subtleties that can only be appreciated when viewed in the metal. There is a beautiful depth to its tail lamps and a nice even glow along the whole light-strip. The headlights are hidden under a strong ‘brow’ and must be appreciated from a distance or lying on the road in front of the car. Odd placement of badges, however, has a tendency to distract the eye from the forms on the rear.Mazda 3 Sedan Mazda keeps kicking goals, and the latest 3 picks up where the previous 3 left off. Lines have been sharpened and the surfaces have been exaggerated, creating an exciting impression. Front end is beautiful, doing away with two grilles in favour of a single gaping Manga-esque smile.Renault Laguna Quirky French styling works when it’s finished to a high quality. The Laguna has lines darting in all different directions, but it has been carried out with confidence and without apology. A sleek interior complements the exterior beautifully.Lamborghini Gallardo Spyder The Gallardo has been around for a while now, but the styling has proved substantial. The wedge form language has been around since the Countach and Lamborghini design can still be considered edgy (no pun intended) 35 years later.Porsche 911 GT2 The traditional looking 911 is combined with some very contemporary forms in the bumpers and spoiler. Combined with a timeless Storm Trooper colour-scheme a modern Porsche could not look much more desirable. Coupled with a roll-cage-fitted interior and 5-point driver’s seat belt, this car makes its intentions very clear.Audi A3 Cabriolet Audi hits back at BMW’s 1-series Convertible with an equally taut small-car. It has a solid-looking body with a strong rising-toward-rear theme, whilst interior materials and finishes scream of quality.
Misses
Skoda Superb There is something about the new Skoda that just doesn’t do it for me. Whether it is the “Superb” name moulded into the headlamp or the seemingly pointless double-hinged tailgate (it can open like a sedan, or like a hatch). The perceived quality of the car seemed to be lacking, an abundance of flat chrome in the headlamps looked cheap and tacky. Overall the car looked like a poorly carried-out VW. A sharp undercut on the rear bumper looks weak and under-weighted for the size of the car.Hyundai Genesis Coupe There is not much about this car to praise. It looks cheap, pinched and contrived and the colour did it no favours. There is no strength in the visual language; the front looks droopy, or stretched like a Hollywood socialite – somebody has grabbed it by the ears and yanked them backwards.Nissan 370Z The overall proportions of this car are great, a shortened wheelbase gives it a more nimble look but the lights ruin it for me. I liked the edgy style of the 350Z but Nissan have softened the edges and as a result of this, as well as the front-end treatment, there is a distinct fishiness to the car.Outlander RS A car does not become sporty by slapping bling on it and meating up slab surfaces. Cheap-looking chrome and badly-finished wheels pull the quality of this car below aftermarket body kits to a place no car should go. The badge is also very apologetic, which could be interpreted as shame but more likely simply a matter of poor design.Citroen I never thought I would put this company on a “misses” list, but they are here for completely abandoning this year’s show. We hope to see more of them in the future, especially from next year when Melbourne and Sydney will alternate the major Australian Motorshows in a similar fashion to Paris and Frankfurt.
The Koenigsegg Group, a consortium led by the exclusive Swedish sports car manufacturer of the same name, has clinched a deal with General Motors to purchase Saab Automobile.
After lengthy negotiations, the contract was signed on Monday evening, Dagens Industri reports. The clincher came after a share transfer agreement was signed earlier which paved the way for the Koenigsegg Group to purchase GM’s shares in the struggling Swedish car maker.Saab had sought to secure financing via a major loan guarantees from a reluctant Swedish government.Meanwhile, there are reports that, over at the other Swedish car maker, a Swedish business consortium anxious to thwart a Chinese bid to buy Volvo, has cranked up its efforts to find the money to make an offer to Ford for its Scando brand.
