17.12.12
Porsche 911
The Porsche 911 (pronounced as Nine Eleven or German: Neunelfer) is a two-door sports car made by Porsche AG of Stuttgart, Germany. It has a distinctive design, rear-engined and with independent rear suspension, an evolution of the swing axle on the Porsche 356. Since its introduction in 1963, it has undergone continuous development, though the basic concept has remained little changed. The engine was air-cooled until the introduction of the Type 996 in 1998.
Throughout its lifetime, the 911 has been modified by private teams and by the factory itself for racing, rallying and other forms of automotive competition. It is among the most successful competition cars ever. In the mid 1970s, naturally aspirated 911 Carrera RSRs won major world championship sports car races such as Targa Florio, Daytona, Sebring and Nürburgring, even against prototypes. The 911-derived 935 turbo also won the coveted 24 Hours of Le Mans in 1979.
In the 1999 international poll for the award of Car of the Century, the 911 came fifth. It is one of two in the top five that had remained continuously in production (the original Beetle remained in production until 2003), and was until 1998 the most successful surviving application of the air- (now water-) cooled opposed rear-engine layout pioneered by its original ancestor, the Volkswagen Beetle. It is one of the oldest sports coupe nameplates still in production.
Porsche 911 of 1968
Porsche 911E with Fuchs wheels, 1969
The 911 can trace its roots back to sketches drawn by Ferdinand "Butzi" Porsche in 1959. The Porsche 911 classic was developed as a much more powerful, larger, more comfortable replacement for the Porsche 356, the company's first model. The new car made its public debut at the 1963 Frankfurt Motor Show (German: Internationale Automobil-Ausstellung). The car presented at the auto show had a non-operational mockup of the 901 engine, receiving a working one in February 1964.
It originally was designated as the "Porsche 901" (901 being its internal project number). 82 cars were built as 901s. However, Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. So, instead of selling the new model with another name in France, Porsche changed the name to 911. Internally, the cars' part numbers carried on the prefix 901 for years. Production began in September 1964, the first 911s reached the US in February 1965 with a price tag of US$6,500.
NISSAN 370Z
NISSAN 370Z
The Nissan 370Z (known as the Fairlady Z Z34 in Japan) is a sports car manufactured by Nissan Motors. It was announced on October 29, 2008 and was first shown at an event in Los Angeles ahead of the 2008 Greater LA Auto Show, before being officially unveiled at the show itself. The 370Z is the sixth-generation of the Nissan Z-car line, succeeding the 350Z.
Engineering
Almost every piece and component of the 370Z has been redesigned from the previous model (350Z). It is powered by the VQ37VHR 3.7 L (230 cu in) DOHC V6 with Variable Valve and Lift Control and produces 332 hp (248 kW). Power delivery to the rear wheels comes through a new 7-speed automatic transmission with paddle shifters or 6-speed manual transmission which features the world's first synchronized down shift rev-matching system, SynchroRev Match. The SynchroRev Match system is only available with the sports package. The differential offered with the Sport Package is indicated to be a viscous limited slip differential. The new driveshaft is made from a carbon-fiber composite material.
Compared to the 350Z, the 370Z has a wheelbase 4 in (100 mm) shorter at 100.4 in (2,550 mm) and an overall length 2.7 in (69 mm) shorter at 167.1 in (4,240 mm). The overall width has been increased by 1.3 in (33 mm), the rear track by 2.2 in (56 mm), and overall height reduced by 0.3 in (7.6 mm). The smaller exterior dimensions and use of more lightweight materials help reduce weight. (Although it should be noted that a 2003-2005 base model 350Z is actually lighter than the 370Z, since Federally-mandated safety features add weight to models produced after 2008).
The 370Z features a front aluminum subframe, aluminum-alloy engine cradle, aluminum door panels, an all-aluminum hood, and an aluminum hatch. Front body torsion rigidity is improved by 10 percent with an extensively revised body structure which includes a new front suspension cradle to reduce front body lateral bending, new rear structural reinforcements, and an underbody "V-bar" to help reduce rear lateral bending. Rear body torsion rigidity is improved by up to 22 percent and rear body vertical bending rigidity is improved by up to 30 percent. Additional enhancements include the use of a carbon fiber composite radiator housing and strengthening of the rear fender and hatch areas. The new structure weighs slightly less than the 350Z.
The 370Z uses a front double wishbone suspension, with forged aluminum control arms and steering knuckle, the rear multi-link suspension uses a forged aluminum upper control arm, lower arm and radius rod, the toe control rod is steel and wheel carrier assembly is aluminum. The refreshed 2013 model uses new dampers with the Sport package models. The brakes have been changed from the more expensive Brembo racing brakes to Nissan branded brakes which are manufactured by Akebono.
The coefficient of drag is 0.30 and 0.29 with the Sport Package, figures identical to the 350Z.
Compared to the 350Z, the 370Z has a wheelbase 4 in (100 mm) shorter at 100.4 in (2,550 mm) and an overall length 2.7 in (69 mm) shorter at 167.1 in (4,240 mm). The overall width has been increased by 1.3 in (33 mm), the rear track by 2.2 in (56 mm), and overall height reduced by 0.3 in (7.6 mm). The smaller exterior dimensions and use of more lightweight materials help reduce weight. (Although it should be noted that a 2003-2005 base model 350Z is actually lighter than the 370Z, since Federally-mandated safety features add weight to models produced after 2008).
The 370Z features a front aluminum subframe, aluminum-alloy engine cradle, aluminum door panels, an all-aluminum hood, and an aluminum hatch. Front body torsion rigidity is improved by 10 percent with an extensively revised body structure which includes a new front suspension cradle to reduce front body lateral bending, new rear structural reinforcements, and an underbody "V-bar" to help reduce rear lateral bending. Rear body torsion rigidity is improved by up to 22 percent and rear body vertical bending rigidity is improved by up to 30 percent. Additional enhancements include the use of a carbon fiber composite radiator housing and strengthening of the rear fender and hatch areas. The new structure weighs slightly less than the 350Z.
The 370Z uses a front double wishbone suspension, with forged aluminum control arms and steering knuckle, the rear multi-link suspension uses a forged aluminum upper control arm, lower arm and radius rod, the toe control rod is steel and wheel carrier assembly is aluminum. The refreshed 2013 model uses new dampers with the Sport package models. The brakes have been changed from the more expensive Brembo racing brakes to Nissan branded brakes which are manufactured by Akebono.
The coefficient of drag is 0.30 and 0.29 with the Sport Package, figures identical to the 350Z.
15.12.12
Ferrari 612 Scaglietti
Ferrari 612 Scaglietti
Outside the Hotel de Paris in Monte
Carlo’s famous Casino Square, the crowds of tourists with camera phones seem
ignorant of the fact that most motoring journalists don’t rate the looks of the
612 Scaglietti. They’re as happy to pose alongside the slightly ungainly 2+2
Ferrari as they are to cosy up with the F430 Spider and Lamborghini Gallardo
Spyder sat on the other side of the valet parking zone.
Perhaps they’ve clocked that the pair of 612s on sentry duty outside the hotel entrance are sporting the rarely seen HGTS and HGTC options packs. Maybe they’ve noticed the chromed mesh grilles down by the tailpipes and the ball-polished split-rim alloys that are the visual identifiers of both cars, or the red Brembo callipers and carbon-ceramic discs of the HGTC. A more likely explanation, of course, is that simply having a prancing horse on the bonnet is enough of an excuse to switch the Nokia over from an audio to a visual device.
However, some have found that the standard, £182,952 Scaglietti hasn’t quite been enough of a Ferrari. An outstanding car, yes, especially for one so large, but lacking that last 10 per cent of twinkle that could elevate it to the ranks of Maranello’s brightest stars. With luck, the handling packs, particularly the HGTC with its fancy brakes, will make up the deficit.
Both the HGTS (£7505) and HGTC (£15,675) share the same basic upgrades. There’s a new, sportier exhaust system, model-specific tyres, a gearshift strategy 10 per cent quicker than the standard 612’s, stiffer anti-roll bars, firmer settings for the electronically controlled dampers and a more laissez-faire set of parameters for the traction control, most noticeably when you hit the ‘Sport’ button on the steering wheel. Tick the box for the ‘C’ pack instead of the ‘S’ and, in exchange for your banker’s draft needing an extra eight grand adding to it, you’ll receive a quartet of drilled and vented carbon-ceramic discs complete with Brembo callipers.
As it happens, braking performance and the noise the standard 612 makes are about the only real complaints we have about Ferrari’s four-seater – well, if we leave aside the matter of how it looks – so if the specification changes fulfil their on-paper promise then we’re in for a cracking drive.
The new exhaust system is an instant hit; its effect is like removing some form of sophisticated filter responsible for rounding off all the 5.7-litre V12’s interesting aural edges, thus exposing a sharper, crisper, more stimulating sound full of rich melody and sonic punch. Now, this is what a V12 Ferrari should sound like. And it makes the Scaglietti seem even quicker.
In theory the swifter gearshifts should actually make it quicker, but the difference is so small it’s hard to tell. The F1 paddleshift set-up (massive paddles, by the way) retains its love/hate status. To prevent yourself looking like a nodding dog during upshifts you need to lift off the throttle momentarily, as in a manual, but it does mean tuning your brain in quite carefully to the workings of the gearbox. However, it’s a delight going back down the gears, the electronics blipping the throttle for you with each shift and slotting between cogs as quick as you like during heavy braking.
What transforms this car, if you’re a hard driver, are the ceramic discs. As with the standard steel jobs, the initial part of the pedal travel is a bit lifeless, but then you get hard, progressive retardation that you are free to enjoy time after time after time. That latter quality is what really counts, because up on the mountain roads behind Nice the standard brakes began wilting under the weight of the car on downhill runs; the ceramics remained indefatigable from summit to valley floor.
Being able to rely on the brakes that way encourages you to use the Scaglietti even harder. The retuned suspension finesses what is already an excellent chassis, adding tautness, promoting a to-the-limit driving style. In the HGTC (and the HGTS), even more so than in the standard car, you promptly forget you’re in a large four-seater and attack each corner as though you’re behind the wheel of a supercar.
The HGTC pack realises the full and considerable potential of the Scaglietti, and in the grand scheme of Ferrari things, the extra it costs over the standard car is piffling. All the 612 needs now is a facelift.
Perhaps they’ve clocked that the pair of 612s on sentry duty outside the hotel entrance are sporting the rarely seen HGTS and HGTC options packs. Maybe they’ve noticed the chromed mesh grilles down by the tailpipes and the ball-polished split-rim alloys that are the visual identifiers of both cars, or the red Brembo callipers and carbon-ceramic discs of the HGTC. A more likely explanation, of course, is that simply having a prancing horse on the bonnet is enough of an excuse to switch the Nokia over from an audio to a visual device.
However, some have found that the standard, £182,952 Scaglietti hasn’t quite been enough of a Ferrari. An outstanding car, yes, especially for one so large, but lacking that last 10 per cent of twinkle that could elevate it to the ranks of Maranello’s brightest stars. With luck, the handling packs, particularly the HGTC with its fancy brakes, will make up the deficit.
Both the HGTS (£7505) and HGTC (£15,675) share the same basic upgrades. There’s a new, sportier exhaust system, model-specific tyres, a gearshift strategy 10 per cent quicker than the standard 612’s, stiffer anti-roll bars, firmer settings for the electronically controlled dampers and a more laissez-faire set of parameters for the traction control, most noticeably when you hit the ‘Sport’ button on the steering wheel. Tick the box for the ‘C’ pack instead of the ‘S’ and, in exchange for your banker’s draft needing an extra eight grand adding to it, you’ll receive a quartet of drilled and vented carbon-ceramic discs complete with Brembo callipers.
As it happens, braking performance and the noise the standard 612 makes are about the only real complaints we have about Ferrari’s four-seater – well, if we leave aside the matter of how it looks – so if the specification changes fulfil their on-paper promise then we’re in for a cracking drive.
The new exhaust system is an instant hit; its effect is like removing some form of sophisticated filter responsible for rounding off all the 5.7-litre V12’s interesting aural edges, thus exposing a sharper, crisper, more stimulating sound full of rich melody and sonic punch. Now, this is what a V12 Ferrari should sound like. And it makes the Scaglietti seem even quicker.
In theory the swifter gearshifts should actually make it quicker, but the difference is so small it’s hard to tell. The F1 paddleshift set-up (massive paddles, by the way) retains its love/hate status. To prevent yourself looking like a nodding dog during upshifts you need to lift off the throttle momentarily, as in a manual, but it does mean tuning your brain in quite carefully to the workings of the gearbox. However, it’s a delight going back down the gears, the electronics blipping the throttle for you with each shift and slotting between cogs as quick as you like during heavy braking.
What transforms this car, if you’re a hard driver, are the ceramic discs. As with the standard steel jobs, the initial part of the pedal travel is a bit lifeless, but then you get hard, progressive retardation that you are free to enjoy time after time after time. That latter quality is what really counts, because up on the mountain roads behind Nice the standard brakes began wilting under the weight of the car on downhill runs; the ceramics remained indefatigable from summit to valley floor.
Being able to rely on the brakes that way encourages you to use the Scaglietti even harder. The retuned suspension finesses what is already an excellent chassis, adding tautness, promoting a to-the-limit driving style. In the HGTC (and the HGTS), even more so than in the standard car, you promptly forget you’re in a large four-seater and attack each corner as though you’re behind the wheel of a supercar.
The HGTC pack realises the full and considerable potential of the Scaglietti, and in the grand scheme of Ferrari things, the extra it costs over the standard car is piffling. All the 612 needs now is a facelift.
Maserati GT
The Maserati GranTurismo is the first modern, two-door, four-seater coupé that delivers much more than its sensual beauty initially suggests.
A Modern Coupé Designed By Pininfarina
The Maserati GranTurismo is the first modern, two-door, four-seater coupé that delivers much more than its sensual beauty initially suggests. Pininfarina latest creation was destined for greatness right from its debut at the 2007 Geneva Motorshow. The car can trace its heritage right back to the very first GranTurismo produced by Maserati, the 1947 A6 1500 GT Pininfarina and it also incorporates the innovation and impact of the Birdcage 75th, the futuristic concept car that, in 2005, suggested the lines for future Maserati models.
For over sixty years Maserati has been a leading constructor of luxury automobiles. The marque is renowned for its high performance, comfort and overall safety. The GranTurismo does not stray from this tradition thanks to its distinct personality, its perfect blend of power and elegance, its adventurous design and surprising practicality.
The muscular and aerodynamic shape has been carefully studied down to the smallest details and is the fruit of extensive wind tunnel testing. This build quality is continued in the mechanical components: the V8 engine has all the characteristics of a competition-level power unit. It was developed to respond instantly to the accelerator and reward with previously unheard of driving pleasure.
The GranTurismo scores top marks when it comes to style, technology and craftsmanship, characteristics that have been recognised by its winning numerous international ‘Best Car’ awards. This is testimony to the competence, professionalism and attention to detail that makes each Maserati truly unique.
- Exterior
- Interior
- Technology
- Personality
- Technical Data
- MC Sport Line
- Services
14.12.12
458 Italia Ferrari
In Ferrari's first official announcement of the car, the 458 Italia was
described as the successor to the F430 but arising from an entirely new design,
incorporating technologies developed from the company's experience in Formula 1
The 458 Italia is
powered by a 4.5 L (270 cu in) V8
engine derived from a shared Ferrari/ Maserati design, producing
570 PS (419 kW; 562 hp) at 9,000 rpm (redline) and 540 N·m (398 lb·ft) at 6,000 rpm with 80%
torque available at 3,250 rpm. The engine features direct fuel injection, which is a
first for Ferrari mid-engine setups in its road cars.
The body was designed by
Pininfarina, as with all
recent Ferrari models. The car’s exterior styling and features were designed for
aerodynamic efficiency, producing a downforce of 140 kg (309 lb) at 124 miles per hour
(200 km/h). In particular, the front grille features deformable winglets that lower at high
speeds, in order to offer reduced drag. The
car's interior was designed using input from former Ferrari Formula 1 driver Michael
Schumacher, including a new steering wheel design which incorporates many
features and controls as opposed to their being on the dashboard, similar to
racing car designs.
According to British
car magazine Autocar, the 458 Italia's design has
drawn inspiration from the Enzo Ferrari and its Millechili concept car. It has
been designed to be Ferrari's sportiest V8-engined car, to distinguish itself
from the recently launched Ferrari California.
The 458 was also
reviewed on 15th season of Top Gear, where it received
acclaim for its styling and performance. In a drag race against a Ferrari F430, it won by a
considerable margin. The car also lapped the Top Gear test track in
1:19.1, just 0.1 seconds slower than the Ferrari Enzo.
13.12.12
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