Owned by Afzal Kahn, the man behind bespoke tuning house Project Kahn, this Veyron is strictly a case of ‘if you need to ask the price, you can’t afford it’.

The ultra exclusive F1 number plates were purchased at auction by Mr Kahn for the princely sum of $721,743 which was headline news in itself.

Mr Kahn insists that despite headlining the MPH Show the car is not for sale, although he is hoping it would be the perfect car for newly crowned Formula One champion Jenson Button since it features the most expensive number plate sold in the UK.

Alongside the F1 Veyron at the MPH Show will be the radical GTbyCITROËN Concept, as well as scorching examples from Pagani and Koenigsegg.

The Ferrari FXX, Lamborghini GT600 and Pagani Zonda R are also rumoured to be making an appearance at the Prestige and Performance Motor Show.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

All eyes were on the Aston Martin stand at Frankfurt this year with the unveiling of the much talked about and much praised, Rapide four-door sports sedan.

Adding two extra doors to a DB9, which is often regarded as one of the most beautiful coupes in the world, is no easy design job. It had to be seamless; otherwise the car would look out of proportion, which could damage the perception of the model or worse still, the brand itself.

Judging by the smiles on the faces of the world’s media when the circular veil was raised, Aston Martin has nothing to fear.

Head of Aston Martin design Marek Reichmann, has pulled it off, the Rapide can take its rightful place in the brand’s stable, as the most beautiful four-door production sports sedan in the world.

The car was first conceptualised in June 2005, and had to maintain all the brand traits of a low volume, highly exclusive, high performance luxury sports car, but with two additional doors.

Only 2000 cars a year will be produced, ensuring the utmost exclusivity in a rarefied automotive segment.

I asked Mr Reichmann about the benefits of a low volume model such as the Rapide, as opposed to the Porsche Panamera, which is produced in numbers up to 20,000 per year.

“Take the grab handle that you use to get out of the car; its made using two types of different leathers and stitching, that type of attention to detail is just not possible with significantly higher volume luxury cars”

The seats are a design piece in their own right, and are superbly comfortable, front or back.

The Rapide is every bit as much a sports thoroughbred as the rest of its Aston Martin siblings.

There’s a huge 6.0-litre V12 engine under the bonnet, producing 350kW of power and maximum torque of 600Nm at 5000 rpm.

It should be a comfortable car to drive too, with a six-speed automatic gearbox.

No longer will you have leave the kids or dogs behind, Aston Martin has just become family friendly.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

There would have to be something seriously wrong with any human being, if they didn’t visit the Ferrari stand at the Frankfurt Motor Show.

That’s especially true this year, where you will see on display one of the best shapes to come out of Maranello in years.

The 458 Italia is a drop dead gorgeous machine, with super smooth lines not seen in a Ferrari since the 246 GT.

While the F430 was a far more advanced car than the F360 it replaced, the same goes for the 458 Italia.

It’s a much quicker car than the F430, with the eight-cylinder engine developing 425kW and 540Nm of torque, of which 80-per cent is available from 3250rpm.

The 0-100km/h-sprint time comes up in less than 3.4 seconds and top speed is a jet like 326km/h.

Shift times for the seven-speed F1 dual clutch gearbox have been reduced even further, while the weight of the car is just 1380 kilograms, which should make the car a spectacular track day weapon.

There’s also a more direct steering ratio for greater control ,while up to 360 kilograms of down force is developed at top speed.

It’s hard to believe, but the 458 Italia has 15 per cent more torsional rigidity than the F430.

Moreover CO2 emissions have been reigned in to a commendable 307 grams per kilometre, with fuel consumption now at 13.7 litre per 100 kilometre on the combined cycle.

Ferrari’s 458 Italia is surely one of this year’s highlights at the Frankfurt Motor Show.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

After road testing Land Rover’s 2010 Range Rover and Discovery models, reviews of which, we will post later this week, it was time to fast track to Edinburgh and catch a plane to Frankfurt.

The Frankfurt International Motor Show has always been one of the largest in the world, but this year it is huge, with eleven halls it’s more a city within a city, if you will.

Mercedes-Benz and BMW have their own buildings, as does the Volkswagen group, which, includes Volkswagen, Audi, Seat, Skoda, Bentley, Lamborghini and Bugatti, which isn’t attending this year.

While CarAdvice has already posted a number of news articles on new releases at the show, we spent a good part of today, on the ground, taking as many photographs as possible in between face-to-face interviews with design directors and car company bosses.

Lotus has a stand directly opposite Land Rover, where we are based, and the new Evora caught our eye immediately.

While CarAdvice hasn’t driven the car as yet, overseas reports rate the car’s performance and handling, highly.

Powered by a common Toyota 3.5-litre V6, and weighing in at a paltry 1382 kilograms, the Evora is fast, 0-100km/h in 5.1 seconds kind of fast.

It’s also the world’s only mid-engine 2+2, which provides the car with typical super glue style grip, a core brand value of Lotus.

Although its small in stature, don’t let that fool you, the Evora can accommodate two adults up to 196cm tall.

Built at Hethel in England, you will be guaranteed of exclusivity, as only 2000 cars will be built each year. That said there is the potential to extend the Evora nameplate to other variants of the car.

Next to the purely road going version, sat the Evora Type 24 Endurance Racer, with a six-speed sequential paddle shift, AP Racing six-piston callipers and four-way adjustable dampers, this car will own the track.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Words Mark Hacking, San Diego, California

Reason being, this car, the fourth platform in the current Ferrari lineup, recently hit dealer showrooms around the world, but it’s already been sold out for the next two years.

The story is the same every time a new Ferrari is introduced. So: road tests and critical reviews have no bearing whatsoever on how the California will be perceived by the motoring public or how successful it will be in the marketplace.

Given the fact that this 2+2 was guaranteed to be a sales success regardless of how well it drove, it’s a minor miracle that the California is as good as it is.

And it is good—very, very good. In fact, because Ferrari labels the California a Gran Turismo and not a sports car, I was genuinely surprised at its level of performance.

But let’s step back a bit.

During the manufacturer presentation, I learned that the California is the first Ferrari with a foldable hardtop, a dual-clutch transmission and a mid/front-mounted 8-cylinder engine.

I also gathered that this latest Ferrari is, as mentioned, positioned as a true Gran Turismo, albeit a more affordable car than the 612 Scaglietti.

From this introduction, I expected the California to be a fairly laid-back ride—you know, the kind of machine older fat cats drive because the F430 or 599 Fiorano are too extreme, was I wrong.

Although the California is powered by ‘only’ a V8, it’s a 4.3-litre V8 engine complete with direct fuel injection and variable valve timing.

Mounted towards the middle of the car for better weight distribution, the engine develops 343kW of power and 484Nm of torque. It possesses an 8000rpm redline and howls like a caged animal when driven through tunnels, just magic.

All versions available for our drive from Los Angeles to San Diego were fitted with Ferrari’s seven-speed, dual-clutch, automated transmission. A six-speed manual is also available, but there’s no reason in the world to opt for it because this dual-clutch gearbox is, I believe, the very best in the business.

The shifts are so fast, it’s almost frightening, you expect some kind of hesitation between gears, you get none.

If this is Ferrari’s take on a “lowly” Gran Turismo, it’s no wonder they have become such a legend among car aficionados.

The manufacturer estimates that the run from 0-100 km/h takes less than four seconds; there’s no reason on earth to believe this is false bravado. The California is ridiculously quick.

On the drive south, the Ferrari proved hugely entertaining. Of course, the engine and transmission represented a potent one-two punch.

The standard carbon ceramic brakes were not tested to their limits, but they did serve to remind us that this car is very true to the Ferrari performance heritage.

Of course, the aluminum foldable hardtop provided ample opportunity to soak up the hot west-coast sun.

The interior of the California alone suggests this thing means business.

Awash in stunning tan leather, the car also boasts some dynamite touches: namely, the badge on the right side of the dash declaring Ferrari as the Formula One Constructors Champion from 2008, the instrument panel with its bright yellow tachometer and the F1-inspired, flat-bottom steering wheel.

On said steering wheel are two key switches: the large red engine start button and the smaller red manettino control switch that adjusts the transmission response, stability control, traction control and suspension settings (when the car is equipped with the optional active dampers). The wheel is, simply, flat-out cool.

The interior of the California is, otherwise, very clean and simple in terms of design. The centre console houses a fairly rudimentary navigation system (which is apparently a Chrysler design), the climate control switches, the buttons to operate the launch control, select reverse or pick automatic shifting, and switches to operate the power top and windows.

The ‘back seat’ comes with the choice of either a shelf with leather tie-down straps for luggage or a pseudo-seat with very little legroom, for luggage!

While the Ferrari California is wildly impressive, I’d be remiss in my duties as a car reviewer if I didn’t mention a few criticisms – despite the fact that they’re surely irrelevant.

The steering proved too light to the touch and the seats didn’t offer sufficient side support during aggressive cornering. These are the only aspects of the car that did not encourage sporty driving, and even they weren’t enough to dampen spirits too much.

Having said all that, with more direct steering and racier seats, the California would be close to perfect.

Some critics have offered that the car is not the prettiest design to emerge from Maranello, but that’s an argument for another day.

One thing is true: it’s distinctive. Another thing: all those people on the waiting list probably don’t care what the design critics think, either.

In the final analysis, the 2009 Ferrari California is an incredible piece of machinery.

It possesses the sheer style of a true Gran Turismo blended with the performance capabilities of a genuine supercar – an intoxicating blend no matter how you slice it.

2009 Ferrari California: Specifications

Base price $472,000
Vehicle type: Front/mid-engine rear-wheel-drive 2+2 convertible/coupe
Engine: 4.3-litre V8
Power/torque: 343kW/484Nm
Transmissions: six-speed manual or seven-speed dual-clutch
Fuel consumption: 13.1 L/100km (combined)
Zero-100 km/h: < 4.0 seconds
Top speed: 310km/h

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Open-top sports cars are a tradition at Lamborghini that stretches back more than 40 years. In 1968, the company from Sant’Agata Bolognese built a Miura without a fixed roof as a one-off. The Diablo Roadster appeared in 1995 with its targa roof anchored to the engine cover.

With an avant-garde approach to design, or is that sculpture, the Reventón Roadster draws much of its design from aviation, or specifically the aggressive wedge shapes of fighter jets.

The powerful arrowhead front, mighty air intakes, broad side skirts and upwards opening scissor doors all give the car not only a menacing look, but also contribute functionally to the Roadster’s function.

Reventón Roadster measures 4700mm long with a wheelbase of 2665mm, is 2058mm wide and 1132mm high. The driver and passenger seating positions are low and sporty, separated by a substantial central tunnel.

Behind the two seats are two hidden pop-up bars that deploy upwards in just a few hundredths of a second in the event of an imminent roll-over. A fixed, horizontal wing-shaped member behind the seats bears the third brake light.

The design of the Roadster’s long back is also quite distinct from that of the Coupé. The engine bonnet is virtually horizontal and a total of four windows made from glass provide a view of the mighty V12.

With a dry weight of just 1690 kilograms the Reventón Roadster uses the same stiff bodyshell base as found in the Coupé with minimal reinforcement used in key areas for additional rigidity. These additions make the Roadster only 25kg heavier than the Coupé.

Paintwork for this exclusive special edition is a new shade of matt grey called Reventón Grey. The wheels of the Reventón Roadster also incorporate the interplay of matt and glossy elements.

The five spokes of the rims each bear a Y-form, and on each spoke are mounted small crescent-shaped wings made from matte carbon. These provide not only an unusual visual impact, but also a turbine effect that further improves cooling of the mighty ceramic brake discs.

“The Reventón is the most extreme car in the history of the brand,” comments Stephan Winkelmann, President and CEO of Automobili Lamborghini.

“The new Roadster adds an extra emotional component to our combined technological expertise – it unites superior performance with the sensual fascination of open-top driving.”

Inside the Reventón Roadster a powerful design blends what is an ergonomically structured cockpit with functional, clear and concise instrumentation featuring two transreflective and one transmissive liquid-crystal displays. The instruments are mounted in a casing machined from solid aluminium, which is housed in a carbon-fibre dashboard.

Powering the Reventón Roadster is a Lamborghini icon – the 6496cc V12 – one of the world’s most powerful naturally-aspirated engines. The unit develops 493kW of power at 8000rpm and maximum torque of 660Nm from 6000 revs deliver to all four wheels via Lamborghini’s Viscous Traction permanent all-wheel-drive.

The V12 engine features two chains to drive its four camshafts that, in turn, operate the 48 valves. Together with the three-phase adjustable intake manifold, the variable valve timing delivers a meaty torque build-up. Dry sump lubrication ensures that the hi-tech power unit has a constant supply of oil, even under heavy lateral acceleration.

Zero to 100km/h is dealt with in a staggering 3.4 seconds with the Roadster’s top speed being an equally impressive 330km/h.The open-top Reventón is not only one of the fastest, but also one of the most exclusive cars in the world with fewer than 20 Lamborghini friends and collectors able to own this extraordinary car.

Each Reventón Roadster will be built on the Sant’Agata Bolognese production line, will sell for
€1.1 million (plus taxes) and deliveries will begin  in October.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

If there was ever a car everyone at CarAdvice simply agreed on, it’s the new Mercedes-Benz SLS AMG that is scheduled for its world premiere at the Frankfurt International Motor Show (which CarAdvice will be attending) next Monday.

Although we’ve criticised Mercedes-Benz for making some less than inspiring cars in recent times, it’s the German company’s ability to release a car like the SLS AMG that really defines the brand’s capability. Mercedes and AMG have gone all out with this one, producing a reincarnation of a model that will undoubtedly became an icon in due course.

According to Mercedes-Benz, it has done the high everyday utility and exemplary safety work while AMG focused on lightweight engineering and superior handling dynamics. Either way, the engineers behind the car and specifically the engine need to be congratulated.

Moving the aluminium space frame body, complete with gullwing doors, is an AMG 6.3-litre (M159), front-mid V8 engine that produces a staggering 420kW and 650Nm.

All that power is handled through Mercede’s seven-speed, dual-clutch transmission and forced to the rear axle through a lightweight driveshaft made of carbon-fibre – similar to the DTM C-Class touring car. Despite weighing in at a heft 1620 kilograms the SLS AMG can go from 0-100km/h in just 3.8 seconds.

Front and rear weight distribution comes in at a near perfect 47 to 53 percent and the SLS AMG is capable of reaching an electronically limited top speed of 317 km/h.

Now if one of the Australian performance manufacturers had built a car like this, we’d expect fuel consumption figures nearing the 16-17 litres per 100 kilometre mark, but not so for AMG.

German engineers are well respected for their ability to extract extreme amounts of power out of an engine whilst managing a more than respectable fuel rating, in this instance the rating comes in at 13.2L/100km.

“With the new SLS AMG, Mercedes-Benz is presenting a fascinating super sports car that will quicken the pulse of any car fan, said Dr Dieter Zetsche, Chairman of the Board of Management of Daimler AG and Head of Mercedes-Benz Cars.

“The SLS AMG bolsters both the Mercedes-Benz and AMG brands equally, and will surely become one of the most alluring sports cars of our time.”

Taking some bits from history, the fins on the bonnet are reminiscent of styling elements found on the 300SL. The front rides on 19-inch AMG wheels while 20-inch rear light alloy wheels handle the enormous power. AMG will offer three different types of wheels

“In the SLS AMG, our customers benefit first-hand from the expertise gleaned by Mercedes-AMG from more than 40 years of motor sports experience, said Volker Mornhinweg, Chairman of Mercedes-AMG GmbH.

“The unparalleled technology package provides for extraordinary handling dynamics with moderate fuel consumption—another hallmark of AMG today.”

Mercedes-Benz Australia says local pricing will be announced later and the car should be available here in mid next year.

Tune in next week as our own Anthony Crawford reports from Frankfurt. Check out the gallery below.

Mercedes-Benz SLS AMG
Engine

Power transmission

Chassis and suspension

Dimensions and weights*

Performance and fuel consumption

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The new pocket rocket from Fiat and Abarth boasts 134kW and a new sequential manual gearbox, which enables it to blast to 100kmh in less than seven seconds and on to a top speed of 225kmh.

It also has a host of features and equipment that are clearly influenced by Ferrari that enhance handling, stopping and, of course, its appearance.

Abarth and Ferrari are two great names that have contributed, with conviction and dedication, to the legend of Italian racing that is known around the world.

The tie between the two companies has been reinforced above all by the exhaust systems designed by Abarth specifically for the cars built at Maranello: numerous exhaust systems have been made for various Ferrari models, some of which have won World Championship titles.

The two brands have recently renewed their collaboration.

The first result of this was the supply of a limited and numbered series of Abarth 500’s to Ferrari’s European dealers in recent months for use as customer courtesy cars.

This joint program has now given birth to the Fiat 500 Abarth 695 Tributo Ferrari, an exclusive vehicle that not only enables Abarth to extend its range by entering into the luxury sports car market, but also offers Ferrari customers an exciting small car for all their mobility needs, including city use.

The new Abarth 695 Tributo Ferrari is distinguished by a number of styling changes, but more importantly by substantial modifications developed by Abarth and Ferrari engineers.

The engine, for a start, is a 1.4-litre Turbo T-Jet 16v, tuned to develop 134kW, which is combined with a Manual Transmission Automated (MTA) sequential manual gearbox with race-inspired paddle gearshift that makes full use of the engine’s performance by reducing gearshift times.

To improve acceleration, the car is fitted with performance tyres on 17-inch alloy wheels in a design inspired by Ferrari wheels.

The suspension and braking systems have also been strengthened to cope with the extra power and include multi-section discs with fixed four-piston calipers, both by Brembo, and special shock absorbers.

As well there is a Record Monza variable back-pressure, dual-mode exhaust, designed to improve engine performance and deliver an inspiring sound over 3000rpm.

On the outside, the car is finished in Scuderia Red, with carbon fibre door mirrors and with details like the wheels and rear air intakes in Racing Grey.

The interior is also personalised with Abarth Corsa by Sabelt seats finished in black leather with a shell and seat base in carbon fibre.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

I arrived at Eastern Creek International Raceway, in Sydney, with my own dad at perhaps the most convenient of times, just as the Bathurst Legends took to the track for a nostalgic recreation of motor sport’s past.

As it did on that Bathurst 1000 day when Jim Richards addressed the heckling crowd as a “pack of arseholes”, the 1992 Winfield Nissan GT-R – or just Godzilla – led the field for the duration of the event, leaving little doubt that this was and still is the world’s ultimate Group A car.

As the last Nissan to be built by Gibson Motorsport, boasting Chassis Number 5, it was one of the most controversial cars ever to race in Australian motor sport, earning it the affectionate nickname, “Arsehole”.

For all the GT-R aficionados out there with their eye on a new R35 it may come as a disappointment to know the elusive and highly sought after New South Wales registration plate ‘GTR’ actually resides on a Volkswagen Touareg.

Not all GT-R’s are driven on the road, so it’s fitting that the registration plate remains with the owner of this very special example of an Nissan Skyline GT-R R32, which earned the nameplate much of its legacy here in Australia.

The race finished without incident, leaving each of the historic muscle cars on the grid relatively scratch free and intact to race another day. So precious are these machines to their owners that each team administers a thorough wash and wax following each stint out on the track.

Only one of the pension-eligible entries suffered any shortfalls with the pink Barbagallo Holden VL needing to be pushed into its garage from pit lane.

It seems every entrant was keen on having their not-so-serious side on display, meaning the whole day made for a rather entertaining and family-friendly affair.

Despite having donned a Media bib that would usually grant me the privilege of popping over barriers and into otherwise private areas, each team was more than happy to let the punters in to take a look around the pit garages.

As team mechanics and drivers tended to their vehicles, a crowd of eager onlookers was never too far away – with most teams even propping up their bonnets to give spectators a decent gander at the engine bay.

While Holden and Ford was represented in the thousands, this was certainly not merely a red and blue affair with many European entries making the cut such as Jaguar, BMW, Porsche and the ever persistent Mini.

One look at the car park told you this event was not just aimed at the ‘singlet, shorts and thongs’ wearing crowd, with Porsche 911 Turbos, BMW M3s and Range Rover Sports littered in between shiny new HSVs and FPVs.

There was good reason for this too, with most of the cars on show fetching more than their current-day luxury-performance counterparts at auction, the result of dewy-eyed youngsters growing up to realise their childhood racing aspirations.

While the classic Australian race cars were towed to the event by some rather serious machinery, most competitors arrived at Eastern Creek behind the wheel of their pride and joy – soaking up Father’s Day in the best way possible.

This was no more evident than during the parade laps where privately owned road-legal muscle cars were allowed onto the circuit, often brimming with family and friends, all queued up behind a specially prepared Lexus Hybrid pace car.

I’ll be the first to admit classic muscle cars are certainly not my forte, and since most of the cars out on the track were older than I am I couldn’t revisit fond memories of gawking at a Falcon GT-HO on my way to school – or work – or whatever it was kids did in those day.

Never having lived in that time certainly didn’t put a dampening on the spectacle for the younger generation in attendance, equally enthralled by the colour, noise and excitement as their parents were with the history, passion and legend.

If your Dad was a little underwhelmed by the socks and undies you gave him this Father’s Day, perhaps it’s time to pen in Eastern Creek next year for the Australian Muscle Car Masters.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Lexus raises the roof with the IS 250C

Model Tested:

• 2009 Lexus IS 250C; 2.5-litre, V6, petrol; six-speed automatic; coupe-cabriolet – $99,900*

Options:

• None fitted

Great styling with the roof off; features; boot space.

Fuel consumption; engine; seat comfort, boot space.

CarAdvice Rating:

We all saw it coming, each one of Lexus’s competitors has a convertible, and it was only a matter of time before the Japanese marque produced one of its own.

Lexus has taken the roof off the Lexus IS250 to produce what it terms as the Lexus IS 250C – surprisingly enough.

At first glance, you could mistake the IS 250C for a regular IS 250, it’s only when you see the side and rear profile of this hard-top convertible Lexus that you realise it’s unique.

While it’s difficult to overcome oversized doors in a convertible, the IS 250C’s driver and passenger doors are the first part of a driver’s impression and left a sour taste in my mouth from the get go.

Even on level ground, the doors weigh two to three times more than a regular IS 250 door. When you get to an incline they become countless kilo’s heavier as you attempt to open them against gravity.

The reason the doors are so heavy is because of the extra structural components required to maintain the vehicle’s safety regime, considering they must stay intact when the car is both upright and upside down.

Heavy doors aside, the interior is a pleasant place to be, all the switchgear is easy to find and the updated satellite navigation system is quicker, while the updated graphics and resolution make it better to look at.

If you enjoy long distance driving, brace yourself for regular rest breaks as the seats are extremely firm and very flat.

It feels like you’re sitting on an old couch that has wooden planks fitted underneath the covering. Presumably this is due to the seats needing to be lower to accommodate driver and passenger heads during roof operation.

While you will drive uncomfortably to each destination, you can rest assured that you will do so quietly with the fantastic noise suppression. Even on windy highways, it’s hard to tell you’re sitting inside a convertible, which is a commendable effort on Lexus’ part.

Even if noise was an issue, the incredibly powerful 12-speaker Mark Levinson sound system would quell such a problem, because despite having the roof off, everyone will be able to hear you coming.

The sound system reproduces bass extremely well and features high clarity tweeters, in addition to a six-disc in-dash CD player which doubles as a DVD player for those lonely nights in.

The rear seats are more a novelty than an operational feature. Even squeezing kids into the rear seats is an ask, making you wonder why Lexus even bothered with them.

The roof operates via a switch located next to the driver’s knee. The silent roof operation takes around 20-seconds and uses some 13 motors and 33 sensors to open and close.

Our Sports Luxury test vehicle was loaded to the hilt with features, including: DVD satellite navigation system; electric windows; electric mirrors; retracting roof; dual zone climate control; heated and cooled driver and front passenger seats; auto dimming rear and side vision mirrors; reverse parking camera; Xenon headlights with adaptive function; electric seats with memory; trip computer; auto windscreen wipers; auto headlights and Keyless start.

Safety features include: Electronic Stability Control (ESC); ABS brakes with EBD and BA; rollover protection and engine immobiliser.

Boot space on offer for the IS 250C comes to a total of 553-litres, yes, you did read that right. The amount of space on offer is absolutely staggering, but it’s all pointless once the roof has to come off.

The luggage divider thath must be deployed for the roof to retract reduces the available space to 205-litres. It’s a deceiving 205-litres though as Lexus counts the inaccessible space between the roof and the floor of the boot, which is virtually useless.

The IS 250C comes into its own with the roof off though as the design is dramatically improved sans the roof, the vehicle’s lines are far prettier as is the overall driving experience.

So we’ve determined the IS 250C is a great car to look at, unfortunately it’s not as impressive to drive.

The now aging 2.5-litre V6 produces a somewhat measly 153kW and 252Nm of torque. The six-speed automatic constantly has to rev if you want the car to move with any sort of pace.

The uninspiring engine note beyond 4500rpm is also far from pleasing, and while the steering feels great, it is let down by the car’s great hulk of weight.

The end result is a car which is not only slow, thanks to its 1.7-tonne kerb weight, but one which feels heavy and boring to drive. Although the luxury element of the ‘Sports Luxury’ moniker may live up to its name, the sport portion falls well short.

Handling with the roof off is hairy at times with the body flexing through bends, and the heavy steering also doesn’t help the case, making the job harder for the driver.

Fuel economy is claimed to be 9.3-litres per 100km, far from the 11.1L/100km achieved on test, and a minimum 95RON PULP is required by the engine.

Lexus offers three models in the IS 250C range. The Prestige, Sports and Sports Luxury are priced from $79,990, $84,900 and $99,900 respectively.

It seems like an odd time to launch a convertible variant of the IS 250, seeing as the current design has been around more or less since late 2005. Introducing a convertible to a design that is already becoming long in the tooth seems like a bizarre move.

While the IS 250C offers competitive value for money, it drives nothing like its competitors and is let down by an engine which is longing for more power. Lexus doesn’t sell its more powerful IS 350 in Australia, so it seems buyers are stuck with the IS 250 whether they like it or not.

The new Lexus IS 250C may interest some but didn’t tickle my fancy. BMW’s 325i Convertible, Audi’s new A5 TFSI Cabriolet and Mercedes Benz’s CLK Cabriolet are too close in terms of pricing to look past.

I’d be keen to see an IS F version of the IS 250C, but until then though, there are far better options on the market in this already crowded price bracket.

Ratings:

CarAdvice Overall Rating:

How does it Drive:

How does it Look:

How does it Go:

Specifications:

• Engine: 2500cc V6
• Power: 153kW @ 6400rpm
• Torque: 252Nm @ 4800rpm
• Induction: Naturally aspirated
• Transmission: Six-speed automatic
• Driven Wheels: Rear
• Brakes: Four-wheel discs
• Top Speed: 210km/h
• 0-100km/h: 9.0-seconds
• CO2 Emissions: 219g/km
• Fuel Consumption: 9.3-litres/100km (ADR combined)
• Fuel Consumption: 11.1-litres/100km (as tested)
• Fuel Tank Capacity: 65-litres
• Fuel Type: 95RON petrol
• ANCAP Rating: N/A
• Airbags: Four
• Safety: ABS brakes with EBD and BA, plus ESP.
• Spare Wheel: Space-saver
• Suspension: Independent double wishbone (front)/Independent multi-link (rear)
• Cargo Capacity: 553-litres
• Tow Capacity: N/A
• Turning Circle: 10.2m
• Warranty: Four-years/100,000km
• Weight: 1730kg
• Wheels: 18-inch alloy with 225/40R18 tyres

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

This is one Porsche for which you’ll need your brave pills

Locked away in the German countryside is an unassuming light grey building. It’s two storeys high, and a sloping car park on the right hand side dips away to a few garages at the back. To drive down the road, you’d probably go straight past it. Sure, there’s some glass frontage, but apart from a small sign, you’d be hard pressed to notice what they do there.

A Porsche Cayenne out the front, save the body kit, gives little away. But once you step inside, you realise that this is a grown-man’s creche. You could spend hours poring over the collection of highly modified Porsches. This is TechArt, probably the most comprehensive tuner of the now Volkswagen owned sports car.

After day eight of our Full Throttle tour, we spent four or five hours still locked in a Ford Focus station wagon, pining for a bit of space. Having left Altenahr, and the Brabham BT92 – or M3 on steroids as we like to call it – we headed south-east to Leonberg in Stuttgart.

Well, travelled would be the word for those of us who weren’t being chauffeured in sumptuous comfort, with 507hp at their right foot’s disposal. Yes, George and I had drawn the short straw – it tended to have happened a bit too often for our liking – and missed out on seats in the BMW M5.

All wasn’t lost, however, with our next destination to make up for the strained, but reliable 1.6-litre four cylinder screaming we had to put up with for so many dreary kilometres. That was of course, until we realised that the hotel we were set to stay at had a problem. There were no rooms available. Tempers frayed, and there were expletives uttered.

We had made a booking, but somehow it was mucked up and there was nothing. So we met with TechArt’s PR manager  Tobias Beyer, part way there, who got us to follow him to TechArt’s building. A crackle came over the walkie-talkie.

“Um, guys, Tobias says we’re going to have to sleep on the floor,” said Jan, our photographer, with a distinct hint of concern in his voice.

“The floor of what?” George asked.

“The showroom…you know…in between all the Porsches”, came back the reply.

“You’re kidding, right?”

“Nope. There’s nothing available.”

It was a unique feeling. Having to sleep in the midst of millions of dollars worth of cars that most people only dream about. We would have asked for the keys for all of them, if it weren’t for the fact we were so dog tired. So, the best surroundings, but possibly the most uncomfortable night’s sleep was on its way.

“Man, you take the bait so well,” laughed Jan. He took so much delight in riling us, and at this late stage of the night, we were easily riled. So we followed Tobias until we reached TechArt, where we made introductions, and then he jumped on the phone to the nearest few hotels.

Jan smiled at George and I, with a smug “Gotcha!” look on his face. I’m not sure who was ready to bury him alive first, but after being couped up in a Focus with no CD player and only German radio to listen to, it was a sure bet something nasty was going to happen. Thoughts of murder were quickly broken when Tobias hung up the phone.

“Okay, so there is a place not too far away. It’s the closest we have I’m afraid. Just make sure you set your Sat Nav here, and we go to the hotel now.” Which is what we did.

Of course, the hotel we ended up at didn’t have free wireless internet, and Anthony and Alborz stood at reception, way past midnight, having a stand up argument over the fact that internet access was going to cost an arm and a leg. As it turns out, an arm and a leg would have been much cheaper and easier. I volunteered Jan’s limbs.

Despite this, we had to have somewhere to sleep, and after an hour of settling in and reporting on the day, editing teasers and photos for the BT92, we crashed into bed, dreading the 7am wakeup call. At least George got his own room that night. He seemed to need it!

When time for breakfast came, there was a bit of a buzz around the table. Anthony had received a phone call from Mr Beyer. The smile on Anthony’s face was enough to keep us all very alert.

“So, what did he say?” we all asked, almost as if in unison.

“They’ve got somewhere for us to test the cars,” Anthony replied.

“And that is?….” Alborz asked waiting for a response. Anthony sat there just grinning like a fool. He seemed to revel in the suspense.

“It’s a few kilometres from the factory. I’m pretty sure you’ll like it. But we can only have it from 1pm to 5pm.”

“Yes. Good. But what is it?” said Jan, who was keen to start thinking about the photoshoot. I chimed in, also adding that for the video we needed to know, so we could plan ahead.

“It’s an abandoned runway.” A silent cheer went around the table like a muted mexican wave. “It’s nearly two kays long, and about 100 metres wide.”

George nearly fainted, his motoring dreams having come true. Not only that, but TechArt had also arranged for access to King Ludwig’s summer castle, where we could park the GTstreetRS and GTsport for an epic photo session. From a very nervous start, this was turning out to be one of the best parts of the trip.

We turned up at the TechArt headquarters (again), this time with a much more relieved outlook. We were met by Tobias out the front who escorted us inside to meet Thomas Behringer, the founder of TechArt. We sat down and had a coffee and a chat with him, where he told us that he’s always been a Porsche fanatic, but reckons he could finish them off better. With the GTstreetRS sitting out the front as the pinnacle of his work, it’s hard to disagree.

A factory tour was probably the best way to get an appreciation for the work that TechArt does. It’s a literal maze of rooms and workshops. But the range of abilities and modifications available is staggering. Anything you want to change, you can. Colours, textures, styling, sound – you name it, it can be done.

The range of leathers and where they could be put was what most amazed me. An entire Cayenne cabin was being redone in a crimson carpet and cow-hide. And it was all pulled apart. The guys there know how to dismantle and reassemble any Porsche you care to think of. Time was ticking away, though, and we anxiously wanted  to get out to that airfield.

Once back outside, Anthony and I walk straight past the GTsport, much to the dismay of Alborz, who has taken a shining to the Cayman-based car.

George was happy to pedal the M5 and Jan was clambering into the passenger seat of the GTsport. Its the GTstreetRS I’m interested in. The reason is simple. Take a Porsche GT2, tune the heck out of it, do some aerodynamic mods, and here’s the result.

Anthony started the car. At idle it sounds like any other Porsche. A bit lumpy, gruff, slightly rattly; it certainly doesn’t sound like anything 21st century, and to look at, well, there’s not much to look at. Open the rear hatch – I’m not going to call it a boot, because it’s at the back – all you see is a bright red pipe which splits in two, and a whole lot of wiring and metal housings.

It’s a kind of magical place in there. There’s a bit of mystery about it. You can’t see what’s going on, so you’re hoping that the effect is worthwhile. Give it a rev while the car is just sitting there, and you’ll be wondering what all the fuss is about. It growls and wooshes, but it doesn’t rip your eardrums out of your head. It’s almost sedate. Almost…

Push in the clutch, though, and click the stubby gear lever into first, and the whole experience starts to make sense. Without even moving, you can tell that this machine is purposeful. The clutch is incredibly heavy at first.

You can tell that the torque the twin turbo flat six makes must be monumental. And you’d be right. There are 860 Newton-metres on tap. Along with that, 515 kilowatts of power. That’s 700 horses in the old money. And all harnessed by only the rear two wheels.

We headed off to Stuttgart, where the airfield lies. We did notice a heap of police motorbikes and a few cars up the end. Germanic discussions ensued with Tobias leading the charge. Jan’s German wasn’t going to cut it.

Eventually we made our way onto the field, being in awe of how immensely huge it was. We were told that Mercedes and Audi were both testing various systems here, including a camouflaged next generation SLK. As a spy photographer, you’d make a heap of money from sitting on the edge of this runway. But there’s a gentlemen’s agreement that anywhere else is fair game, but no photos to be taken here.

For our video shoot, we were under strict instructions to make sure the cars didn’t get in the frame. But with the cars all over the place, how would we ever test these things? Tobias headed over to both of the cars being calibrated, and we were given the centre of the runway and around a kilometre of it to use. Fine by us.

We rolled out onto the centre and let the big boy rip. And gosh, were we in for a surprise. Remember that scene in Shine where David Helfgott is jumping up and down on the trampoline, naked, save a trenchcoat, but grinning from ear to ear? That’s what this is. Madness and sheer joy, all rolled into the one moment.

Up to around 3500rpm, the turbo lag allows for slow, easy driving and a relaxed attitude. But leave your boot in for a little too long, and all of a sudden, the entire car shifts genres, and you’re in a parallel universe.

The flat six starts to growl, there’s a loud whistle, then a wooshing of air, overlayed by a drivetrain whine. The air rush continues to build, like someone has unleashed the worlds most powerful vacuum cleaner next to your ears.

The pitch increases as the revs do, and as the noise builds, the car hurtles forward in a relentless shove. Your lungs and stomach are compressed as the car’s acceleration envelops you, and the TechArt keeps going until you’ve hit the limiter, at which point you whack in the next gear, and the whole experience builds again.

It’s quite a surreal feeling, because it’s nowhere near linear. There’s nothing for a second, but after that, you get everything. In second gear, we thought the feeling was very similar to the Bugatti Veyron we tested last year, such is the GTstreetRS’s brutality when winding up. In fact, it felt quicker than the Koeniggsegg CCX we tested on the same trip, probably due to the CCX’s linear response when accelerating.

While all of this is fine, if not slightly unnerving, in a straight line, in the corners, it’s downright scary. Not that it’s uncontrollable, but you always feel like you’ve got a lion on the end of an elastic dog leash – it’s only a matter of time before it snaps and bites you.

The lesson here is, unless you’ve got balls of steel and a 100-metre wide runway to play with (which lucky for us, we did), keep the stability control well and truly on. If you want to exploit its full potential, you’ll have to be a very skilled driver, or have plenty of runoff.

If you do have the room or the inclination, it’s the lowest of gears that you’ll be able to play with. Shod with Michelin Pilot Sport Cup tyres (or semi-slicks in layman’s terms) the grip is immense. Once warmed, the tyres bite into the tarmac with tenacious attitude, but because the engine is over the rear wheels, it can be provoked into severe understeer with steering inputs which are too quick.

You soon learn to match turn in with throttle application, and rather than throwing it into corners like a front-engined rear-wheel- or all-wheel-drive (which helps the front tyres by hanging all the engine mass over them), you press the pedal and turn in with one fluid movement. Then, you find a brilliantly balanced and devastatingly quick machine.

The other thing that gives the game away is the shift action itself. Nothing could be more perfect. There’s a slight notchy click at the end of a fluid movement to alert you to the fact that the gear has been engaged. But it’s not enough to prevent quick snaps from gate to gate. Fast or slow, you decide the level of attack when changing gears.

Finally, it turned five o’clock, and the whole runway became ours. Time for some speed runs. We couldn’t get it up to top speed, of course – that would wait for the autobahn – but it certainly got up there. We saw 280km/h on the speedo, and with the end of the runway fast approaching, it was time to call on those brilliantly effective stoppers.

Hard braking into corners is also a matter of brake first, turn in, and then get on the gas mid-corner. If you leave your braking too late and try to brake while turning in, the back end push makes the nose run wide and a messy line results. But with carbon ceramic discs, six-pot fronts and four pot rears, the deceleration is magnificently rapid, not to mention stomach-crushing. Forget any notion that carbon ceramics are either on or off, too. The GTstreetRS proves that you can be progressive, or aggressive.

That’s all well and good, but if it decides to take off like a Cessna at decent speeds, then it’s all for nought. Thankfully TechArt’s body kit isn’t for show. Realising that the top speed of this thing is around 340km/h, TechArt spent many, many hours wind tunnel testing, tweaking, and finalising the aerodynamic package you see here.

An extra 10kg of downforce on each axle over the standard GT2 at 140km/h, and steadily increases thereafter. The nose has been extended, and includes a new carbon splitter, as well as an open bonnet leading edge, which forces the air into the bumper and up over the car. Combine that with the side diffusers on the bumper and downforce is not only increased, but also directed to the right places, as well as cooling the car more efficiently.

Side skirts and a larger rear wing round out the aero-pack. But inside, the modifications also continue. Our test car came with bright yellow seatbelts, which match the yellow stitching on the recovered pews. The stitching continues throughout the interior, lifting its ambience above something more than the sodden, grey, rainy-day look of the original. TechArt badging on the steering wheel and new instrument faces complete the transformation from mental GT2 to diabolically insane GTstreetRS.

As far as a package goes, the TechArt GTstreetRS comes pretty close to being perfect. Except for the fact that you’ve got to be very wary of its sideways snap under acceleration, it’s as easy to drive as you like. The stability control takes care of that anyway, and when it does intervene, it’s never stomping on your fun, but gently encouraging you to not be such a hoon.

By the time we wrapped  up filming, the darkness descended, and it was time for a few more photos with both the cars in the centre of the runway. Jan worked his magic, and the photos you see here are the result.

The GTstreetRS was driven back to the factory along with the GTsport, and we decided to call it a day. Tobias invited us to dinner, where we feasted on the region’s famous steak, and spätzle – a kind of fried noodle which is eaten extensively in the area. After arriving back at the hotel and uploading a quick teaser video for the Full Throttle DVD, we decided to call it a night.

The next morning we had one thing on our mind. Were we going to break the ABT Supercharged R8’s autobahn record for this trip.

At 320km/h, Alborz and George certainly set the pace. We quickly got the filming on the roads out of the way, which were needed to round out the story on our video shoot.

Before I could even get near the steering wheel, Anthony ploughed through us, arms flailing and elbows blazing – there was no way anyone else was getting near that car. He had to show Alborz up.

We were directed to a certain part of the autobahn which was our best chance of hitting top speed. As we came over the crest of the overpass and looked down onto the autobahn below, Alborz and I (who were in the GTsport at the time) had a quiet laugh to ourselves.

There was absolutely no chance of getting a clear run. For some reason, it wasn’t peak hour, but traffic conspired to pour water on any chance of a top-speed run.

Didn’t stop Anthony trying. We followed, and with walkie talkie updates being fired back to us by George, and Jan and Tobias tagging along in the TechArt Magnum Cayenne (man that thing sounds insane), it was time for him to do his thing.

A clear stretch appeared for but a split second, and he was off. Four puffs of black smoke, and as hard as Alborz tried to keep up in the GTsport, being based on a Cayman and not having forced induction counted against it. We heard the air being warped as the GTstreetRS pulled into the distance.

Then we heard swearing. Lots of it. George was trying to translate it into English, but Anthony’s outburst still made it through the airwaves. He only made 290km/h. Time for run number two. 295km/h. Run number three was 298km/h, and run number four never really got off the ground.

Time was bearing down, and as quick as the cars were that we were in, they couldn’t wind back the clock. It was time to call it a day.

You never quite realise how much time it takes to spool a car up to top speed, slow it down, and turn around and come back the other way. As it turned out, we were nearing the end of our time with TechArt and the GTstreetRS. So we packed all the photography and video gear all into the back of the Cayenne and headed back to the factory.

It was time to hand back the keys and get our luggage packed. Once we’d transferred all the stuff from the Cayenne to the Focus, we all felt a bit lost. To compensate, we headed off to Kashmir’s, the best Indian Restaurant in the northern hemisphere. Over dinner the TechArt guys thanked us for coming and invited us to head back at any time. Then, we headed south again, bound for Novitec.

It was a bittersweet moment at that point. We knew we were heading onto the twin supercharged Scuderia Spyder 16M, but I’d been drawn to the GTstreetRS from the moment I first picked up a brochure on it.

With performance figures to rival the big boys, the GTstreetRS is a formidable machine. 0-100km/h in 3.4 seconds is not to be sneezed at, neither is the 0-200km/h time of 9.9 seconds, yet it can still stretch its legs to 340km/h. Not only that, but it’s a track-attack special which won the Hockenheim Tuner Grand Prix this year and last year, reliably and easily.

There’s that mystique again. The GTstreetRS looks all riced up, and a bit overdone. But once you’re behind the wheel, you soon realise that the intent belies the end result. It’s more mind-blowing than you’d ever expected.

I thought that Porsches were good before but TechArt has proved that there’s still plenty of room for improvement.

Be still my beating heart…

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

I’m all for safe driving, but our maximum legal speed limit in Australia is considered dangerously slow in many sections of Germany’s high-speed autobahn system.

By Anthony Crawford

And no, I’m not trying to be funny either we have absolute proof of how dangerous these so-called safe speeds of ours can be over there.

It’s 2007, and the CarAdvice team is on its way to Australia’s first proper test drive and video of the world’s fastest car, the Bugatti Veyron.

Our rental car was a diesel powered Ford Mondeo TDCi, and we were cruising along nicely in the middle lane at a comfortable 200km/h, when we notice the car is pulling slightly to the right.

You see, we had tried the left lane, but were too slow for those cars travelling at 240km/h plus, and there were plenty of those.

The culprit was the left rear tyre, which evidently had a puncture, but the only spare was an 80km/h rated emergency wheel and tyre package, which we promptly fitted and headed towards Molsheim in France.

There was no safe way we were going to sit on the prescribed 80km/h limit on a German autobahn, even in the so-called slow right lane. Drivers behind us were already highly agitated and had started to flash lights at us, in the slow lane!

Even at 110km/h we were being harassed, as the slow lane in Germany means a minimum of 130km/h, just to be safe.

So what’s this rant of mine have to do with such an extreme brand of car as the Radical has proven to be? Everything and more if you’re addicted to speed and reside anywhere in this vast continent of ours.

If you’re not a professional race driver, but want to drive a car at speeds that will give you a quicker lap time than a V8 Supercar, buy a Radical SR3 RS and get to a racetrack as fast as you possibly can, without exceeding the legal speed limit of course.

Your looking at the world’s fastest production sports car, which recently smashed its own lap record with a mind-blowing lap time of 6min:48sec at the infamous Nurburgring Nordshleife circuit in where else, but Germany.

Gumpert had already claimed the prize with its Gumpert Apollo Sport but had dismissed the English built Radical due its heavy skew towards the track.

But just to prove the point, the SR8 Supersport was driven all the way from the Peterborough factory in England to Germany and onto the track, all quite legal of course.

And its not quite as small an operation as you may think either. Radical produces around 150 cars per year, generating annual revenues just north of $20 million.

So successful is this bespoke track car manufacturer, that there are now distributors in 16 countries including Australia, as Radical fever takes hold amongst the world’s motoring enthusiasts.

CarAdvice is planning to shoot a full blown track test of the super quick Radical SR3 RS and possibly the jet-like SR8 Supersport later this year, and was invited to Eastern Creek Raceway to sample the cars.

Powered by an upgraded version of Suzuki’s 1349cc engine from the ridiculously fast Hayabusa motorcycle, the SR3 RS will rev to 10,500rpm and hit 260km/h down the main straight at Eastern creek, no problem.

But here’s the thing, normally at these speeds coming into turn one off the straight you might tap the brakes or at least back off the throttle.

No need to do either in the 490kg Radical with a few laps under your belt, just hold the throttle down and blast through to turn two, pulling over 2.5gs.

This is a car that will make you feel like you could take on Lewis Hamilton and Jensen Button in the same race, and it’s not a difficult car to drive after some tuition and a generous number of practice laps.

In true racecar form, your SR3 RS comes standard with a six-speed sequential gearbox, which is easy enough, but my pick would be the optional Pneumatic, paddle-shift system with auto-blipper.

Inside the car is mostly carbon-composite, while the seats are moulded composite with manually adjustable mounts.

Best if you climb into the Radical with the quick-release steering wheel removed, and slide your feet forward into the foot well before sitting.

The instrument panel consists of an LCD display unit with a large digital gear indicator, and that’s all you need in this car.

And when you get bored of clocking up lap times that would shame a Porsche GT3, you might want to graduate up to the wickedly quick Radical SR8 Supersport.

Think two Hayabusa engines which have been fused as one V8, and you get the picture.

With more than 283kW from the 2.6-litre engine this thing will make your eyes water, as it is considerably quicker down the straight than the SR3 RS although, cornering speeds are similar.

But if you wanted to go all out and get the best track day car money can buy and thus eliminating all known competition, the 2.8 litre SR8LM is the car for that job.

Power jumps to a colossal 343kW with overall weight remaining at a super light 650 kilograms.

Remember, this is the car, which Michael Vergers drove during Radical’s annihilation of the Nurburgring lap time on road-legal tyres.

The most popular Radical, the SR3 RS, can be yours for just on $100,000 including GST, with various options to choose from on top of that price.

If you want a close up inspection of the Radical, go to the Classic Throttle Shop in North Sydney, and speak with Sascha Henrichs.

Alternatively, there are plenty of Radical track days, where you can hire a car for a day, with excellent in-car tuition, complete with helmet-to-helmet communication, which are more than affordable.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Featuring all-new engines, more dramatic looks, a new interior, an advanced lightweight aluminium body structure and a wider range of models, the new XK builds on 60 years of heritage to offer buyers a thoroughly modern car that still remaining true to its lineage.

“Built in the tradition of great grand tourers, with state-of-the-art engineering, aerospace-inspired construction and outstanding driving dynamics, the new XK is the latest in a long line of legendary performance Jaguars.” said Mr Mike O’Driscoll, Managing Director of Jaguar Cars.

Designated 2010 model year (or 10MY), with deliveries commencing in the first quarter of next year, the new XK range combines the efforts of Jaguar’s designers and engineers to deliver a car that benefits from more advanced technologies than have ever been offered previously by the brand.

The new XK is built on a lightweight but incredibly stiff and strong chassis to offer improved dynamic benefits while at the same time delivering an excellent rating and reduced weight.

The all-new AJ-V8 Gen III engines offered across the XK range are the most efficient Jaguar has ever produced. The engine line up will be as follows:

• XK: 5.0-litre V8 direct injection naturally aspirated (283kW/515Nm) 0-100km/h in 5.5 seconds
• XKR: 5.0-litre V8 direct injection & supercharged (375kW/625Nm) 0-100kmh in 4.8 seconds

Top speed on both models is limited to 250km/h.

“With an all-new, supercharged AJ-V8 engine and dramatic new looks, the new XKR has all the performance, power and panache that you expect in the ultimate sporting Jaguar.” says Mr O’Driscoll.

Both engines will be mated exclusively to an electronically controlled, six-speed ZF 6HP28 transmission. The transmission can be controlled by either steering wheel-mounted paddles or in fully automatic mode via the JaguarDrive Selector.

XKR models will also see the transmission paired to an advanced electronic differential to ensure faster acceleration and more precise handling.

“The new XK delivers more power, more performance and more technology – without compromise. It moves the Jaguar sports car experience on to a whole new level.”  said Mr Mick Mohan, Director, Jaguar Programmes.

In addition to the many changes under the skin, the new XKs are visually different to the previous generation with all models, coupe and convertible, introducing a revised exterior styling that underlines Jaguar’s contemporary thinking on design.

Inside, quality levels are raised even further with new interior trim and finishes that demonstrate Jaguar’s renowned craftsmanship, plus even more comprehensive specification.

The driver is the centre of attention, with exciting new ideas, including the acclaimed JaguarDrive Selector, Adaptive Dynamics with Active Differential Control and comfort features such as heated and cooled seats.

Slated for delivery early next year the XK range will be priced as follows:

• XK Coupe: $224,200*
• XK Convertible: $247,500*
• XKR Coupe: $255,000*
• XKR Convertible: $278,300*

*Pricing is a guide as recommended to us by the manufacturer.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The car is an all-new effort from Ferrari, rather than being based on the outgoing F430, so there is a raft of new technology to be gawped over by enthusiasts and potential owners alike.

Included are the first photographs of the 458 Italia’s interior and of the steering wheel and instrument binnacle, which represent a significant step forward in the concept of the ergonomic interface between driver and car.

In fact the main commands are now grouped on the steering wheel, the secondary commands are handily set in two satellite pods either side of the dash and there are now comprehensive instrument displays on the panel ahead of the driver.

Ferrari says these represent an important safety aspect, enabling the driver to concentrate fully on driving.

Similarly this layout ensures maximum control of the car in high-performance driving, an uncompromising approach that derives directly from Ferrari’s F1 experience.

Working closely with the Ferrari Styling Centre, the engineers have reinterpreted the positioning of the major commands to provide a truly driver-oriented cockpit.

All steering-column mounted stalks have been eliminated, with the indicators, full beam, flash and windscreen wiper functions now being activated by buttons on the steering wheel boss.

The button to select the shock absorber setting is now positioned next to the ‘Engine start’ button where it falls readily to hand.

Behind the wheel are a number of secondary functions, such as the stereo, while the gearbox paddles are now longer making shifts even easier from any steering angle.

The right-hand satellite pod on the dash incorporates controls for the infotainment, Bluetooth, satellite-navigation, digital speedo and rear parking camera.

Clustered on the left-hand satellite pod instead are the optional cruise control, buttons for choosing the video setting of the left-hand dash TFT screen and the on-board computer interface. The latter controls the trip computer, the Vehicle Dynamic Assistance and the display of the car’s set-up.

The Vehicle Dynamic Assistance monitors the operating parameters of the most important areas of the car – engine/gearbox, tyres and brakes.

The VDA is enabled in the following manettino settings – Race, CT off and CST off – and provides visual confirmation of the status of each component based on an algorithm from parameters reading lateral and longitudinal acceleration, revs and speed.

This enables the driver to assess the ideal operating conditions for the car from three status settings: WARM-UP (operating temperature too low), GO (ideal operating conditions) and OVER (one or more components are no longer at their optimum level and need cooling).

Along with the photos, the Ferrari website www.ferrari.com also includes an exclusive video-interview with Paolo Pininfarina, Chairman of Pininfarina S.p.A., who provides in-depth insight into the 458 Italia’s design philosophy and exterior styling.

Ferrari also plans to include on www.ferrari.com an analysis of the car’s performance characteristics with an interview with seven-times F1 World Champion Michael Schumacher.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Featuring much of the same weight saving techniques as seen it last year’s model, a few spec details have improved the MY10 edition, which is priced exactly the same as its superseded sibling – to make it worth a serious look.

Developing 191kW from its supercharged 1.8-litre engine, a figure again unchanged from last year, the MY10 Exige Cup 260 boasts better fuel efficiency, down to 8.5L/100km from 9.1L/100km, and better emissions figures, now 199g/km from 216g/km, than the model it replaces.

The Exige Cup 260 offers all the good bits we’ve come to expect from the name including lightweight seats, carbon fibre panels, race battery, and superlight alloy wheels to produce a tare weight of just 888 kilograms.

The rear wing has a revised mounting system to improve stability while the entire assembly has also been enlarged and moved further back to create more downforce.

The new Exige Cup 260 also gets a redesigned front splitter to deflect air around the front tyres, decreasing drag.

Ohlins two-way adjustable shock absorbers are now standard as well allowing owners more adjustment come track day, while braking remains unchanged with four-pot AP Race brakes standard.

A new rear diffuser design and structural shear panel have also surfaced to increase rear chassis stiffness by a full 30 per cent.

Currently available for pre-order only in the EU, an Australian launch date for the Lotus Exige Cup 260 has yet to be announced. CarAdvice will keep you posted.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

It does seem strange doesn’t it, that each year, millions of people around the world flock to car shows of static displays of their favourite four-wheel objects, specifically designed to move us from one place to another.

It’s hardly what you would call the ideal environment to evaluate what is functionally, a moving object.

And the whole event is even more ludicrous when it comes to fast moving supercars, which more often than not, sound as good as they look.

What if there was a sports car show where you could drive the world’s fastest cars on the world’s safest racetrack with no speed limits. Sounds too good to be true I know, but that’s exactly what the first “International GT & Supercar Show” is all about.

The home base for this extraordinary event is La Castellet, the race circuit built by the billionaire spirit maker and motorsport fan, Paul Ricard, after he retired from making his aniseed liqueurs, Pernod Anise and Ricard Pastis.

“Paul Ricard” as the racetrack is more commonly referred to, was not only one of the best circuits in the world, but was also considered the safest. Not surprisingly, the French Formula One Grand Prix was held there from 1971 to 1990 before moving to Circuit de Nevers Magny-Cours.

This is a fast circuit, and the Mistral Straight, which was an 1800 metre gunbarrell section, recorded some of the highest speeds on any track in the world.

Now owned by F1 maestro Bernie Ecclestone, the circuit has just undergone a massive upgrade, including some of the most sophisticated safety aids on any race track, which could see it once again hosting the Formula One race.

Now known as the Paul Ricard High Tech Test Track (Paul Ricard HTTT), due to a host of technical upgrades it is widely favoured by F1 teams for testing as it is once again the safest racetrack in the world, it is also the perfect venue for the word’s fastest car show.

What better place to try out a Bugatti Veyron, Gumpert Apollo, Koenigsegg CCXR or even the Tesla. In fact, looking at the list of exhibitors, it reads like the who’s who of supercar manufacturers.

And for those with enough cash to be looking at supercars in this current economic climate, don’t bother driving; just grab a jet direct to the Paul Ricard airstrip.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Thomas told CarAdvice that the Octavia RS-P concept features a raft of performance changes, including 14-way adjustable suspension (dampening and rebound), three-inch exhaust system and carbon fibre airbox.

The serious modifications start with the four-piston, 345mm C-cut rotors on the front and mono-piston 310mm rotors on the rear.

In addition to the brakes, the RS-P features a full front and crossed rear suspension braces. Then there are the seriously slick tyres – pardon the pun. The Yokohama A048 semi-slick race tyres are 225/50R18 all round in dimension and provide absolutely remarkable stopping power.

Boot space becomes totally unusable (unless you use triangular suitcases), but the modifictions are totally worth it.

Taken for a hot lap around the track straight after countless laps in the regular Octavia RS, I couldn’t believe just how much of an improvement the modifications made.

First of all, there was NO understeer. The grip was staggering, as was the stopping power. We were able to wipe off 180km/h in a matter of moments, and I’ve got the marks on my neck from the seatbelt to prove it!

Then there was the noise, the three-inch exhaust helps the car get the attitude it really deserves. There was also absolutely no body roll, giving it the edge in and out of corners.

While Skoda won’t be releasing the RS-P concept, it goes to show what can be conjured in just one week’s time.

Thomas said that with the exhaust modifications, the car was expected to gain around 8kW, bringing it up to 155kW. The race car like snarl between gear shifts was addictive, showing what an exhaust modification can do to improve the engine note of the RS.

Fans of the race track can also be confident their Octavia RS is capable of turning into a feral maniac with just a few modifications.

Let us know what you think of the RS-P concept and we’ll forward your comments onto Skoda. You never know what could happen!

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

If you’re lucky you might get 24 hours in a car or if you’re married to the dealer principle’s daughter you’ll probably get a couple of days, but never a full week.

The brief I got from Aston Martin Australia was to use the car as you would your own daily driver! You know, go for coffee, for a surf, school drop off and to Officeworks, if you like.

As it happened, my wife and youngest daughter were going down the coast for the weekend and taking the family chariot, so Aston Martin’s flagship supercar the $505,691 DBS has been our only transport for the past few days and no one here is complaining.

It’s a fast car, a blisteringly fast car, and the very same model Aston Martin that actor Daniel Craig, playing  James Bond, drove in the most recent Bond movie, Quantum of Solace.

Under the bonnet sits a huge 6.0-litre V12, which produces more power and torque than any driver could ever require.

However, you don’t buy an Aston Martin DBS for power alone as there are several other supercars that will outpace this rather substantial grand tourer, for what its worth.

If there is any brand that properly personifies good old-fashioned ‘class’ it’s Aston Martin and this car just oozes the stuff from every side and angle.

It’s a big crowd puller too, wherever the car is parked there’s always a bunch of onlookers around the car; some admiring its unquestionable beauty and other more desperate individuals who have worked up the courage to ask for a photo in the driver’s seat, which I generally oblige.

It also doesn’t seem to matter what you park the Aston next to it’s always the stand out car in most eyes.

So, what’s it like living with a supercar seven days a week?

To be honest, the only guys I know of who use their supercars to go and get the milk are ‘E’ and his Hollywood star mates from my favourite TV series, Entourage.

You just don’t see a lot of Ferraris, Lamborghinis or Astons doing the daily commute these days. They’re most likely hidden away under dark cover, only to be wheeled out for the Sunday morning drive.

Not me, if I ever end up with the big bucks the one thing I’ll be doing with my supercar is driving it, every day of the week, at least while I’m on this earth.

While the DBS has one of slickest manual gearboxes in the business, if I have to endure the peak hour crawl each day I’ll take the six-speed automatic box, which makes this torturous routine bearable.

It’s a nice, lazy style shift at slow pace, but the moment you have reason to put the boot in, things get a whole lot more urgent and within an instant, you’re in supercar mode and hurtling towards the horizon.

But there’s another equally important bit of standard kit in the DBS, particularly if you are urban bound and that’s the stupendous Bang & Olufsen sound system.

I never did get to switch the system on while driving the DBS Volante to Le Mans recently as the sound of the V12 at a constant 7000rpm outclasses even Mozart.

Around town it’s a different story, switch on the audio and you’re in for a treat. Out of the dashboard rises two of the most exquisitely crafted tweeters you have ever seen, ready to assist in delivering 1000 watts of the best sound you’re ever likely to hear, period.

That said I still find myself with a difficult choice between the beautiful high pitched race car-like burble when the engine fires to life, and again when you gently accelerate away from the lights, or that superb sound from the B&O audio.

And don’t think for one minute that just because this a supercar capable of travelling at speeds in excess of 300km/h it has to be inherently uncomfortable, quite the opposite in fact.

You can option the carbon fibre lightweight seats, which are entirely comfortable, in a combination of supple leather and Alcantara but again, the more luxurious pews are the standard Sports Seats, which feel as though they have been custom moulded to the curves in your back, such is their comfort.

The DBS is strictly a two-seater although there are two sizeable benches replacing the rear seats, as you would find in the less expensive DB9 sibling.

Inside the cockpit, its nothing short of five-star luxury with leather and Alcantara everywhere you look, including the headliner.

There’s little, if any use of plastic inside the DBS, as all the switchgear is polished aluminium and anything with a hard surface is either lightweight metal or carbon fibre, as are the door handles.

Parking at my local shopping mall in Sydney can be stressful, even in a Fiat 500, so you could be excused for thinking that a car as wide and as long as the DBS might prove a challenge for some.

Not so, the all round vision is quite good despite its low slung stance and the front and rear parking sensors working in concert with the well calibrated power-assisted steering make parking a breeze in tight spots.

While you might be a lot closer to the car next to you that’s not an issue either as the doors are designed to open both out and upwards, making it easy to exit the car in a tight spot regardless of your stature.

It’s highly unlikely that any one who owns a supercar would ever need to take it to the beach, albeit with surfboard in tow. They’re much more likely to have at least one luxury SUV in the garage for those weekend lifestyle activities.

Nonetheless, given that I had the go ahead to do just that I was determined to go through with the plan, but more than a little concerned as to how I would fit my board inside.

Again, no need for any panic, drop the passenger seat back and my only consolation was that I had to settle for my six-foot fish, rather than my usual six-foot-six-inch short board.

Now you would think that at 7.30am on a Sunday morning I could slip under ‘onlooker’ radar and hide the big Aston between to two obviously well worn utilities.

Not a chance, by the time I returned to the car after a few clean one-footers, there were several requests for photos in the driver’s seat and a command performance from the V12.

I was indeed happy to oblige my fellow surfers, but only after I took my bloody wetsuit off so that I didn’t cook in Sydney’s unseasonably warm temperatures.

CarAdvice will post a final wrap up of our DBS loan, next week.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

According to the rumour only between 10 and 20 examples of the highly exclusive model will be built and if true, could mean an asking price of around €1.15 million (A$1.97 million) before taxes.

Lamborghini has not released a statement confirming or denying this report.

The news comes after earlier rumours that Lamborghini held an exclusive event to preview the model to prospective clients in late July, though this too was never officially substantiated.

Either way, we’re sure all will be revealed come Frankfurt – and CarAdvice will be on hand to keep you posted.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Radical Sportscars has broken its own production car lap record at the Nordschleife circuit, yes believe it or not that car you see qualifies as a production car and you can buy it in Australia.

The benchmark was lowered by more than eight seconds to 6 minutes 48 seconds, and is widely regarded as the global benchmark for performance car prowess.

The record lap was set by Dutch sports car ace Michael Vergers, who was driving a road-registered 2009-spec Radical SR8LM on road-legal tyres.

Remarkably, the day before the lap record was set the car was driven to the circuit from the Radical factory in Britain, a distance of 800 kilometres.

“We’ve proved that the SR8LM is the world’s best track day car, while also being practical enough to drive to and from the circuit,” said Radical co-founder Mick Hyde.

“The SR8LM is the ultimate production sports car for customers whose primary aim is driving to, on, and from the racetrack.”

Radical has been setting lap records at the Nürburgring since 2003, when former British Touring Car Championship driver Phil Bennett completed a flying lap in 7min 19sec with an SR3 Turbo.

In 2005, Michael Vergers set a production car lap record of 6min 56sec in an SR8 Supersport, a time that had stood comfortably until now.

Mick Hyde says the extra speed of the 2009-spec car is the result of a “huge amount” of development and refinement to the SR8 model.

“The aerodynamics have been improved and now create more downforce for less drag,” he said.

“In addition, the engine produces more power and is now mounted to an in-house designed six-speed sequential transmission.”

Michael Vergers said the 2009 car felt clearly faster than the one he drove in 2005.

“The car was great and the extra downforce gave me the confidence to push harder over the circuit’s kerbs and bumps,” said Verger.

The record-breaking 2009-spec Radical SR8LM is now available for sale in Australia through the Classic Throttle Shop and can be bought for something around a mere $180-220,000, depending on which option boxes you tick.

www.classicthrottleshop.com.au

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.