Fastest Car

Gemballa Avalanche GT2 650 EVO-R

With the new Gemballa GTR 650 Avalanche, based on the Porsche 997 Carrera, the Leonberg, Germany Porsche conversion specialist Gemballa has created THE absolute dream car for the 2006 sports car year, optionally on 19 inch or 20 inch wheels. This ultimate German sports car will be available to a selected clientele starting next year. With this refined, ultra-sporty and equally reliable automobile, Gemballa is continuing in its very own great tradition of sports car construction. The Gemballa Avalanche, Mirage and Cyrrus models from the 80's didn�t earn their legendary reputation for no reason.

The performance of the 2006 dream car is already the first attention-getter. The Gemballa GTR 650 Avalanche's motor boasts a breathtaking 650 hp. Part of the motor's conversion by the Gemballa engineers included eliciting an impressive 820 Nm torque, guaranteed to bring a satisfied smile to the driver's lips already at 4800 RPM. In comparison, the standard Porsche 997 model features maximum 400 Nm torque at 4600 RPM. The difference puts the GTR 650 Avalanche's sprinting qualities in a class all their own. The GTR 650 Avalanche reaches the 200 km/h mark in only 11.2 seconds, and its top speed leaves doubters in the dust: The irrepressible GTR 650 Avalanche engine delivers a maximum tempo of up to 335 km/h.

But peak performance wasn't the only item at the top of the Gemballa engineers' spec sheet. The Porsche conversion specialists placed just as much emphasis on the safety and durability of the Avalanche. Titanium piston rods, an intake system specially developed by Gemballa, three intercoolers and a special turbo configuration ensure Gemballa pleasure for a long time to come. And its lucky owner only has to share this pleasure with one passenger, because for safety reasons, from 650 hp the GTR 650 Avalanche is only available as a two-seater.

Massive eight-piston brake calipers and accordingly sized 380 millimeter diameter perforated disk brakes make sure the Avalanche also slows to a safe stop. The GTR 650 Avalanche sits on 19 inch wheels with tires sizes of 235 (front) and 315 (rear). The new 20 inch racing wheels are also optionally available, with tire sizes of 245 (front) and 325 (rear). For the particularly ambitious driver who would like to push the GTR 650 Avalanche's envelope, for example on the Nordschleife, Gemballa also offers an optional roll bar.

The new Avalanche's body and interior are equally as exclusive and unique as its driving performance and safety components. All of its add-on components are made of carbon. Fenders and sidewalls are all metal. And the future owner of the GTR 650 Avalanche can also look forward to Gemballa sport seats, a Gemballa sport steering wheel and aluminum pedals. Starting at 240,000 Euros, the new Gemballa dream car becomes tangible sports car euphoria.

Ferrari Enzo

Introduction

The race track has always been the testing ground for the advanced technological research that later went into Ferrari's road cars. The very first Ferrari, built in 1947, was a 12-cylinder racing car. From that first 12-cylinder, 126 more were born, destined for both track and road. The Enzo Ferrari is not only the marque's latest V12, it is also a pinnacle of excellence drawing on the experience of victories in the last four years of the Formula 1 World Championship, thus endowed with the very latest automotive technology.

Company founder Enzo Ferrari always felt that design of the road cars should stem from the racers. Therefore, it was entirely logical that the company's latest creation should bear his name. The Enzo, built in a limited run of 399, is an outstanding expression of the concept of extreme sportiness, developed for road use, yet epitomizing the most advanced concepts of Formula 1 racing technology.

Ferrari set out to develop the Enzo as an integrated system designed for extreme performance, in which even the limits of the performance achievable by the driver were enhanced, thanks to a man-machine interface typical of Formula 1.

Never before has style been derived so directly from function as in this model. Pininfarina wanted to create an uncompromising car that would break away from the approach used for the GTO, F40 and F50 that preceded it, to develop a new formal language that looked to the future. The engineers tried to create visual links with the world of Formula 1, to which the Enzo owes its technology, while highlighting its compactness and lig htness. The result is a complex, sculpted form.

The use of advanced composite materials for the bodywork, with parts made of sandwich panels of carbon fibre and Nomex, allowed the designer to structure the bodyshell while keeping the weight to a minimum, and creating "extreme" stylistic forms.

The front, with its two air intakes for the radiators and a raised central section, is an interpretation of the Formula 1 front section with a small pointed, raised nose and air-intakes under the spoilers in a gull-wing effect. The sides, also benefit from the use of composites, shaped to optimise air-flow with respect to internal fluid dynamics. The large spoiler has been eliminated from the car's rear section which now boasts small aerodynamic appendages and very efficient ground effects.

Ferrari Enzo Data

Base Price $670,000
Power 660 hp
Zero to 62 mph 3.4 s
Zero to 100 mph 6.5 s
Top speed 217.5 mph (350 kph)

Aerodynamics

In developing the Enzo, Ferrari set itself two pure performance targets which would represent a milestone for ultra-fast cars: to increase the grip limit in medium-fast bends by increasing downforce (lateral dynamics,) while maintaining a very high top speed, over 350 km/h (longitudinal dynamics.)This meant that different aerodynamic configurations with contrasting characteristics had to coexist on the same car. In racing cars, this problem is solved by developing wings and special aerodynamic accessories for each circuit. But in the case of the Enzo, for which the various targets had to coexist in a single aerodynamic configuration, a concept of active, integrated aerodynamics was developed.The high downforce configuration was obtained with a basic aerodynamic set-up developed on the basis of contemporary concepts for the definition of covered-wheel racing cars combined with the expertise of Ferrari Gestione Sportiva.

The optimal aerodynamic set-up is kept stable by special elastic features of the car's engineering and by active aerodynamic control.

As the speed increases from low-medium to high-very high, the engineering ensures that the car takes on the optimal aerodynamic set-up (maximum downforce obtained with an optimal load distribution) by varying the rigidity on the basis of ground clearance. As the speed climbs even higher, this set-up is maintained by the combined action of the flexible mechanical components and by active control of the spoilers. At very high speeds, the actively controlled spoilers (front and rear fins) limit the maximum vertical load, thus making it possible to keep the car above a set minimum ground clearance. On the Enzo, the aerodynamic load and balance can be modified on the road by means of a pair of flaps positioned in the front slides and a rear spoiler.

Vehicle Control System

The Enzo project is the first example of the complete integration of the vehicle control systems. Engine, gearbox, suspension, ABS/ASR, and aerodynamics all interact to optimise the vehicle's performance and safety. This presupposes an innovative approach to the design of the control system architecture, and to the development and fine-tuning of the subsystems on the car. It was made possible by the collaboration and specialist skills of Gestione Sportiva, and performance of each system was designed to enhance that of the entire car. The target when defining the control strategies of each subsystem was therefore the optimal behaviour of the car. The subsystems that interact are: the engine, gearbox, suspension, aerodynamics, and the ABS/ASR system. The large number of systems made it necessary to use special sensors. Management of the sensors is divided between the various control systems, each of which shares the relevant information with the rest of the system. The way the systems interact depends on the driving modes that the driver can choose from. The Enzo offers several set-ups: Sport, Race, No ASR.

Electrical System

The architecture of the F140 project was designed to minimize the section of the cables that link the utilities positioned on the steering wheel, the steering column, the onboard instruments, and the rest of the car. To achieve this goal, the architecture was based on a high speed communication line which links several different control units which pick up the signals "in the surrounding environment". These signals are transformed into information which can then only be exchanged through the communication line.

Engine

The engine of the Enzo Ferrari (which is known by its project number F140) is a 12-cylinder aspirated unit in a 65? V, a cylinder capacity of 5,998 cc, with a completely new design that draws on experience gained in Formula 1, and has a number of unique technical features. The cylinder head design reveals its Formula 1 origins: the "pentroof-type" combustion chamber, with four valves per cylinder, plus inlet and exhaust ducts designed to maximise the exhaust coefficients and combustion speed.

The cylinder case is built of aluminum with press-fitted sleeves lined with nicasil, with seven main bearings, and sleeve intervals of 104 mm. The con rods are made of titanium, the piston design is new, the crankshaft is lighter and the cylinder heads have four valves with high fluid dynamic efficiency, a new structure to increase rigidity, and a different oil discharge layout.

The timing gear features four overhead camshafts, direct valve control, and hydraulic tappets. It is completely chain-driven, with central transmission on triple gearing. The timing of the inlet and exhaust manifolds is continuously variable, thanks to the intervention of four variable advances activated by the engine control unit throughout the operating range via a high pressure hydraulic system, with the goal of lowering the noise and enhancing versatility.

The lubrication sump is of the F1 wrapround type, incorporating the main bearings and a specific oil recovery circuit to increase efficiency.

The variable geometry inlet manifold is also borrowed from Formula 1, with a system of small telescopic derivation cones, combined on this V12 application, with variable timing gear with a continuously variable advance on the four camshafts and a high pressure control unit.

Electronic engine management is provided on each row of cylinders by a Bosch Motronic ME7 unit which controls the PFI multiple injection system, the drive-by-wire throttle valve, and the single coils on each spark plug. Six knock sensors mounted on the crankcase guarantee knock control.

The performance goals of the new V12 have been met in full, in order to supply a unique blend of very high power, generous torque from low speeds and versatility. In spite of the large capacity of the engine, the applications derived most directly from Ferrari's Formula 1 experience have made it possible to keep the specific power of the engine at an extremely high 110 bhp/litre.

F1 Transmission and Gearbox

In the F140 project, the rear gearbox is coupled directly to the engine by an element that incorporates the engine oil tank, the bevel gear pair, and the self-locking differential. In line with the car's performance targets, the gearbox unit was developed only in a Formula 1 version. Gear changes are entrusted entirely to an electrohydraulic system which activates the gearbox and clutch. Gear change control is managed electronically and activated by paddles positioned behind the steering wheel, modifying engine torque and vehicle dynamics.

The project was designed for extremely sporty performance and adopts triple cone synchronisers on all six speeds. Lubrication is forced, with a large pump and lower oil level to minimise losses due to ventilation/shaking. The architecture with three bearings guarantees optimal gear train coupling even at high torque. The twin plate clutch with aluminium housing and a diameter of 215 mm also speeds up engine dynamics and synchronisation.

The number one goal of the Enzo project was to cut gear change times (down to 150 milliseconds) in the interests of extremely sporty use. The F1 gear levers are made of carbon, with an optimised shape and size, and they have been made symmetrical by transferring the direction indicator controls to the steering wheel spokes. The gear change pushbuttons are mounted on the steering wheel, as are the two different gear change modes, Sport and Race, as well as the reverse gear selector button. Each of these modes comes with its own integrated software controlling damping and traction control systems (ASR.)

In RACE mode and with ASR disengaged, the Launch Control strategy borrowed from Formula 1 is also available, allowing the driver to start off at top speed in good grip conditions. The driver keeps the brake pedal down while he uses the accelerator pedal to choose the engine speed at which he wishes to set off. When he releases the brake pedal, the clutch closes rapidly while torque control is left to the driver.

The system fine-tuned by Ferrari for its Formula 1 transmission envisages a special multiple telltale at the centre of the main instrument panel which keeps the driver constantly informed about the state of the system and the speed engaged.

Chassis

The chassis was built entirely of carbon fibre and aluminium honeycomb sandwich panels, which made it possible to meet demands for outstanding rigidity, lightness and safety. In order to pass the offset collision tests required by the latest safety standards (56 km/h impact), highly sophisticated CAE methodologies were adopted to optimise the composite structures, to identify the optimal bodyshell structure, and to maximise the contribution of the reinforcement skin, where it is needed to support the basic panelling. The final result already meets the stricter future standards which will raise the collision speed to 60 km/h.

Respect for the styling and access targets (door solution with impact on the roof of the chassis) and the goal of passing 64 km/h offset collision tests with a view to further evolution of the requirements (extremely demanding in structural terms as a result of the 30 % increase in kinetic energy to be dissipated compared to previous collision standards), required complex planning of the tooling and the manufacturing methods.

The use of CAE optimisation methodologies was extended to the engine support frame, and particularly to the distribution of thicknesses in the suspension casting. In line with the work done for the bodyshell, a specific analysis set-up made it possible to identify the best weight-performance trade-off, supplying exact indications for the distribution of casting thicknesses.

Experiments confirmed the validity of the solutions chosen: torsional rigidity proved to be higher than the project target and to correspond to the values calculated, while all the homologation collisions gave a positive result from the start.

These results are all the more significant if we consider that the chassis weight had also been decreased considerably to 92 kg (compared to the 102 kg of the composite chassis of the earlier F50).

Suspension and Wheels

The Enzo has independent front and rear suspension with jointed double wishbones, and antidive-antisquat geometries to limit pitching during the transfer of longitudinal loads. The front uspension, which is push-rod in type with an opposed damper, also incorporates a lift to increase ground clearance during parking maneuvers. The rear suspension was designed to adapt to the chassis, with the engine-gearbox-differential assembly supported elastically, and a rear subframe.

Combined with this suspension layout, an adaptive set-up was adopted for the Enzo project, based on a system of continuous control of the damping effect. The adoption of this system on the vehicle makes it possible to reconcile handling requirements (i.e. roadholding, minimal variation of the ground load) with the demands of comfort (movement and acceleration of the "shell", vibration transmitted to the driver), without having to adopt passive solutions (standard dampers) as a compromise.

In other words, electronic adaptation of the damping effect makes it possible to use a damper setting that is sufficiently comfortable in the car's basic configuration ("Sport" setting), yet there is also a setting that offers extra control in high performance conditions ("Race" setting).

The system uses the unsprung weights (wheels and suspension) to hold the sprung weight still (body) but it also insulates the shell from impulses transmitted to the wheels by the ground. The system is actually made up of four sensors (accelerometers) on the shell, two vertical wheel sensors, one vehicle speed sensor and a brake switch. The dampers are fitted with an internal proportional valve governed by the control unit, allowing damping to be modified instantly.

The braking torque control strategies (via ABS/ASR) were specially developed on the basis of the installed power and the optimisation of the braking system, and achieved a satisfactorily convenient result in terms of torque and braking pressure.

Although the Enzo project put the emphasis on handling, because of the car's extreme connotations, the adaptive set-up system employed meant that a good level of comfort could be obtained. Where the wheel modules are concerned, single-bolt light aluminium alloy wheels were chosen. The tyres were developed specifically for the Enzo project by Bridgestone and bear the exclusive name "Bridgestone Potenza RE050 Scuderia".

In order to maximise running safety, the car is equipped with a system that measures tyre pressure through special sensors inside the wheel rims, near the inflation valve. These sensors transmit a signal which is picked up by the antennae behind the stone traps on the bodyshell and linked to the control unit of the pressure monitoring system, which transmits the state of the tyre pressure to the instrument panel.

Braking System

The braking system developed for the car by Brembo features brakes made of carbo-ceramic material (CCM) used for the first time on a Ferrari road car, although Ferrari has been using them for many years on its Formula 1 racing cars. This made it possible to achieve outstanding results on the Enzo for all braking performance parameters. The main benefit required of this application was a decrease in unsprung masses, which was made possible by the significant reduction in the weight of the brake discs (12.5 kg less than conventional brakes). In addition to this, the entire braking system was obviously designed for maximum braking effectiveness and efficiency, in terms of prompt braking, stopping distances, and fade resistance. A further benefit of using brake discs in composite material was achieved in terms of improved reliability over time.

Interior

All of the main surfaces are made from unadorned carbon fibre. The functional elements are hooked onto a structural aluminium crossbeam. One of the main goals for the interior of the Enzo was to develop the concept of a facia and steering wheel that could optimise the flow of information and the way controls were activated by the driver, to make the so-called man-machine interface much more efficient.

One element that helped in this direction is the completely new steering wheel, the upper part of which is made of carbon and bevelled so as not to limit external visibility. It contains a series of LEDs which duplicate the telltales and the rev counter, and the lower part has been optimized to make more space for the driver.

Like a Formula 1 steering wheel, it also includes a large number of controls (six) on either side, linked to the main vehicle control functions: vehicle lift, reverse, exclusion/re-engagement ASR, integrated Sport/Race strategy, display configuration.

The control panel is tailor-made for the driver and includes technical features that are easily accessible from the wheel grip, and a compact, mixed analogue-digital instrument panel, in the shape of a reconfigurable graphic screen.

The driver's seat is an essential part of the driving position structure. A new racing seat was developed, made of carbon fibre and designed to give greater rigidity and to make the driving sensation more precise, filtering even the tiniest flexion in the seat system as much as possible. The aim was to give the Enzo driver the greatest possible awareness of the car's behavior.

Seat inclination is adjusted by a double Bowden lever system, and includes a lever control on the seat cushion, the only system of its kind in the field of fast sports car seats. The driver can also adjust the squab-seat combination to obtain a perfect driving posture.

Because the project only envisages a version with the F1 gearbox, there are only two pedals (accelerator and brake) which were optimized functionally and stylistically. There are numerous settings, for a total of 16 different configurations.

Koenigsegg CCX

Introduction

The CCX is the latest iteration of the Koenigsegg CC family. The CCX is in many aspects a new car since it has been re-engineered to comply with the US regulation and market demands. Still, it has been a key issue for the Koenigsegg Team to keep the distinctive and record breaking CC shape. We believe it is important to avoid trends and instead hone the aerodynamic shape of the CC range for the future, only enhancing its unique look and appearance with tighter lines and a more aggressive stance. We also believe in continuity. A new Koenigsegg shall show a clear lineage from its predecessor and shall not follow any other design trends � but enhance its already proven concept and shape to perfection.

CCX stands for Competition Coupe X. The CCX commemorates the 10th anniversary of the completion and test drive of the first CC maiden prototype, which rolled out from the R&D Department in 1996.

Koenigsegg CCX Data

Base Price $540,000

Power 806 hp

Zero to 62 mph 3.2 s

Zero to 100 mph N/A

Top speed 245 mph (394.3 kph)

Body & Interior

The CCX features a completely new set of body and interior parts. The new body incorporates a new front bumper design, engineered to function well in the stringent 2.5 mph bumper test, including enhanced brake cooling, fog lamps and US side position lights. The front lamps have been slightly redesigned to suit the new bumper line.

There is a new scoop on the front bonnet acting as a larger fresh air-intake for the occupants and new air vents have been added behind the front wheels in order to further evacuate air from the cockpit. The frontal shape revisions now allow for effective track use options to be added. The side rocker panels feature side skirts in order to further enhance downforce by increasing underbody area. The new exterior of the car has been created using the industry leading Icem Surf CAD software, guaranteeing a perfect fit and finish as well as optimal highlights.

The car is 88 mm longer in order to comply with the US rear impact regulations and in order to free up space around the rear muffler. The rear clamshell now features a glass window over the new CCX engine, clearly showing off the bespoke and unique Koenigsegg Block casting. The mufflers have received improved cooling, by incorporating grill vents above in the clamshell. The number plate area is now adapted to suit both US and Euro size number plates.

Space

There is a further 50 mm in headroom, making the CCX the most spacious super car on the market, truly considering the taller driver's needs. Koenigsegg believes to have found a niche by enabling really tall drivers to fit well inside the car, still with its highest point only 1120mm above the tarmac.

Seats

In corporation with Sparco, and Koenigsegg test driver Loris Bicocchi, Koenigsegg has developed a new seat design for the CCX. The structures of the seat are still carbon fibre, but now feature fully padded front surface and a tilting backrest. The striking and very comfortable Tempur padded CCR seats can still be fitted in the CCX on special order.

Wheels / Brakes

The optional ceramic 382 mm front discs are coupled to 8 � piston callipers and in the rear the 362 mm size is retained with 6 piston callipers. The optional industry first carbon fibre wheels save another 3 kg per wheel compared to the already lightweight magnesium wheels that come as standard. The ceramic discs save another 2 kg per wheel, giving the Koenigsegg CCX lower unsprung weight than any other super car.

Koenigsegg now also offers the ceramic discs and carbon wheel upgrade to all previous Koenigsegg models. Aerodynamic Enhancement

Between the raised speedster humps there is a new type of vortex generator originally conceived and patented by Torbj?rn Gustavsson at Vortaflow and implemented as a Ram Air engine booster by Christian Koenigsegg on the CCX. Due to the fact that there is a fresh air engine intake right below the rear window, the vortex generator redirects the air directly into the air intake and thereby creating a positive pressure in the air box. To normally obtain this phenomenon in a mid engine car a roof scoop is required, increasing frontal area. In the case of the CCX, the small frontal area can still be kept and reward visibility is unaffected, even though it has now got a true ram air intake over its mid mounted engine.

Electronics

The CCX now features wholly digital, intelligent fuse and relay unit. This means that there are not physical fuses or relays as such. The unit is programmable and is can-bus connected to a display unit which sends crucial information to the driver. The main advantages of this system are its reliability, light weight, small physical size, programmability and direct information to the driver. The system is prepared for future upgrades and functions.

Unique Koenigsegg Engine

The Engine in the CCX retains the incredible performance and power of the CCR engine, while running on US 91 octane fuel and complying with California emission regulations. In order to reach this challenging goal, extensive rework had to be done to emission related items, such as new cylinder heads with larger valve area and more optimally flowing cylinder head ports. Dual smaller injectors per cylinder were integrated, as well as new camshafts, a new carbonfiber individual runner intake plenum, a new engine management system, updated fuel and EVAP system. New exhaust system where the catalytic converters are moved closer to the engine for earlier light-off time. A returnless fuel system has also been implemented with pumps integrated into the new fuel tank. All in all, a heavy rework in order to retain the unique performance of the CCR engine and at the same time comply with the strictest emission regulations in the world.

The new and cleaner CCX engine also incorporates the first engine block design that is specifically created and cast for Koenigsegg, with the Koenigsegg shield embossed in the casting on both left and right side of the engine block. This new block design is an all aluminium construction made out of 356 aluminium with a T7 heat treat that has undergone a High Intensity Pressure process in order to further enhance block integrity as well as a cylinder bore chill during casting. The new block reaffirms the future development of Koenigsegg engines and makes Koenigsegg stand out among low volume super car manufacturers, due to the fact that Koenigsegg engineer the engine completely in house in combination with the fact that it is also built, assembled, and dyno tested in the Koenigsegg production plant. The Koenigsegg Engineers also incorporated the most powerful internal piston coolers in the industry � bringing down the piston temperature by as much as 80% more than competing systems, which was a must in order to run high cylinder pressure with 91 octane fuel.

Dodge Viper SRT-10

Introduction

The new 2008 Dodge Viper SRT10 boasts more of what performance aficionados crave: kick-in-the-pants, throw-back-in-the-seat power, combined with benchmark braking, world-class ride and handling, a race-inspired interior and bold exterior styling.

While every SRT vehicle offers balanced, overall performance, the heart and soul of the new 2008 Dodge Viper SRT10 is its standout powertrain. For 2008, SRT ups the ante with a new, 8.4-liter aluminum V-10 engine that produces an astounding 600 horsepower and 560 lb-ft of torque.

�A legendary big-game hunter once said, �Bring enough gun!� � and with the new 2008 Dodge Viper SRT10, we�ve created some very powerful artillery for sports-car enthusiasts,� said Kipp Owen, Director � Street and Racing Technology (SRT) Engineering, Chrysler Group. �With 600 horsepower � 90 more than before - and 0-to-60 performance in less than four seconds, the 2008 Dodge Viper SRT10 sets a new benchmark for the ultimate American sports car.�

The new 2008 Dodge Viper SRT10 will arrive in Dodge showrooms in North America this summer with a new level of customization options, including five new exterior colors, four new interior color combinations and a new wheel design.

Dodge Viper SRT-10 Data

Base Price N/A
Power 600 hp
Zero to 60 mph less than 4.0 s
Zero to 100 mph N/A
Top speed 190 mph

Standout Powertrain

When SRT powertrain engineers set out to get more venom from the 2008 Dodge Viper SRT10�s powerplant, their objectives included not only increasing performance, but also complying with stringent regulatory requirements, such as federal Tier 2, Bin 5 and California�s Low Emissions Vehicle (LEV) 2 mandates.

Working with specialists from McLaren Performance Technologies and Ricardo, Inc., SRT engineers began by following the racer�s basic formula for more power: bigger displacement, more efficient breathing and higher engine speed.

SRT engineers didn�t stop there. Upgrades were developed to handle the 8.4-liter V-10�s increased horsepower and torque levels, while improving traction, driveability � and durability.

The 2008 Dodge Viper SRT10�s V-10 channels its power through a new, smaller-diameter, twin-disc clutch (a change from the previous larger-diameter, single-disc setup). The new clutch reduces rotating inertia by 18 percent, resulting in reduced clutch-pedal effort and improved engagement feel.

The transmission is the latest evolution of the Tremec T56 six-speed manual, known as the TR6060. It features 10 percent wider gears for higher torque capacity and a new synchronizer package. A new shifter system results in reduced shifter travel. Club racers will applaud a new provision for adding an external transmission cooler.

Bold Exterior Styling

The 2008 Dodge Viper SRT10 remains available in two body styles � Roadster and Coupe. Both feature a dramatic new hood with a larger, more efficient hood scoop for air induction and larger, functional hood louvers to facilitate a greater cooling effect for the more powerful 8.4-liter, 600-horsepower V-10 engine underneath.

Eight exterior colors will be introduced throughout the model year � five of which are all-new including Venom Red, Snakeskin Green, Viper Violet, Viper Orange and Bright Blue. Racing stripes continue to be an option with six dual painted stripe colors available: white, black, silver, graphite, blue and red.

Race-inspired Interior Design

The 2008 Dodge Viper SRT10 cockpit retains its characteristic red push-button starter and performance-oriented, highly functional instrument panel with center-mounted tachometer and 220-mph speedometer.

Five interior colors will be available in 2008: black, and four new color combinations in black/red, black/blue, black/slate or black/natural tan. A choice of bezel finishes on the center instrument panel and console adds to the increased level of customization.

Maybach Exelero

Introduction

The 700-hp two-seater with a V-12 biturbo engine is a unique custom model produced for Fulda Reifenwerke, which is using the Maybach Exelero as a reference vehicle for a newly developed generation of wide tyres. The German manufacturer of luxury cars built the unique model as a modern interpretation of its legendary streamlined sports car from the 1930s, thereby forging a link with the historical predecessor, which at that time was likewise based on a powerful Maybach automobile (SW 38) and used by Fulda for tyre tests.

A one-off custom-built Maybach was unveiled yesterday at the Tempodrom in Berlin. Commissioned by tyre company Fulda, the Exelero is a chopped-down two-seater coupe, though it's more than just a show car - in tests at the Nardo high-speed oval, the prototype reached a speed of 218.38mph, despite weighing over 2.66 tonnes. It is capable of acceleration from 0-60mph in 4.4 seconds.

Maybach Exelero Data

Base Price N/A
Power 700 hp
Zero to 60 mph 4.4 s
Zero to 100 mph N/A
Top speed 218.4 mph (351.45 km/h)

History

The car's design was the result of a competition amongst students at the Pforzheim Polytechnic Department of Transport Design, which has worked on show vehicles for Fulda in the past. The design of 24-year-old Fredrik Burchhardt was chosen, and his work was co-ordinated with that of the Maybach design centre in Sindelfingen. The project, based on the Maybach 57 limousine, required a certain amount of re-engineering; the A-pillar and doors had to be shifted rearwards, and the steering column, pedals and gearshift all re-located. The standard 550bhp V12 engine was bored out to 5.9 litres, and tuned for 700bhp and over 738lb ft of torque. With final dimensions of 5890mm long, 2140mm wide and just 1390mm high, the car was kitted out with a full-spec interior, including leather, neoprene, aluminium and carbonfibre finishes.

Maybach says the car, built by Stola in Turin, is "a one-off vehicle created to showcase the new ultra-high performance Excelero tyre range from leading tyre manufacturer Fulda"; it's not the first time the two companies have teamed up, as back in 1938 Fulda demonstrated its tyres on a Maybach SW 38 limousine. There are, however, "no plans to produce the model in series", though it has been certified for on-road use.

Technology

The German manufacturer of luxury cars built the unique model as a modern interpretation of its legendary streamlined sports car from the 1930s, thereby forging a link with the historical predecessor, which at that time was likewise based on a powerful Maybach automobile (SW 38) and used by Fulda for tyre tests.

The Exelero embodies the highest expression to date of the Maybach individualisation strategy of offering specific custom solutions on request. In initial tests on the high-speed track in Nardo (Italy), the unique vehicle reached a top speed of 351.45 km/h (FIA*-standard unit of measurement). Developers at Maybach designed the custom model with the participation of students from Pforzheim College. The Exelero was built by the prototype specialists at Stola in Turin (Italy). There are no plans to produce the model in series.

Porsche Carrera GT

Introduction

The Porsche Carrera GT refines the undiluted character of a racing car to provide an unprecedented driving experience of a unique kind. Indeed, the car's performance figures provide a clear picture of what to expect right from the start, the Carrera GT requiring a mere 9.9 seconds to accelerate from 0 � 200 km/h or 124 mph. The Carrera GT has a pure racing engine. Its 10-cylinder powerplant with dry-sump lubrication is based on Porsche's 5.5-liter V10 naturally aspirated engine developed especially for racing. For production, technicians at the Development Center in Weissach, Germany, have increased the displacement to 5.7 liters. And this top-flight athlete offers new records and achievements never seen before in many other areas. Porsche's philosophy to concentrate on the essential comes out particularly in the Carrera GT through the use of consistent lightweight technology in every respect. Measuring 4.61 metres or 181.5" in length, 1.92 metres or 75.6" in width, 1.16 metres or 45.7" in height, and with wheelbase of 2.73 metres or 107.5", the Carrera GT weighs in at an ideal unladen weight of 1380 kilos or 3043 lb.

Porsche Carrera GT Data

Base Price 440,000 USD
Power 605 hp
Zero to 60 mph 3.6 s
Zero to 100 mph N/A
Top speed 205 mph / 330 km/h

History

Porsche began developing the car in 2000 as a successor to the 911GT1 car they had discontinued in late 1998 , but the project was abandoned. Porsche started a production run of Carrera GTs in 2004, shipping the units with an MSRP of 440,000 USD. Originally, a production run of 1,500 cars was slated, But Porsche announced in August, 2005 that it would not continue production of the Carrera GT into 2006, reducing the total production estimate to 1,250 units. 340 Carrera GTs were sold in the United States in 2005.

Beautiful Design and Engineering

The Porsche Carrera GT, which was introduced as a 2004 model, is a low, sleek, lightweight roadster that is as beautiful to the engineer as it is to the eye. Foul weather protection is also available in the form of two removable panels that can be stored in the front trunk.

Among the car�s unique features are its 5.7-liter, 605-horsepower V10 engine, its monocoque chassis with Porsche-patented engine and transmission mounts made of carbon-reinforced plastic and the first use of a ceramic composite clutch in a production car. The Carrera GT�s aerodynamic and race-bred suspension package provides safe and stable travel at speeds of up to 205 mph (330 km/h). The Carrera GT features the extensive use of lightweight materials, such as magnesium for the car�s substantial wheels and the frames of its special sport seats.

The result of such artistic and athletic equipment is a car that accelerates from a standing start to 62 mph (100 km/h) in only 3.9 seconds, reaches 100 mph (160 km/h) in less than seven seconds, 125 mph (200 km/h) in less than 10 seconds, and can achieve a top test-track speed of 205 mph (330 km/h).

Purebred Racing Engine

Porsche�s development center in Weissach, Germany, built a 5.5-liter, normally aspirated V10 engine for racing, and that engine�s bores have been enlarged to displace 5.7 liters in the Carrera GT. Maximum output is rated at 605 horsepower at 8,000 rpm, with peak torque of 435 lb-ft. The engine has a very low center of gravity, a 68-degree V angle and four valves-per-cylinder heads. The engine block serves as a load-bearing part of the chassis structure, yet is so strong that there is no distortion to the cylinder bores. Using dry-sump lubrication reduces the number of engine components and seals and also helps optimize weight and reliability.

The engine has a closed-deck configuration, a principle carried over from motorsports. This closeddesk architecture enables the cylinders to be cooled by internal water chambers that directly surround the cylinders. Three front-mounted radiators and cross flow cooling ensure optimum heat transfer even under high engine loads.

The engine weighs only 472 pounds (214 kg). The block, crankshaft and camshafts are all made of light alloys. The crankshaft is designed to operate at speeds of up to 8,400 rpm and is both forged and designed for minimum mass inertia and thus offers maximum torsional stiffness.

Race-winning Suspension Design

The chassis and suspension of the Porsche Carrera GT are based on the architecture of the Porsche GT1, the car that won the 24 Hours of Le Mans race in 1998. For example, as on the GT1, the rear track control arms of the Carrera GT are made of aerodynamically designed steel tubes. However, Porsche engineers did not forget the need for driving comfort on the street when they adapted such racing-bred systems for the road-going supercar.

Like a racecar, the Carrera GT uses pushrod suspension with double-track control arms at all four corners to give the Carrera GT its refined response and behavior, feeding forces smoothly and efficiently into the car�s chassis. Where many cars use MacPherson spring struts, the Carrera GT�s spring and damper elements are operated by stainless steel pushrods and pivot levers, which separate the guidance function from the spring action.

Functional Ambience is Interior Theme

Even with its racing-quality performance, the Porsche Carrera GT has a cockpit characterized by functional ambience and the extensive use of high-tech materials. Carbon, magnesium and leather dominate interior materials, with composite components either in their natural state or painted to match the magnesium pieces.

The car�s center console is made of composite materials covered in galvanized magnesium and features the chassis number imprinted on the surface. The shift lever is positioned about halfway up the console directly next to the steering wheel.

The seats are finished in smooth leather and have manual adjustment (fore, aft and height) because power motors would add unnecessary weight. The seats are made of a composite carbon shell. Each seat weighs only 23.6 pounds (10.7 kg.), compared to 44.1 pounds (20 kg.) for the seats in a typical Porsche 911.

Air conditioning is optimized for weight and the car comes with a standard air filter system. A glass screen is mounted between the supplemental safety bars to help reduce wind buffeting. Even though the Carrera GT is a serious performance car, it can be equipped with many comfort features, including a navigation system and Bose audio. A battery trickle-charger is included as standard equipment.

Ford GT

Introduction

Ford wrote motor racing history in 1966 by becoming the first American manufacturer to win the gruelling 24 Hours of LeMans race . The epic victory was scored by the Ford GT (commonly known as the GT40), which went on to win another three times at LeMans. Today the performance of the GT is still considered the highlight in Ford�s rich racing history and it holds a special place in many racing enthusiasts� hearts. To celebrate their centennial anniversary Ford decided to give its most legendary design a rebirth, almost forty years after it first roared down the long straights of LeMans.

And though the new production car and the original race car both carry the Ford GT name, they share few similarities. The new Ford GT Supercar is more than 18 inches longer and stands nearly 4 inches taller. The new lines draw upon and refine the best features of Ford GT history and express the car�s identity through modern proportion and surface development.

Ford GT Data

Base Price 149,995 USD
Power 550 hp

Zero to 60 mph 3.6 s
Zero to 100 mph 7.8 s

Top speed 205 mph

History

Camillo Pardo the head of Ford's "Living Legends" studio is credited as the chief designer of the GT and worked under the guidance of Jay Mays. The designers drew inspiration from Ford's classic GT40 race cars of the 1960s and the GT is sometimes mistaken for its 1960s counterpart.Positive response on the auto show circuit in 2002 helped persuade the company to produce the car in limited quantities, and the first production versions appeared in 2003 . It is a very high-performance, two-seater vehicle with a strong styling resemblance to its racing ancestor and performance to match.

Technology

The Ford GT features many new and unique technologies, including super-plastic-formed aluminum body panels, roll-bonded floor panels, a friction-stir welded center tunnel, a �ship-in-a-bottle� gas tank, a capless fuel filler system, one-piece door panels and an aluminum engine cover with a one-piece carbon-fiber inner panel.

Braking is handled by four-piston aluminum Brembo monoblock calipers with cross-drilled and vented rotors at all four corners. When the rear canopy is opened, the rear suspension components and engine become the car�s focal point. Precision-cast aluminum suspension components and 19-inch Goodyear tires � combined with the overwhelming presence of the V-8 engine � create a striking appearance and communicate the performance credentials of the Ford GT.

The 5.4L powerplant is all-aluminum and fed by an Eaton screw-type supercharger. It features four-valve cylinder heads and forged components, including the crankshaft, H-beam connecting rods and aluminum pistons. The resulting power output is 550 horsepower and 500 foot-pounds of torque. This truley impressive power is put to the ground through a Ricardo six-speed manual transmission featuring a helical limited-slip differential.

The front fenders curve over 18-inch wheels and Goodyear Eagle F1 Supercar tires. In the tradition of original Ford GT racers, the doors cut into the roof. Prominent on the leading edge of the rear quarter panel are functional cooling scoops that channel fresh air to the engine. The rear wheel wells, filled with 19-inch wheels and tires, define the rear of the car, while the accent line from the front cowl rejoins and finishes the car�s profile at the integrated �ducktail� spoiler.
Looking in through the backlight, one finds the essence of the sports car in Ford�s modular 5.4-liter supercharged V-8 engine. The finishing touches are Ford blue cam covers, each featuring an aluminum coil cover imprinted with the words �Powered by Ford.�

Ferrari 599 GTB Fiorano

Introduction

With the release of the 599 GTB Fiorano Ferrari is presenting its most powerful V12-engined production car of all time. Amedeo Felisa, Ferrari's Vice General Manager will announce today at the Detroit Motor Show the birth of the latest model developed in Maranello. The new car is a concentration of Ferrari's most innovative and technologically advanced engineering solutions applied to a mid-front engined two-seater coup�. The result is a new benchmark for performance, driver involvement and design. The Ferrari 599 GTB Fiorano boasts class-leading power thanks to its 5,999cc V12 - derived directly from the Enzo Ferrari supercar � which produces no less than 620hp at 7,600 rpm for a weight/power ratio of just 2.6 kg per horsepower. The new car is a concentration of Ferrari's most innovative and technologically advanced engineering solutions applied to a mid-front engined two-seater coupe. The result is a new benchmark for performance, driver involvement and design. The unmistakable Pininfarina design gives the Ferrari 559 GTB aggressive yet elegant lines which are perfectly integrated with the advanced aerodynamic solutions adopted to reach the performance figures attainable. This new model is the symbol of Ferrari's production - the V12 berlinetta - and represents the latest interpretation of a theme that has seen such classics as the 250 GT, the 275 GTB, and the 365 GTB4. The Ferrari 599 GTB Fiorano replaces the last in that great line of berlinettas, the 575M Maranello, of which - together with the 550 Maranello introduced in 1996 - no fewer than 5,700 have been produced, a record for this type of model for the Prancing Horse.

This new model is the symbol of Ferrari's production - the V12 berlinetta - and represents the latest interpretation of a theme that has seen such classics as the 250 GT, the 275 GTB, and the 365 GTB4. The Ferrari 599 GTB replaces the last in that great line of berlinettas, the 575M Maranello, of which - together with the 550 Maranello introduced in 1996 - no fewer than 5,700 have been produced, a record for this type of model for the Prancing Horse.

The Ferrari 599 GTB boasts class-leading power thanks to its 5,999cc V12 - derived directly from the Enzo Ferrari supercar - which produces no less than 620hp at 7,600 rpm for a weight/power ratio of just 2.6 kg per horsepower. Ferrari has adopted the latest evolution in its tried and tested all-aluminium construction technology for the body and chassis.

Ferrari 599 GTB Fiorano Data

Base Price 257,000 USD
Power 620 hp
Zero to 60 mph 3.7 s
Zero to 100 mph N/A
Top speed 205 mph (329.8 km/h)

Technology

The 599 GTB Fiorano is the succesor of the Ferrari575M Maranello launched in 2002 - an updated Ferrari 550 featuring minor styling changes from Pininfarina. Updates from the 550 include a renewed interior, but with substantial improvements inside, including bigger brake discs, a larger and more powerful engine, a different weight distribution, refined aerodynamics and fluid-dynamics and an adaptive suspension set-up (the four independent suspensions are also controlled by the gearbox, to minimize pitch throughout the 200-milliseconds gear shift). Two six-speed transmissions are available, a conventional manual gearbox and, for the first time on a Ferrari V12, Magneti Marelli's semi-automatic (sequential) 'F1' gearbox. The model number refers to the engine's capacity in litres, whilst the 'M' is an abbreviation of 'modificato' or 'modified'. The technical specification of the engine speaks for itself: 366 cu in displacement, a specific power output of 103 bhp/liter (a first for a naturally aspirated production engine of this displacement). A balance has been struck in the interior between the car's sporty vocation and the feeling of intimacy and safety that only skilled hand-crafting and detailed personalization can achieve. The passenger areas of the car are trimmed in sumptuous leather while the driver area and controls boast more high-tech detailing in carbon-fiber and aluminum.

Twin overhead camshafts per cylinder bank boast continuously variable timing on both inlet and exhaust cams to optimize torque delivery and drivability at both low and high revs. A twin-plate, low inertia clutch in unit with the engine also helps lower the centre of gravity. Chain driven distribution reduces noise and is maintenance-free. The Fiorano's V12 engine delivers a maximum torque of 446 lb-ft at 5,600 rpm and means that the car pulls well at all engine speeds. The new model's breathtaking sportiness is due in part to record maximum revs for an engine of this displacement .

Pagani Zonda C12 F

Introduction

The Zonda F is a custom built car made primarily of carbon fibre, of aluminium alloys, titanium, avional, chrome-molybdenum alloy and selected leathers. Some of these materials are transformed using the most advanced technologies� others, by the best craftsmen. Pagani checks the quality of each individual piece and collects the technical data to form a manual; one for each car, creating a detailed and faithful representation, much the same as an artist's portrait. Only in aviation does this happen today. And up until now only the Zonda, can claim to be made this way. The Zonda F is made by hand, The idea has been to create a car that was light, safe, original yet offering great performance, using the best technology available and inspired by racing cars, the same concept that inspired the creation of the fantastic Miura of the '60's.

Pagani Zonda F Data

Base Price 741,000 USD
Power 602 hp
Zero to 60 mph 3.6 s
Zero to 100 mph N/A
Top speed 214 mph / 345 km/h

History

The Zonda C12 F debuted at the 2005 Geneva Motor Show . It is the most extensive reengineering of the Pagani car yet, though it shares much with its predecessors including the 7.3 L V12. Power is increased to 602 PS (443 kW/594 hp) with a special clubsport model producing 650 PS (478 kW/641 hp). The company promises a 3.5 second sprint to 60 mph (97 km/h, a top speed over 344 km/h (214 mph) and it will be the queen in braking from 300 km/h to 0 (186 mph to 0). The Zonda F clubsport has a power to weight ratio of 521 bhp/ ton (384 W/kg) . Compare, for example, the Enzo Ferrari which has a power to weight ratio of 483 bhp/ ton (356 W/kg) .

The Zonda F will be built in a new factory capable of producing 250 cars per year. 70 of these cars per year will be the first Paganis to officially be offered in the United States, though four prior Zondas were imported for racing. The company plans to complete full Federalization, including crash testing, before the introduction of the car in 2007 .

Technology

Aerodynamics - When it starts moving, the Zonda F slices through the air with hardly any effort. Some of its power is used to force the car down onto the tarmac resulting in a very strong ground effect, so that the tyres are glued to the road, transferring all the car's power and torque to it. According to a simple equation the grip is a result of the material's friction coefficient times the applied force. This principle can then be turned into top rate performance if the tyre size and the vehicle speed are record breaking. Aerodynamics however are even more crucial where safety is concerned: when breaking for an emergency, when reaction times are even more critical and when road holding can make all the difference.

The Zonda F - 300 to 0. And it's not just about having a cutting-edge carbonceramic breaking system. Effective breaking is dependant on exploiting an array of forces; by utilizing the shock absorber geometry, the low center of gravity and the reduced weight, we manage to keep the car as flat on the ground as possible while countering any pitching effect. This way even the rear tyres remain stuck to the ground. Added to this the excellent ABS system, developed by Bosch, is at its best when the situation gets really tricky. It's a very reactive, safe car, with no roll to speak of. Through its Nardi steering wheel, one's hands feel directly in contact with the road surface. The electronics are kept to a minimum. While the comfort is unusual for a supercar capable of reaching speeds of over 340 km/h.

Aston Martin Vanquish S

Introduction

In 1914, the founders of Aston Martin, Lionel Martin and Robert Bamford, began building handcrafted, high-performance sports cars. They believed sports cars should have a distinctive and individual character, be built to the highest standards and be exhilarating to drive and own. More than 90 years later these values remain true today. Aston Martin has earned a reputation for another speciality: building lifelong one-to-one relationships with each of its cars and with every owner. This is due to meticulous records and archives, plus personal attention from experts at the factory.The Vanquish S effortlessly combines 21st Century technology and 200 mph (321 km/h) performance, with understated elegance and craftsmanship. To build such an extraordinary car, the company has used British expertise in aerospace and race-car engineering. Conventional automotive industry materials and manufacturing techniques were not good enough for the fastest road car in Aston Martin�s history.

Aston Martin Vanquish S Data

Base Price 255,000 USD
Power 520 hp
Zero to 60 mph 3.8 s
Zero to 100 mph N/A
Top speed 200 mph (322 km/h)

Styling

The lightweight aluminium and carbon fibre structure of Vanquish S is unique to Aston Martin. It is this special combination of materials that gives the Vanquish S such enormous strength and torsional rigidity for superior handling, safety and durability. This technology has become the Aston Martin signature of today; just as hand-formed aluminium panels were in the past. (The aluminium body panels are still hand finished. It is the best way to achieve a superb finish.) As Aston Martin spearheads developments of its innovative construction techniques, so it also leads with its sophisticated engine and Formula One-style transmission. The Vanquish S uses the most powerful version ever of Aston Martin�s highly acclaimed 6.0-litre V12.

The six-speed manual transmission is operated by F1-style paddles mounted on the steering wheel column. It can change gear in approximately 250 milliseconds � or the blink of an eye.
The Vanquish S is unmistakably an Aston Martin. It is elegant, powerful and dynamic. But there is also a hint of menace in this classic Aston Martin design, with a dynamic tension in its shape accentuated by the rear flanks and their almost animal-like �muscularity�. The Vanquish S offers traditional Aston Martin style and a real depth of time-honoured British craftsmanship. But these skills are combined with modern ingenuity. The result is the Vanquish S � a car unlike any other.

Performance

Aston Martin�s hand-built 6.0-litre V12 is renowned as one of the finest engines in the world: enormously powerful, smooth and beautiful. It can also lay claim to being the world�s best-sounding high performance car engine. In the Vanquish S, it reaches its zenith. Maximum power is 520 bhp (388 kW) at 7000 rpm, with maximum torque of 425 lb ft (577 Nm) at 5800 rpm. Such power delivers sterling performance. Indeed, this is the fastest-ever road going Aston Martin. Top speed is more than 200 mph (321 km/h), the 0-62 mph (100 km/h) dash is accomplished in only 4.8 seconds while 0-100 mph (160 km/h) takes just 9.8 seconds. But it is the mid-range acceleration that is truly sensational; 50-70 mph (80-112 km/h) takes only 6.5 seconds in sixth gear. Overtaking is effortless.

A key factor in the engine�s efficiency is its high-speed multiplex communications system, called PTEC (Power Train Electronic Control), which is capable of transmitting information in four one-thousandths of a second. There are two PTECs, one for each bank of cylinders, linked by a high-speed system that controls the fuel injection and spark timing. Engine changes in the Vanquish S include new cylinder head castings with revised inlet ports and combustion chambers with revised profiles to improve airflow. A remapped engine management system, together with new fuel injectors and spark plugs takes advantage of this improved airflow. Finally, new hot forged connecting rods have been designed to handle the increased cylinder pressure.

There is no mechanical link between the Vanquish S throttle pedal and engine. Instead the movement of the throttle is electronically measured to gauge how fast the driver wishes to go. This information is then fed to the engine management system which makes the engine respond accordingly. The PTEC system links constantly to the six-speed manual transmission, which is operated by an electro-hydraulic gearshift. Unlike some systems, the Vanquish S allows the driver to �skip� down changes from say, sixth to fourth or fifth to second with a pull on the paddle for each gear change. A failsafe system ensures the engine will not over-rev and will automatically opt for the next highest ratio.

Intelligent Engineering

The Vanquish S is full of technological innovation, designed to improve strength and safety. The advanced aluminium and carbon fibre body is replete with world firsts. One example is the specially developed braided carbon-fibre used for the �A� posts and the engine bay cross brace. Engineers from Aston Martin invented a novel braiding process that encases a polyurethane foam core with triaxial carbon fibre. The result is an immensely strong yet light structure capable of withstanding the force of a crash or rollover. Passive safety is only part of the equation. Equally vital in any car, and especially one with the performance of this Aston Martin, is dynamic safety. The Vanquish S epitomises this with superbly responsive handling, giving the driver every chance to avoid any dangerous obstacle or situation.

The brakes provide enormous stopping power. The huge 378 mm ventilated front discs are gripped by new six piston calipers. The rear discs are thicker to help heat dissipation and give better fade resistance. Both front and rear discs are mounted on a patented floating mechanism designed to maintain consistent pedal feel under sustained heavy braking. The brake pads use competition friction material tuned to the disc and caliper to provide enhanced performance and stability. The Antilock Brake System (ABS) incorporates Electronic Brakeforce Distribution (EBD) which re-balances front and rear braking forces under different loads. This helps optimise the braking performance of the car, cutting stopping distances in an emergency.

Traction control monitors wheel spin and adjusts engine power accordingly. When engaged, the Wheel Slip Protection (WSP) mode operates the clutch and gearbox, auto-shifting at 3200 rpm in low-grip conditions to prevent sliding. But it is not just the mechanicals that make a car safer. The design team spent many hours in the wind tunnel honing the car�s profile to ensure stability throughout its speed range and adequate airflow for power and cooling. A Formula One-style venturi and flat underbody increase aerodynamic efficiency while also increasing the car�s balance and stability at high speed, essential in a 200 mph supercar. At the rear, an aerodynamically profiled boot lid reduces lift. Even the classic grille plays its part � on the Vanquish S, its rounder, more open appearance does more than enhance cooling. It is complemented by an aerodynamic �splitter� at the front, which improves high-speed stability.

Mercedes-Benz SLR McLaren

Introduction

The two-seater, with its striking swing-wing doors and styling elements borrowed from the Formula 1 Silver Arrows, builds on the legacy of the famous SLR race cars of the 1950s. Equipped with cutting-edge race car technology and ground-breaking new Mercedes developments, designed to ensure a high standard of safety and suitability for day-to-day use, the new SLR creates a distinctive image for itself as a 21st-century Gran Turismo - a thrilling synthesis of tradition and innovation.

It is the very high levels of practicality and luxury that truly make the interior of the SLR stand out. Individually padded carbon-frame seats, a multifunction steering wheel with race-car-type buttons for manual gear selection, clearly arranged chronometer-style instruments and high-grade materials define the atmosphere inside the high-performance sports car.Alongside carbon and aluminium, the Mercedes designers have used "Silver Arrow" leather, specially developed for the SLR, which is available in the distinctive red of the legendary 1950s SLR race car.

Mercedes SLR Data

Base Price 450,000 USD
Power 617 hp
Zero to 60 mph 3.8 s
Zero to 100 mph 8.6 s
Top speed 207.5 Mph

History

The Mercedes McLaren SLR is inspired by the Mercedes-Benz 300 SLR of 1955. This sports car racer was actually based on the W196 F1 car, yet named after the road-going Mercedes 300SL Gullwing . The 21st-century Gran Turismo is made almost entirely from carbon fibre composite. This lightweight yet extremely rigid material originated in the aeronautical and space industries and has also proven its benefits in today's Formula 1 race cars. The weight advantage of the high-tech material over steel is around 50 percent, and the carbon fibres, on impact, are characterised by four to five times higher energy absorption than steel or aluminium. Mercedes-Benz exploits these qualities by incorporating two 620-millimetre longitudinal members made from carbon fibre in the front structure of the new SLR. These absorb the entire energy of the crash in a defined head-on collision, leaving the passenger cell largely undamaged. It is also made entirely from carbon fibre composite and therefore offers a very safe survival zone in side-on or rear-end collisions too.

Technology

The SLR has a supercharged 5.5 (5439cc) litre dry sumped 90 degree V8 . It produces 466.8 kW at 6500rpm (626 hp) and 780 N�m (575 ft�lbf) torque at 3250 - 5000 rpm. Unlike most of its contemporaries, is front-mid mounted. AMG technicians took the original SL-55 AMG engine and optimized its capacities by enlarging the fuel pump, the cylinders, and put a larger cooling system that absorbs air to cool down the engine. Mercedes-Benz has introduced new material technology to the manufacture of the brake discs too. They are made from fibre-reinforced ceramic and are characterised by high fade-resistance and a very long life. In collaboration with the electrohydraulic braking system, Sensotronic Brake Control (SMC�), they allow outstanding deceleration figures too, impressively underlining the motor racing heritage of the Mercedes-Benz SLR McLaren.

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