2010 Australian GP

What a difference two weeks make. After the yawn-fest that was the Bahrain Grand Prix, the Australian event had excitement from start to finish. Drivers were even managing to overtake each other.



It just goes to show that you don’t have to spend $150 million on a sterile Hermann Tilke creation to get a decent race… just run the track through your local car park instead.



Jenson Button’s win was definitely helped by his bold decision to stop early and swap his wet weather inter tyres for slicks. His smooth driving style then meant he could make those tyres last until the end, without needing to change again.

By contrast, Button’s team mate Lewis Hamilton did have to use another set of dry tyres. But those too began to degrade towards the end and, although he caught the fourth and third place Ferraris of Fernando Alonso and Felipe Massa, he was unable to pass them.



Hamilton was very public in his criticism of McLaren’s decision to bring him (but not Button) in again for new tyres. It was extraordinary, especially as during the closing stages he was heard complaining over the radio that even his second lot of dry tyres had gone off. That surely just proved that Hamilton was heavier on his tyres.



Either way, he was riled. It’s got to be hurting him psychologically that Button secured McLaren’s first victory this season.



After a first lap spin, Alonso’s drive from the back of the field was impressive, scything through with apparent ease. However, like Hamilton, he then seemed to reach a point where he couldn’t overtake anymore and he had to be content with fourth place, finishing just behind Massa.

Compare Alonso’s performance with that of Michael Schumacher. The Mercedes driver was also sent to the back after an opening lap bump meant his car’s front wing needed replacing. However, he seemed to struggle to overtake mid-ranking cars such as the Torro Rosso of Jaime Alguersuari.

Schumacher eventually finished in tenth place, gaining a single point, but it’s debatable whether this has been the glorious return to Formula 1 he was envisaging.



Sandwiched between Button and the Ferraris was Robert Kubica in his Renault. He managed to hold onto a tremendous second place, nursing his tyres to the end despite being under constant pressure.



Red Bull should consider its weekend a disaster. The promise of a win was there following a dominant qualifying performance by Sebastian Vettel and Mark Webber.



Things started going downhill when both drivers stayed out too long on their inter tyres with a drying track. Neither was going significantly slower than those cars already on slicks, but it resulted in Webber getting caught up in the pit lane traffic, dropping him several places.



Of course, the lowest point for Red Bull was Vettel’s brake failure on lap 25. It dumped him into the gravel trap and out of a race that he’d been leading since the start. Two races, two technical faults… not good.



Webber eventually finished in ninth, earning a reprimand from the stewards after he collided with Hamilton during the closing phase. His only consolation was setting the fastest lap.



Bernie Ecclestone is probably breathing a sigh of relief that Australia addressed many of the criticisms levelled at Formula 1 after Bahrain. Maybe he’s also thinking that a more interesting track should host the opening round in 2011?



Going into next weekend’s Malaysian Grand Prix, Alonso retains his lead in the championship with 37 points, followed by Massa and Button on 33 and 31 points respectively. Fans might just be wishing for a repeat of last year’s torrential rainfall at Sepang if it makes for another thrilling race.

Top 10 most popular cars bought by over the 65's (U.S)

With most customers favouring smaller cars, there is still one demographic that Detroit has a solid hold on… Retirees. Buyers over 65 are the last hope for the good American car. In some dealerships, anything upto 85% of all Buick buyers are 55 and older.

The over-65’s look at brands like Buick, Lincoln and Cadillac as status symbols. Those brands have what advertisers call the “Mind Share” in that demographic. Retirees remember a time when the only people driving those cars were celebrities and other high profile members of society; now they want in to that high-profile group of Cadillac drivers. Plus, older folks like familiarity, they know these brands, they’ve heard them their whole life.

Studies in the U.S have shown that the next generation of OAP’s prefer sporty, performance type vehicles as opposed to the large cloud cars on this list. As for now, here are the 10 best sellers with the old folks:

(The models are ranked based on the percentage of buyers age 65 or older, using market research data from J.D. Power and Associates. All the cars on this list get less than 20 mpg in town driving and less than 30 mpg extra urban driving.)

10. Ford Taurus – The Taurus is one Ford’s best selling models, in fact it was the best selling car in the 90s. Ford went through some weird phase where all the cars had names starting with ‘F’. They got rid of the Taurus title and called it the “Five Hundred”. Either way, the Taurus is back now and old people still love it. Upto 35% of all buyers are 65 years old or older.

9. Lincoln MKZ – Compared to the rest of the cars on this list, the Lincoln MKZ is a lightweight. It’s marketed to a fairly younger consumer, but just like the Taurus, 35% of it’s buyers are 65 or older.

8. Cadillac STS – The STS is probably the “sportiest” car on this list, although like the rest of the cars, it has a roomy interior and the blind spot/back up cameras that older people like. Retirees love the Cadillac brand, they remember it as being the ultimate car brand. 39% of all Cadillac STS buyers are over 65.

7. Toyota Avalon – The only foreign car on the top ten list is Toyota’s flagship sedan. That’s because Toyota specifically designed the Avalon to compete in this particular market of over-65’s. Because of all the press, 39% of all Avalon sales went to retirees.

6. Mercury Sable – The Sable is the Ford Taurus’ upmarket cousin, and just like it’s always been, it’s essentially just a Taurus with a Mercury badge. Old people love it though, nearly half of all Sables sold (48.5%) have gone to people over 65.

5. Buick LaCrosse – The top five on this list is where the real favourites lie; there is a substantial jump in the percentage of over 65 buyers as we go from #6 to #5 on the list: Only 48.5% of all Sables want to old folks, meanwhile, almost 64% of all Buick LaCrosse sales were to people over 65.

It has old folk favorites like OnStar, electric seats with memory and remote audio controls on the steering wheel. We’re in the over-50% zone now, so it’s a safe bet to avoid all Buick LaCrosses you see.

4. Buick Lucerne – The Lucerne is the beefier version of the Buick LaCrosse, plus is has parking sensors and reversing cameras. It also has ‘Lane Departure Warning System’ that alerts the driver if the car starts to move out of its lan. Still, with a full 67% of all Lucerne’s out there belonging to over 65’s, I’ll still steer clear of them, with or without lane departure warning system.

3. Mercury Grand Marquis – The Mercury Grand Marquis costs a little more than half the price of the Lincoln Town Car and the two cars are virtually identical. If you exclude cops and other fleet drivers, a full 69% of all Grand Marquis drivers are over 65.

2. Cadillac DTS – The DTS is slightly larger and less sporty than the STS. It’s actually a direct competitor to the Lincoln Town car, so it appeals to retirees for all the same reasons. Brand recognition, quality image, and lots of technology like lane-departure warning system and blind-spot systems that many of the other top ten have make 72% of OAP’s buy one.

1. Lincoln Town Car – More than 75% of all Town Cars out there are driven by someone over 65, so keep an eye out. The Town Car is probably one of the spacious sedans for less than $47k. It has more interior space than many large executive cars.

The car is just the typical old man car: huge interior, rear-wheel drive, mirror like ride, plush seats and a powerful V8 petrol engine.

Electric KTM Freeride

Austrian manufacturer KTM has unveiled its Freeride electric bikes at the Tokyo Motorcycle Show.

Available as either an off-road enduro or a street-orientated supermoto, both versions share the same battery and motor technology. That means a peak 30 horsepower and a top speed of 43 mph (70 km/h). Performance is helped by the two bikes being so diminutive - total all-in weight is only 90 kg, including the battery pack.

As with most electric vehicles, it’s the battery that will be so critical to the success of the product. Price, performance, range and recharging time are all directly influenced by it.

According to KTM, the Freeride’s 2.5 kWh battery should be good for one hour of off-road riding. After that, it’ll take 90 minutes to fully recharge, although alternatively it can simply be swapped over for another one - assuming the rider can afford the cost of a spare.

KTM is planning to commence European Freeride sales in spring 2011, with a price expected to be ‘under €10,000’ - that’s around £9,000 at today’s exchange rates. By comparison the KTM 125 SX, a two-stroke petrol-powered enduro, is £5,256. Such a difference can partly be explained by the money spent on developing the Freeride, but it’s mostly down to the cost of that battery.



There are already a few electric scooters on the market, but the Freeride’s main competition will probably come from the Zero Motorcycles range.



Zero’s X and MX off-roaders are less powerful than the Freeride, producing 23 hp from a 2.0 kWh battery. However, they do only tip the scales at 73 kg and 78 kg respectively, so that weight advantage should help to overcome some of the power deficit versus the KTMs.

UK prices are also much less than those envisaged for the Freeride, with the X starting at £5,995 and the MX at £6,595. The other Zero models are the S supermoto and DS dual-purpose. Both cost £7,995, and use a more powerful 4 kWh battery that allows a top speed of 67 mph and a range of 50 miles (80 kilometres).

The current state of electric vehicle technology means bikes like KTM’s Freeride seem expensive. But they may safeguard the future of off-road motorcycle sport, because of their virtually silent running. True, reduced carbon emissions are a benefit, but noise is often a real problem. It causes objections from nearby residents which, combined with local regulations, often mean it’s difficult to stage events or build a track.

£33,699 i-MiEV

According to What Car? magazine, the Mitsubishi i-MiEV is going to cost a staggering £33,699 when UK sales start in January 2011.

You’ll be able to knock five thousand off that figure thanks to the OLEV Plug-in Car Grant, but even charging (no pun intended) £28,699 for a small car with a 100-mile range seems crazy. Perhaps those lithium-ion batteries give off some kind of vapour that addles the brain?



Mitsubishi reckons that users will save money when it comes to running costs though, claiming the electricity bill over 12,000 miles will be just £115. The i-MiEV will also be exempt from road tax.



But even with those savings, the figures just don’t appear to stack up. It’s difficult to see how customers will be tempted out of their ‘normal’ cars.



Looking at Mitsubishi’s own range, for example, a £14,849 Lancer Hatchback 1.5 GS2 is almost half the price of the i-MiEV - even after the government subsidy has been deducted.

Part of the problem is that the Lancer’s fuel costs won’t negate such a price difference.



It will, according to Mitsubishi, do 42.8 mpg (6.6 l/100km) on the combined cycle. So, assuming the UK petrol price rises to £1.20 per litre / £5.46 per gallon, you’d spend £1,531 per year on fuel by driving the Lancer 12,000 miles.



Over three years, that’s a total petrol cost of £4,593. A scarily large number, but even so you’d still be better off by over £9,200 buying the Lancer instead of the i-MiEV (ignoring depreciation).



Of course, the list price may ultimately be academic, depending on how Mitsubishi chooses to market the car. The 25 i-MiEVs that Mitsubishi has on trial in the UK are leased out at a more palatable £350 per month, so that may be the method used with production versions too.



Mitsubishi will doubtless be keen to see how competitors such as the Vauxhall Ampera, Chevrolet Volt and Nissan Leaf are priced, not to mention the forthcoming i-MiEV-based electric cars from Peugeot / Citroen.

2010 BTCC entries

Entries for the 2010 British Touring Car Championship have been confirmed. In total there’ll be a healthy 23-car grid this season, with seven different manufacturers and nine different models represented.



For the first time in the BTCC, Chevrolet will be entering a works-backed team. It’ll be debuting the Cruze, following the car’s inaugural campaign in last year’s World Touring Car Championship. The team will be run by RML, also responsible for Chevrolet’s WTCC operation.

Having a second factory team in the championship alongside Honda is good news. Chevrolet’s decision to compete also allows Jason Plato to stay in the BTCC. Having just missed out on the championship last year in his independently entered Chevrolet Lacetti, he’ll be a serious challenger for the 2010 title.

From the picture above, it would appear that Plato has participated in a ‘bring your kid to work day’. In fact it’s his new Chevrolet team mate, 19-year-old Alex MacDowall, who was runner-up in 2009’s Renault Clio Cup.



Pirtek Racing and Pinkney Motorsport - both running a Vauxhall Vectra each - will be the first teams to use the BTCC’s own turbocharged engine, in anticipation of the ‘Next Generation Touring Car’ regulations.



The NGTC rules are due to come into force in 2011, and over the next few years they will see a gradual replacement of the Super 2000 cars currently used in the BTCC. The idea behind NGTC is to cut racing budgets by some 50%, thereby encouraging fuller grids.



Much of that reduction is to be achieved by standardising major components such as gearboxes, suspension and brakes. Switching to more durable two-litre turbo engines will also be a significant cost saver, especially as teams that don’t want to develop their own engines will be able to use an unbranded one developed by TOCA.



That’s what Pirtek and Pinkney are doing, and doubtless all the other teams will be watching closely to see how competitive they are.



The full entry list is:



No. / Driver / Team / Car

2 / Jason Plato / Silverline Chevrolet / Chevrolet Cruze

20 / Alex MacDowall / Silverline Chevrolet / Chevrolet Cruze

4 / Matt Neal / Team Honda / Honda Civic

52 / Gordon Shedden / Team Honda / Honda Civic

5 / Mat Jackson / Airwaves BMW / BMW 320si E90

11 / Steven Kane / Airwaves BMW / BMW 320si E90

6 / Robert Collard / WSR / BMW 320si E90

44 / Andy Neate / WSR / BMW 320si E90

21 / Tom Onslow-Cole / Team Aon / Ford Focus ST

23 / Tom Chilton / Team Aon / Ford Focus ST

22 / Tom Boardman / Special Tuning UK / SEAT Leon

27 / Martin Johnson / Boulevard Team Racing / Vauxhall Astra Coupe

28 / John George / Tech-Speed Motorsport / Honda Integra

29 / Paul O'Neill / Tech-Speed Motorsport / Honda Integra

30 / Martin Depper / Forster Motorsport / BMW 320si E90

37 / Arthur Forster / Forster Motorsport / BMW 320si E90

43 / Lea Wood / Central Group Racing / Honda Integra

55 / David Pinkney / Pinkney Motorsport / Vauxhall Vectra

77 / Andrew Jordan / Pirtek Racing / Vauxhall Vectra

88 / TBA / Triple Eight Race Engineering / Vauxhall Vectra

888 / TBA / Triple Eight Race Engineering / Vauxhall Vectra

98 / Matt Hamilton / TH Motorsport / Honda Civic Type R

99 / Shaun Hollamby / AmD Milltek Racing.com / VW Golf MK5

Tesla Roadster now available in RHD (UK)

Tesla’s all-electric < Roadster is now available in right-hand drive. The Tesla < Roadster right-hand drive features a few improvements over previous left-hand models including a new sound system and new noise-reduction materials.

Cristiano Carlutti, Tesla's Vice President for European sales and operations, said there had been strong interest from UK customers for a right-hand drive model.

"The right-hand-drive model is our response to growing demand from high-performance car buyers in the UK who are also interested in their impact on the environment,” he said.

"Tesla is dramatically expanding its retail footprint in Europe, we look forward to building our community of owners and fans throughout the continent."

The model is available now from Tesla’s Knightsbridge showroom in London and is priced from £86,950. Tesla's all-electric Model S saloon will be available in 2012.

No Topolino for British market (UK)

Fiat’s two-seat, 2 cylinder < Topolino may not come to the UK. The budget city-car was intended for developing markets as well as richer Western European countries, but Andrew Humberstone, managing director of Fiat Group UK, admitted there are doubts as to whether the < would succeed in the UK.

“The < Topolino makes sense globally but is more difficult to position over here. We already have a very good presence in the A-Sector and we have to consider how the market will be affected when the Chinese makers eventually enter the UK. They could start offering much cheaper models, some with Fiat technology, too.”

Fiat has a long history in the Chinese market — most recently the Italian company agreed to a joint venture with leading Chinese manufacturer Guangzhou Auto Group. Construction has already started on the GAC-Fiat factory, which will be able to produce 140,000 cars and 220,000 engines per year.

Fiat is expected to make its new < Topolino city car, a 3 metre, two-seater based on the < Panda, on Zastava production lines. The car will be positioned below the < Panda and the < 500 on price and is expected to use Fiat's new 900cc 'MultiAir' engine in 65bhp, normally aspirated form.

SLS AMG GT3

Images have emerged of the Mercedes-Benz SLS AMG GT3 racing car.

Built to challenge rivals such as the Porsche 997 GT3 Cup S, Ferrari 430 Scuderia, BMW Z4 GT3 and Aston Martin DBRS9, it’s expected to make its competition debut in 2011.

Few details have been revealed about the new car, although its 6.3 litre V8 should produce slightly more than the 571 bhp found in a road-going SLS AMG.

Visually, the most obvious change is the addition of a huge wing on the back, which will work together with the enlarged front splitter to provide plenty of down force on the circuit.

The interior is totally stripped out, and a full roll-cage has been fitted.

It’s unknown whether Mercedes-Benz has approached the FIA yet regarding homologation. It will be interesting to see if the FIA feels those gull-wing doors are a potential safety risk - they’ll certainly make driver extraction difficult if the car ends up on its roof after an accident.

BMW goes FWD

In a move that might alienate some fans of the brand, BMW CEO Norbert Reithofer has revealed plans for a range of small BMW cars that will share a front wheel drive / all-wheel drive platform with Mini.



This is a major paradigm shift. Up until now, BMW has stuck to either rear or all-wheel drive for its entire line-up, on the basis that only those layouts would deliver the superior handling balance that’s central to the marque’s reputation. How else could BMW provide The Ultimate Driving Machine / Sheer Driving Pleasure / Freude am Fahren etc, etc?



The new BMW models will sit below the 1 Series, which is to retain its RWD architecture, and be between 3800mm and 4300mm long.



To put those figures into context, the Mini hatch is 3699mm, the Mini Clubman is 3937mm and the BMW 1 Series hatch is 4239mm. So it seems the new range is going to have to squeeze into a tiny gap between those existing models.



A fairly safe assumption is that the next generation 1 Series will grow slightly, creating space to accommodate the newcomers. It’ll still be interesting to see whether the new FWD range has more interior space than the 1 Series, though. Unlike the 1 Series, it won’t need an engine bay that can take a longitudinally-mounted straight six engine, a consequence of RWD that certainly affects packaging.



Will the advent of FWD really bother potential customers? That’ll probably depend on who you ask.



The majority probably won’t understand the question. According to a recent survey of 1 Series drivers carried out by BMW, a shocking 80% thought their car was driven through its front wheels. So, as long as the new range handles fine, they really won’t care. It works for BMW’s competitors. Audi, for example, manages quite happily using FWD for all of its cars except the A8, R8, Q5 and Q7.



Admittedly, it’s debateable whether an Audi ultimately offers as good a driving experience as its equivalent BMW. For some of the remaining 20%, such arguments might make them a bit sceptical of FWD. However, Mini has already proven that BMW can engineer a very capable FWD chassis. The Mini’s handling prowess combined with the better ride that a longer wheelbase should give sounds like a pretty good recipe.



That leaves the third, most likely smallest, group. Those who think FWD is the work of the devil, who would rather walk than drive such a creation. OK, in a fit of pique they may decide to boycott the rest of the BMW range, but they should be reminded that the market isn’t awash with RWD cars smaller than the 1 Series. The only mainstream alternatives are the Mazda MX-5 or Lotus Elise / Exige, 4020mm and 3785mm respectively. Not exactly direct competitors to the BMW, then.



One of the biggest problems facing BMW will be what to call its small car. 0 Series?

2010 Sebring 12 Hours

Following a dominant performance in qualifying, it was no surprise that Peugeot went on to win its first Sebring 12 Hours race this weekend.

In the end, it was the number 07 Peugeot 908 HDi FAP of Alexander Wurz, Anthony Davidson and Marc Gene that took victory in the first race of the 2010 American Le Mans Series.

Its sister car, driven by Pedro Lamy, Sebastien Bourdais and Nicolas Minassian, finished just behind in second place, completing the same number of laps.



It was, arguably, a somewhat hollow victory. The main challenge to the diesel Peugeots for both LMP1 and overall honours would probably have come from the Audi R15 TDI, also diesel powered.



Audi however was absent from Sebring, although it had wanted to compete. Because Audi didn’t have a full 2010 spec car ready in time, it tried to enter an interim R15 instead. It would have complied with the updated regulations regarding air restrictors and reduced turbo pressures, but its aerodynamics - especially around the front of the car - would not have.



Therefore, to be allowed to take part, all other teams would have had to agree. Peugeot emphatically said ‘non’ though, so that was that. The irony is that Audi will be taking the full 2010 spec R15 (pictured below) to Sebring later this week for a testing session.

The third podium place was taken by the LMP1 Lola-Aston Martin of Stefan Mücke / Harold Primat / Adrian Fernandez, the first petrol-powered car to cross the line.



Away from LMP1, LMP2 only had three entrants. The class was eventually won by the Porsche RS Spyder of Greg Pickett / Klaus Graf / Sascha Maassen.



GT2 was the most hotly contested category, with thirteen entrants. Many expected one of the Chevrolet Corvettes to win. Indeed, that did seem to be the likely outcome until just over three hours into the race.



In what could kindly be described as an unfortunate incident, Jan Magnussen had just got into the number 3 Corvette following a driver change. Upon being released from his pit box, he immediately collided with his team mate Emmanuel Collard who was entering the adjacent pit in the number 4 car. Both Corvettes needed repairs following the accident, gradually dropping them down the field.



Corvette Racing’s misfortunes, together with various episodes that affected the Porsche 911 GT3 RSR runners of Team Falken Tire and Flying Lizard Motorsports, ultimately handed the class win to the Ferrari F430 GT of Risi Competizione, driven by Jaime Melo / Gianmaria Bruni / Pierre Kaffer.

Luckily, the ALMS field is bolstered by two additional categories, LMP Challenge and GT Challenge, which are essentially one-make classes. Without these, the grid would have been reduced to a rather pathetic twenty-one entrants, rather than the thirty-four that actually did start the race.



LMPC is new for 2010, and all teams use the Oreca FLM09 prototype. These cars have full carbon fibre chassis, run with a minimum weight of 900 kilograms and have engines producing 430 hp. LMPC also uses single-supply Michelin tyres to keep the racing as even as possible. The Level 5 Motorsports car of Scott Tucker / Ryan Hunter-Reay / James Gue took a comfortable class win at Sebring, finishing 10th overall and sixteen laps ahead of its nearest LMPC challenger.

GTC is exclusively for the Porsche 911 GT3 Cup car. The class victory went to the number 81 car driven by Juan Gonzalez / Butch Leitzinger / Leh Keen, entered by Alex Job Racing.

Swiss driver gets £180k speeding fine (CH)

A Swiss millionaire has been given a record speeding fine of $290,000 (£180,000).

The Ferrari Testarossa driver was caught driving at 137km/h (85mph) through a village with a speed limit of 50mph. According to the BBC, the penalty was calculated based on the unnamed motorist's wealth - assessed by the court as $22.7m (£14.1m) - and because he was a repeat offender.

It is more than double Switzerland's previous record speeding fine.

Neal back at Honda

Honda and Team Dynamics Motorsport have announced the Honda Racing Team driver line-up for 2010’s British Touring Car Championship.



After spending the past two seasons with the now-departed Vauxhall VX Racing team, Matt Neal will be returning to the outfit run by his father.

It’s a driver / team / manufacturer combination that has worked well in the past. Both times Neal won the championship (in 2005 and 2006) he was at the wheel of a Team Dynamics Honda Integra.



Joining him at Honda will be Gordon Shedden who, just to reinforce the sense of déjà vu, was Neal’s team mate in 2006 and 2007.

If previous form is anything to go by, they should be close competitors. Shedden just beat Neal to third place in the 2007 season, the Honda drivers finishing behind Jason Plato and eventual champion Fabrizio Giovanardi in his Vauxhall Vectra.



This year’s first BTCC race is at Thruxton, Hampshire on 4 April.

Shelby G.T.500CR

The appeal of a re-engineered classic car is not difficult to see - you get all the style, but upgraded modern components mean it’ll also stop properly, go around corners and start first time, every time.



It’s a concept that seems to have been particularly popular with Jaguars, with firms like KWE in the UK and Beacham in New Zealand modernising models of various vintages.



Classic Recreations of Yukon, Oklahoma are now doing something similar with the Ford Mustang. However, what makes their Shelby G.T.500CR special is that Carroll Shelby Licensing Inc. has granted them a licence to produce this continuation series.

Using a 1967 Ford Mustang as the start point, authentic Shelby performance parts are used throughout the conversion. Because of that, and the input and oversight given by Shelby technical personnel, each car will come with an official Shelby serial number and badges, and be included in the Shelby Worldwide Registry.



Three versions are on offer. The $119,000 Intro and $149,000 Performance both have a 427 cubic inch (7 litre) fuel injected engine producing 545 horsepower, connected to a Tremec manual transmission.

The range-topper is the $199,000 Venom, which has its power boosted to a jaw-dropping 780 horsepower courtesy of a Procharger F1-R intercooled supercharger.



And in case those figures just aren’t enough, the G.T.500CR also comes equipped with a nitrous oxide system that gives an extra 150 horsepower.

Fortunately, similar attention has also been paid to the chassis. Keeping the car on the road is an uprated suspension set-up, which features anti-roll bars front and rear, and there’s a powered rack and pinion steering system. Shelby / Baer disc brakes take care of stopping the G.T.500CR, and it rides on 17-inch Shelby alloy wheels with Goodyear high performance tyres.



The interior also gets a makeover, with the Carroll Shelby seats and Simpson five-point seatbelts being a great improvement on the originals.

So far, Classic Recreations has only unveiled the Performance version, but prototypes of the Intro and Venom are due soon.

Leaf to be built in UK

At last, some good economic news for the north east of England. Nissan has decided that the Leaf electric car will be built at its Sunderland plant, securing hundreds of jobs.

Nissan had previously said that a new factory to manufacture lithium-ion batteries, which the Leaf runs on, would be sited in Sunderland.



However, it was by no means certain that the car itself would also be built there. Fears that Nissan would select a location outside of the UK had intensified, after it lost out to BMW in the deal to provide a car fleet for the 2012 London Olympics.

The Sunderland plant’s reputation for efficiency will have helped enormously in overcoming that apparent snub. A £20.7 million grant from the UK government, together with £197.3 million from the European Investment Bank, probably made the decision easier too.



Nissan though has been keen to emphasise that the UK’s environmental policies were also an important factor, especially regarding the setting up of a charging infrastructure for electric cars. The recently announced OLEV Plug-in Car Grant (see this post) would doubtless also have been influential.

UK sales of the Leaf are planned to start in early 2011, although cars will initially come from Nissan’s Oppama plant in Japan until Sunderland production commences in 2013.



Around 50,000 Leafs will be built each year at Sunderland for European markets, alongside the Juke and Qashqai crossovers and Note hatchback. Manufacture of the next generation Micra is to move to Chennai in India.



Together with a third factory in Smyrna, Tennessee, total global Leaf production is expected to reach 200,000 units annually.

New Megane Coupe Cabriolet With Elegant

New Mégane Coupé-Cabriolet completes the renewal style of the New Mégane family which is built on the strengths that forged the success of its predecessor. Its new appearance is supported by the large folding glass roof, high-gloss finish, black glass roof contrasts with the satin-effect chrome windscreen frame exterior, and the dark red taillights featuring a linear lighting pattern and LED brake lights to provide a distinctive rear lighting character.
With it’s new style, New Mégane Coupé-Cabriolet goes further by offering customers with unruffled open-top motoring supported by the forward position of the windscreen and a fixed glass, outstanding handling performance with a stiffer chassis and a new electric power steering system, and a broad choice of efficient and eco-friendly powertrains including the all-new automatic EDC (Efficient Dual Clutch) transmission.

New York Auto Show: 2011 Mercedes SLS AMG GT3

Mercedes-Benz introduced a new race car during the New York Auto Show earlier today.  The Mercedes-Benz SLS AMG GT3 will be used in competition beginning in 2011.

The 2011 Mercedes SLS AMG GT3 is powered by the AMG 6.3-litre V8 front-mid engine with dry sump lubrication coupled with a sequential six-speed racing transmission steering wheel shift paddles. The 2011 Mercedes SLS AMG GT3 also comes with an multi-disc locking differential integrated in the
transmission. The engine and the transmission of the 2011 Mercedes SLS AMG GT3 are connected via a torque tube within which a carbon-fiber shaft rotates at the engine speed, as in the roadgoing version.

The SLS AMG GT3 features a new new front apron with a splitter, the bonnet with central cooling air vent, wider front and rear wings, sideskirts with cooling ducts for the rear brakes, a rear diffuser and the adjustable rear aerofoil.

That light-weight body is made entirely of carbon fiber, with impressive new aerodynamics including a massive front splitter, rear diffuser and enormous rear spoiler. Compared to the road car, the GT3’s bodywork is two inches wider, enough to accommodate some massive center locking 18×12-inch front and 18×13-inch rear wheels with racing slicks. Inside those wheels is a special composite AMG race braking system with six-piston front calipers and four-piston rear calipers.

The 2011 Mercedes SLS AMG GT3 price was not announced yet, but Daimler mentioned that sales will start in autmun 2010.





Press Release

Automobile fascination paired with spectacular race car design - that is the new Mercedes-Benz SLS AMG GT3. The racing version of the SLS AMG has been conceived as a customer sport vehicle for participation in race series based on FIA GT3 regulations. Meticulous lightweight construction and optimized chassis, brakes and aerodynamics deliver uncompromising dynamics. The extra special SLS AMG will make its race track debut in 2011.

The clean design and breathtaking form of the SLS AMG have been effectively accentuated by targeted modifications to the bodyshell. The new components, made largely from lightweight carbon fiber offer a clear indication of extraordinary race track performance and extensive aerodynamic development work.

From the front, the GT3 race car boasts a new front skirt with enlarged air intakes. The wide opening beneath the characteristic radiator grille bearing the large Mercedes star and the wing-shaped horizontal fins supplies air to the engine oil cooler and brake discs. The same function is served by the two intakes below the vertical bi-xenon headlamps. Downforce on the front axle is provided courtesy of four externally mounted side flics, as well as a carbon front splitter; it runs directly into the smooth underbody panel, which connects to the rear diffuser.

The hood features a central opening for the extraction of heat from the engine, while side openings in the front fenders facilitate air flow through the wheel arches. Weight optimization measures include the application of extremely lightweight polycarbonate for the side and rear windows and, if desired, for the front windshield as well.

The fenders have been widened front and rear to accommodate the large racing tires. With a breadth of 78.3 inches, the GT3 bodyshell is a good 2 inches wider than the series production SLS AMG. The new sills feature openings for cooling the rear brakes, with the smooth underbody visible along the underside of the sills. The B-pillar houses the standardized fuel tank adapter for the rapid refueling system. The 31.7 gallon fuel tank is located centrally behind the driver.

Wide rear carbon spoiler

The rear view of the SLS AMG GT3 is dominated by its imposing width. Above the rear hatch sits a wide carbon fiber spoiler; it is extensively adjustable and facilitates perfect setup to suit individual race track characteristics. The new rear skirt accommodates two openings for extracting air from the rear wheel arches. A further visual highlight is the rear carbon fiber diffuser; it rises smoothly from the rear axle area as a continuation of the smooth underbody, its form adding to the downforce. The overall aerodynamic concept of the SLS AMG GT3 was analyzed and defined through extensive wind tunnel and race track testing.

The black exhaust end pipes deliver a fascinating and, at the same time, characteristic AMG eight-cylinder sound. The regulation rain lamp is integrated into the rear hatch - it must be switched on by the driver in poor weather conditions.

Close to series production AMG 6.3 liter V8 engine

As defined in the FIA GT3 regulations, the AMG 6.3 liter V8 engine is virtually identical to that of the series production vehicle. Thanks to its low weight, the acceleration figures for the GT3 - 3.7 seconds for the sprint from 0 to 60 mph - are considerably below the already excellent figures for the series production vehicle. Depending on gear ratio, the top speed is more than 186 mph.

The AMG 6.3 liter V8 engine uses dry sump lubrication in the racing vehicle, too. The application of a suction and pressure pump, as well as an external oil tank means that the conventional oil sump can be omitted. This technology ensures reliable lubrication of the engine under high lateral acceleration, of the kind usually experienced on the race track.

Dry sump lubrication also facilitates a low mounting position for the V8 power unit - one of the key technological highlights of the SLS AMG. The solution - installing the eight-cylinder as low as possible and as a front mid engine behind the front axle, combined with a transaxle transmission layout - results in excellent weight distribution.

Six-speed racing transmission with sequential shift

In contrast to the series production vehicle, the SLS AMG GT3 is equipped with a six-speed racing transmission with sequential shift. Thanks to its compact construction, the race-tested transmission offers considerable packaging benefits - ultimately, the GT3 version has less ground clearance than the series production vehicle. The driver shifts gear using two shift paddles on the steering wheel. The transmission is mounted directly on the rear axle and connected to the V8 engine via a torque tube, which has a very high degree of flexural and torsional stiffness. This delivers considerable benefits when it comes to dynamics, as this sophisticated solution enables the entire driveline to be laid out with significantly less play. Alongside the traction control, a multi-plate locking differential integrated into the transmission delivers outstanding acceleration characteristics. Inside the torque tube, a drive shaft rotates at engine speed. As in the series production model, and in the Mercedes-Benz C-Class DTM touring car, the shaft is made from carbon fiber.

With its long wheelbase, low center of gravity and wide track, the SLS AMG vehicle concept was predestined for the race track - its strengths include precise turn-in characteristics, first-class agility, low inertia under sudden changes of direction and a high cornering limit.

It required only minimal modification for perfect race track performance. The lightweight aluminum chassis with double wishbone suspension at all four corners has modified kinematics to take into account the lower vehicle height. The array of adjustability options facilitates optimal modification to suit individual race track characteristics and varying weather conditions. As well as the ability to vary the spring and damper setup, there is also the freedom to adjust track and camber, vehicle height and the stabilizers on the front and rear axles.

Like the series production SLS AMG, the GT3 version is also equipped with rack and pinion steering with speed-dependent power assistance. The more direct input ratio facilitates even greater handling agility on the race track.

AMG race braking system using composite technology

Shortest stopping distances, highest stability and optimal control are guaranteed by the AMG race braking system. All four corners feature brake discs in motorsport-tested composite technology. Gray cast iron axial and radial floating discs are fixed to an aluminum hat via stainless steel composite elements. This sophisticated technology enables perfect heat dissipation and thus reliable stability. The SLS AMG GT3 is also equipped with precisely calculated cooling channels - openings in the front skirt and ahead of the rear wheels direct cool airflow over the brake discs. All four brake discs are ventilated, slotted and drilled. Six-pot fixed calipers on the front axle and four-pot fixed calipers at the rear, finished in anthracite with the AMG logo in white, provide plenty of brake pad surface. An anti-lock brake system with special race track settings is fitted as standard. Due to space restrictions, the AMG high-performance ceramic composite brake system, available as an option on the series production vehicle, is not compatible with the 18-inch wheels prescribed by FIA regulations.

The AMG center-locking alloy wheels - 12x18 inches front and 13x18 inches rear - are fitted with racing tires in formats 11.3 x 26.9 inches (front) and 12.4 x 27.9 inches (rear). Depending on the application, the tires are available as profile-free slicks, intermediates or wet weather tires. The classic multi-spoke design aids ventilation of the braking system. Fast pit stops and wheels changes are ensured by the pneumatic lift system integrated into the underbody. Four pneumatic rams raise the GT3 race car by around 7.5 inches, enabling the pit crew to change the racing tires in double quick time.

Interior with racing bucket seat and race steering wheel

On opening the gullwing doors, the SLS AMG GT3 displays a functional interior with a distinctly race car feel. The driver sits in a racing bucket seat fitted with a six-point harness and the HANS system (Head and Neck Support) that fixes the helmet in place in the event of an accident, thus minimizing the risk of injury. Additional safety comes courtesy of the steel roll cage, which also serves to further stiffen the aluminum spaceframe.

A steering wheel with a diameter of 13 inches facilitates perfect vehicle control. Because it is open at the top, the driver always has a perfect view of the central display, which provides all relevant information such as road speed, engine speed, operating temperatures, lap times and gear selection. The steering wheel is fitted with a quick-release mechanism that makes entering and exiting the vehicle considerably easier. The switches on the steering wheel hub enable the driver to activate additional functions such as the pit radio, headlamp flasher and the drink supply. Further operating elements are mounted on the center console and include the start/stop function for the AMG V8 engine, the traction control, reverse gear and - just in case - the integrated fire extinguisher. The control for adjusting brake balance is located on the torque tube tunnel.

The close relationship between the GT3 and its series production sibling is demonstrated by the instrument cluster, with its powerfully taut wing profile providing visual breadth. Integrated into the dash are the highly distinctive air vents galvanized in "Silver Shadow" and with adjustable cross-shaped nozzles - their form evocative of a jet engine.

Deliveries of customer vehicles to start early 2011

The new SLS AMG GT3 has been developed in accordance with FIA GT3 regulations and is entitled to participate in all GT3 race series - including the popular 24-hour races in Spa-Francorchamps, Belgium, and on the Nürburgring in Germany. Interested customers can order the vehicle starting in autumn 2010, with delivery scheduled prior to the start of the 2011 racing season. Homologation will be completed in March 2011.