New Car Launched

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This is the 599 GTO, Ferrari’s fastest ever road car. It is a limited edition special which Maranello describes as the road going version of the extreme 599XX track car. Reviving the Gran Turismo Omologata moniker that recalls the 1962 250 GTO and the iconic 1984 GTO, only 599 examples of the 599 GTO will be made. Ferrari will debut its latest at the Beijing Motor Show later this month.

The 599 GTO’s engine is lifted from the 599XX but with necessary modifications for road-going homologation. With that, the engine complies with Euro 5 and LEV 2 standards. The 6.0-litre V12 makes 661 bhp at 8,250 rpm with maximum torque of 620 Nm at 6,500 rpm. This is good for a 3.35 second run from 0-100 km/h and a top speed of “over 335 km/h”. It uses a 6–speed F1 gearbox with 60 ms shift times and the ability to make multiple downshifts. The 1,495 kg 599 GTO lapped Fiorano at 1′24″, faster than the Enzo.

Apart from new springs and a stiffer rear anti-roll bar, the 599 GTO also features a second generation magnetorheological suspension control system. It works in tandem with VDC (Vehicle Dynamic Control) and latest-generation F1-Trac traction control. These combine to make the car extremely responsive to driver inputs – thanks in part to the “very direct steering ratio” – highly stable under braking, sharper on turn-in, more precise in cornering and quicker out of corners, says Ferrari.

It also comes with second-generation carbon-ceramic brakes (100-0 km/h in just 32.5 metres), new aerodynamic innovations such as wheel doughnuts that improve aerodynamic efficiency and brake cooling, and Supersport tyres developed by Michelin. The driver-car interface is also new with the adoption of the Virtual Race Engineer (VRE) which provides the driver with instantaneous information on performance. We wonder if Mr. VRE will give the 599 GTO driver hurry ups like how Rob Smedley does with Felipe Massa.

nice car...
but i think i no chance to buy 1 these car in my life...

MTM R8 GT3-2: Supercharged, 560 bhp, rear-wheel drive!

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Cold winters do strange things to German tuners. With the amount of snow they get, you’ll think that Wettstetten based tuner MTM would be grateful for the quattro AWD system on the Audi R8, but instead they have gone ahead and made a rear-wheel drive version of Audi’s supercar!

Presenting the MTM R8 GT3-2, which MTM says is the only RWD street-legal Audi around. The company “promises a complete new driving experience and pure driving pleasure” as you battle with the 560 supercharged horses from the 4.2 FSI engine. Torque is rated at 580 Nm. This is a big jump from 414 bhp and 430 Nm of the standard car and even surpasses the R8 V10’s 517 bhp/530 Nm. The GT3-2 accelerates from 0 to 100 km/h in 3.9 seconds on to a 317 km/h top speed. The 0-100 time is identical to the R8 V10, but remember that this tuned car puts its power to tarmac only via the rear wheels.

MTM adds on its own suspension kit with several settings, lightweight forged wheels on Dunlop Sport Maxx GT or Michelin Cup Sport tyres. The 20-inch rims hide 380 mm punched and ventilated brake discs. Nothing much is done on the outside except for a carbon fibre front spoiler, side skirt and rear wing for better air flow. I think the red chequred design looks quite cool on a black R8.

Besides selling the GT3-2 new, MTM has an open invitation to brave (or mad?) R8 owners to transform their Audi into a rear-wheel drive car.

Aston Martin to race “near standard” Rapide at Nürburgring

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Aston Martin will compete at the Nürburgring 24-hour race on 15-16 May with the marque’s new four-door sports car, the Rapide. This will be Gaydon’s fifth consecutive year racing at the famous Nordschleife circuit after previously campaigning the V8 Vantage and V12 Vantage.

Aston’s decision to use the Rapide is to “underline the sporting credentials” of its four-door car. The Rapide will compete in “near-standard specification” apart from mandatory changes required to compete in the endurance race such as safety mods, interior trim removed to reduce weight, retuned suspension and slick tyres. No star drivers either; the Rapide will be driven by a team of Aston engineers lead by Aston Martin CEO, Dr Ulrich Bez.

He explained: “This race represents the ultimate final engineering durability test for any sports car – it subjects the car to the toughest possible assessment under public scrutiny. The Rapide has the capability to carry four people in comfort but first and foremost it is a sports car and we will subject it to the same tests we would our other sports cars.”

The 470 bhp 5.9-litre V12 Rapide will be joined by a similarly lightly modified V12 Vantage which won the SP8 class last year on its competitive race debut, finishiing 21st place overall. Porsche GT3s have won the event since 2006.

New engine and minor visual tweaks for Audi TT

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Audi has given its popular TT range a refresh which consists of a new engine and subtle tweaks to the looks. This comes as Peugeot starts sales of its RCZ coupe, which made the journey from concept to production unmolested. We’ll get to drive the French hottie soon, but for now let’s focus on the TT’s new goodies.

Nothing too much to alter the instantly recognisable design. Up front is a new bumper that frames larger air inlets with “three-dimensional” edges. The fog lights now have chrome rings and the lattice of the single-frame grille is in high-gloss black.

Twelve white LEDs in a straight line serve as the daytime running lights. At the back, the “floating” reflectors of the tail lights add visual depth and the larger, flat black diffuser is matched by larger pipes. These changes have added 2 cm to the TT (now 4,187 mm). Four new metallic colours have been added.

Inside, Audi has merely played around with the trim – some silver here, some high-gloss black there. The aluminium strip above the glove box door is now in brushed grey. There are three new interior colours to choose from – nougat brown, titanium gray and garnet red. Leather seat covers are treated to reduce thermal heating by as much as 20 degrees Celsius when the TT is parked in the sun, useful for us in Malaysia.

New to the lineup is the 2.0 TFSI with 211 bhp, which replaces the 200 bhp version of the same engine and the 3.2 FSI. Torque is rated at 350 Nm, which is a big 70 Nm more than the previous TFSI. These new stats also put the TT well clear of the top RCZ, which 1.6 THP engine puts out 200 bhp/255 Nm. The turbocharged and direct fuel injected engine features Audi valvelift system (AVS) which adjusts the lift of the exhaust valves in two stages depending on need. Paired to the dual clutch six-speed S tronic and quattro AWD, 0-100 km/h takes only 5.6 seconds.

The other engines are a 1.8 TFSI with 160 bhp/250 Nm and a 2.0 TDI with 170 bhp/350 Nm. Opt for the diesel and you’ll be rewarded by 18.9 km/l combined consumption. Available as an option on all variants is Audi’s magnetic ride shock absorber system together with a Sport button that allows the driver to control servo boost for the steering and the engine sound in two stages.

Proton Satria Neo R3 Lotus Racing

We’ve been itching to drive the Proton Satria Neo R3 Lotus Racing the moment we saw it in the metal and read through the spec sheet. From the amount of interest generated by the posts about it on this blog, we reckon that you would also want to know how a RM115,000 Proton with an upgraded Campro, trick suspension and mega brakes would drive. Well, we just attended a media test drive session of the Neo R3 at Proton’s test track and guess what, it’s a cracker!

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First, let’s get some standard Neo complaints out of the way. I’m not the tallest guy around at 1.75 m, but with helmet on, seat pushed to its lowest point and in my correct driving position, my head is too close to the roof and sun visor for comfort, and I’m looking out from the top part of the windscreen. This is a design flaw that can’t be reversed, so we’ll have to live with it. The seats and steering wheel can be more special but the reason there’s no Momo or Recaro here is because R3 wanted to put this car to market in a short period without compromising safety (for instance, changing the seats and their mounting points would have required safety testing, and the hassle won’t be worth it for a 25-unit run).

Starting the car and moving off is simple, no elephant strength required for the standard clutch, and the Neo slots through the gates cleanly; the action is a little slicker than the standard Neo CPS if memory serves right. As you’ve heard in our previous post, the Neo R3 sounds much more “fierce” than the standard car, but it’s not just exhaust rumble. As you pull away from low to mid rpm, you can hear the engine sucking in air and this hissing intake noise goes well with the deep voice of the exhaust. There are no torque dips or holes in the power delivery, although one needs to remember that this is a high-revving NA engine, not a turbo car that jumps off the line – you wouldn’t fault a Type R for feeling normal below the VTEC zone, would you?

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Personally, I like the sensation of the Campro CPS’ switch over point, where the engine gains a second wind before rushing to the redline with an urgency not seen below 4,000 rpm. The feeling is intensified and prolonged here, as the Neo R3’s 145 bhp Campro redlines at 7,500 rpm. The fact that we’re running out of dial space (last figure is 8,000 rpm) at that point makes it even more fascinating. The shortened gear ratios make reaching those engine speeds an easy task that can be repeated from first to fourth (we didn’t max the car in top gear). In truth, the engine felt like it could still go on at 7,500 rpm. It won’t be too much to describe this as “Type R Lite” experience.

Besides the high speed oval with 45 degree banking, we also drove the R3 in the middle of the track, where Proton designed slalom, acceleration and braking tests. Without any official timing, we can only subjectively say that those four-pot AP Racing brakes provide enormous stopping power, and you’ll never run out of brakes in this car unless you’re being silly. The slalom run showed off the lighter headed Neo R3’s sharp turn in and good grip from the Bridgestone Adrenalin tyres, but instead of super glue like adhesion, the Proton let its tail loose a bit as it danced through the cones. Body control is excellent.

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One of the major highlights of this car is the Ohlins adjustable suspension. These Dual Flow Valve items are bespoke and tuned according to R3 given specs. Proton says that it gives the Neo R3 a compliant ride even on the worst roads, and although we did not get to test that claim, we got a hint of the suspension’s real world comfort at the track. With four in the car, we went pass a rough surface with a dip in the road. No harshness, no bottoming out and no “aftershocks”.

How does DFV work? Explained simply, when the damper encounters high shaft speeds (such as when the car passes a pothole or undulations) the “second valve” opens for faster oil escape. This fast reaction gives the car optimum traction and allows for constant contact between tyre and road, so there’s reduced impact.

Trick suspension aside, no other chassis mods were required. R3 boss and top drifter Tengku Djan said that the Neo’s structural integrity was already very good, and its chassis stiff and rigid enough. Most of the 62 kg weight reduction is at the car’s front end, and the wheels shave about 2 kg of unsprung weight at each corner.

Unfortunately, we were only given a short time behind the wheel, and did not have the chance to try the ultimate Satria Neo on the road. One day, perhaps. Yes, 145 bhp is not much, and RM115K is a lot of money (quality items don’t come cheap), but the Satria Neo R3 Lotus Racing pushes all the right buttons and delivers the right sensations for the enthusiast. Some may think of those 25 owners as fools, but I’ll call them lucky fools!

BMW X1 launched: RM300K for xDrive20d, petrol in June

BMW Malaysia has just pulled the wraps off its smallest X model, the X1 this morning. Billed as a Sports Activity Vehicle (SAV) by its maker, the X1 will be sold here with two engine options: one diesel, one petrol. Only the xDrive20d diesel model is available for now; the sDrive18i petrol will reach our shores in June.

The X1 is a compact SUV that slots below the X3, which will still be on sale. With length and width of 4,454 mm and 1,798 mm respectively, the X1 actually has a smaller footprint than a Honda CR-V. It doesn’t look that compact in the metal though, and Munich’s baby SUV has a pretty long wheelbase of 2,760 mm. That figure is similar to the 3-Series, which it shares a platform with.

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The xDrive20d model uses the same drivetrain as the 320d that was launched here last year, which means you’ll get a 2.0-litre commonrail turbodiesel with 177 bhp and 350 Nm of torque delivered from 1,750 rpm to 3,000 rpm, paired to a six-speed automatic. 0-100 km/h is done in 8.6 seconds and maximum velocity is 205 km/h. Combined fuel consumption of 15.4 km/l and CO2 output of 170 g/km leads BMW Malaysia to say that this X1 is the most eco-conscious in the segment. There’s more weight to carry than the 320d (which manages 16.7 km/l) but it will still save you a lot of fuel money compared to petrol powered rivals.

The not yet available sDrive18i pales in comparison. Its 2.0-litre N46 engine pushes out 150 bhp and 200 Nm of torque for 0-100 km/h in 10.4 seconds and a 200 km/h top speed. Claimed fuel consumption is 11.9 km/l. This petrol version is rear-wheel drive only, as opposed to the diesel’s four driven wheels (notice the S and the X in the name). Unlike some other 4WD systems, xDrive can channel up to 100% of drive to either axle. It works together with DSC (which lumps in ABS, Dynamic Brake Control, Cornering Brake Control and Dynamic Traction Control) which can cut torque and brake individual wheels.

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The X1 xDrive20d is priced at RM299,800 while the sDrive18i will cost RM263,800. Prices for both CBU cars are on the road inclusive of three-year BMW Service + Repair Inclusive package. Click here for a video and gallery of the X1.

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Mercedes-Benz SLS AMG GT3 is ready for racing

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This is the Mercedes-Benz SLS AMG GT3, the racing version of the RM2 million gullwing car. Designed to comply with FIA’s GT3 specifications, the SLS AMG GT3 is designed as a race car for “customers competing in sprints and long-distance races”. It is developed and produced by AMG in cooperation with HWA AG (HWA is the entity responsible for DTM racing on behalf of Mercedes-Benz Motorsports). Sales are expected to commence later this year, and homologation will be completed in time for the 2011 racing season.

The wide and flat SLS AMG GT3 gets a new front apron with a splitter, central cooling air vent on the bonnet and wider front and rear wings. From road car to race car, the SLS AMG also gains a big air vents behind the front wheel arches, sideskirts with cooling ducts for the rear brakes, a smooth underbody with rear diffuser and an adjustable rear aerofoil. All these measures work together for a low drag coefficient and maximum downforce while cooling heat stressed components. The car’s C-pillars accommodate standardised filler pipes for the fast-refuel system.

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The FIA will determine the maximum output of the AMG 6.3-litre V8 engine with dry sump lubrication on the “Balance of Performance” principle. The classification process, during which the kerb weight is also determined, will be completed in 2010. Doing transmission duties is a sequential six-speed racing gearbox with steering wheel paddles and an integrated multi-disc locking differential. Located at the rear axle, the gearbox is connected to the engine by a torque tube within which a carbon-fibre shaft rotates at the engine speed, as per the road car.

The wheels are located by a double-wishbone suspension of forged aluminium at the front and rear. Springs and shock absorbers, suspension height, stabilisers, track width and camber are all adjustable for a precise race setup. Rack-and-pinion steering with a more direct ratio and speed-sensitive servo assistance make for agile handling and a composite steel braking system with racing ABS takes its place behind the central-locking AMG light-alloys.

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The interior of the SLS AMG GT3 has a stripped, functional race car atmosphere: there’s a steel rollover cage, racing bucket seat with six-point seat belt and HANS system and of course, a fire extinguisher. The steering wheel is open topped so as not to block the view of the multi-info central display, which replaces the road car’s dials.

Bentley Mulsanne to hit KL on 14th of April

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Joy of joys for the ultra rich of Malaysia and for the rest of us who enjoy ogling cars of these price points parked in front of shopping malls – the Bentley Mulsanne will be making its way into Bentley Kuala Lumpur’s showroom on the 14th of April 2010 in conjunction with Bentley Kuala Lumpur’s first year anniversary.

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No price yet – but with models like the Continental Supersports and Supersports Convertible priced at RM2,288,000 and RM2,438,000 respectively, don’t expect the “New Grand Bentley” to be priced any lesser!

New body, new clothes for Audi R15 TDI Le Mans car

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The Audi R15 TDI will return to Le Mans this year with new aerodynamics and new livery, but can the four rings wrest back the title from Peugeot, who won last year to break Audi’s proud run of victories at the world’s oldest endurance race. They sure hope so.

Whereas silver was the dominant colour of last year’s R15, the 2010 car has a lot more red. In addition, large areas of the Le Mans racer will be kept in a “purist black carbon-fiber look”. The new look car will make its debut at the Le Castellet 8 Hours next week in preparation for the Le Mans 24 Hours in June. Results will be of little importance. “Le Castellet will strictly be about gathering additional experience with the R15 plus. Racing conditions simply can’t be simulated in normal track tests; that’s why we’re contesting a race at such an early stage,” explained Dr. Wolfgang Ullrich, Head of Audi Motorsport.

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This R15 is heavily revised over last year’s car, and is internally designated as “R15 plus”. Le Mans 2010 regulations call for smaller diameter air restrictors and reduced supercharging pressure for diesel-powered cars, and this has forced Audi to improve aerodynamics, Cd value and downforce. As a result, the entire shape of the R15 has been revised and it comes with a new face featuring a split nose. The team also says that despite the new engine rules, the R15’s 5.5-litre engine continues to deliver more than 590 bhp through “a lot of detailed work”.

The 2010-spec R15 got its first outing on Audi’s test track in Neustadt early March. The prototype was subsequently flown to the USA for aerodynamics trials before a five-day endurance test at Sebring, Florida where about 5,500 km was clocked without any technical problems worth mentioning.

Mazda 2 launched: sedan and hatchback, RM80K to RM85K!

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The Mazda 2 was launched hours ago at Prima Merdu’s third and latest showroom in Bandar Puteri Puchong. Available in two bodystyles – five-door hatchback and four-door sedan – the supermini is imported CBU from Thailand. It rolls off the Auto Alliance plant in Rayong, which will also supply us with the upcoming Ford Fiesta.

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The B-segment Mazda is powered by a 1.5-litre MZR engine producing 103 bhp at 6,000 rpm and 135 Nm of torque at 4,000 rpm, figures that are slightly shy of the similar sized engines from the Vios and City. The DOHC 16v unit with Sequential Valve Timing (SV-T) is paired to a four-speed automatic; I was personally hoping for a manual version, which is available both in Thailand and Singapore, but no such luck for us.

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You can choose between the standard V Grade and the sporty R Grade for both bodystyles. While both grades come with the same MacPherson strut front and torsion beam rear suspension, the R Grade suspension gets “Sport Tuning”. Front brakes are ventilated discs while rears are drums. The 2’s steering system is of the EPS variety. Opt for the R Grade and your Mazda 2 will roll on low profile 195/45 R16 rubber while the V Grade does with 185/55 R15 tyres.

Dimensions wise, Mazda’s little hatchback appears very petite. Width is identical with the Toyota Yaris and Honda Jazz down to the mm (1,695) and the 3,922 mm length is only 2 mm longer than the Jazz. However, the reason behind its svelte looks is the low roofline – the 2’s height of 1,478 mm is 47 mm less than the Jazz’s. While the hatch looks cute and pert, the same can’t be said of the sedan; that protruding boot just spoils the proportions. Its overall length of 4,263 mm is a substantial 132 mm shorter than the Honda City’s. Wheelbase is 2,490 mm for both variants.

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What we can say for sure, for now, is that if you have tall family members or friends, this car is definitely not for you. My not too tall 175 cm frame managed to fit in with only two fingers widths of headroom to space to spare.

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Equipment wise, the Mazda 2 comes with a leather wrapped steering with audio switches, split folding rear seats, ABS and two airbags. The sedan does not get the hatch’s ISOFIX child seat anchors and only the R Grade hatchback gets a bodykit. Prices are as follows (on the road, with insurance):

■Mazda 2 Sedan V Grade RM79,859.50
■Mazda 2 Sedan R Grade RM82,937.50
■Mazda 2 Hatchback V Grade RM82,111.50
■Mazda 2 Hatchback R Grade RM85,189.50

thanks for sharing!! interesting to see the RM115k Satria neo huh?hahaha

Jameslye wrote:thanks for sharing!! interesting to see the RM115k Satria neo huh?hahaha

But....this car don't worth RM115k...hefty tax is injected

Wow!Mercedes SLS.......cooooollll.....

RM115k I think can buy better cars than that Satria lo, at least it is not a Potong haha!