BONAFEDE HITS SWEET SPOT IN EAST LONDON

A convincing class win from pole position by Gennaro Bonafede in the opening Bridgestone production car race was the highlight for Team Ferodo of the penultimate round of the WesBank Super Series at the East London grand prix circuit on Saturday.

The 20-year-old Pretoria University student and his Ferodo Volkswagen Golf GTi were in fine form right from the first practice session on
Friday and carried the momentum through to Saturday, where Bonafede earned pole position on the starting grid for the first of the day’s two back-to-back sprint races and also for the all-important feature race with its double points.

Bonafede overcame a spirited challenge from Heinz Bose (Mazda3) to take his third race win of his first season in production cars by 0,190 sec.  With the top six finishers from race one starting race two in reverse order, the Bridgestone production car rookie was sixth on the grid for the second six-lapper.  Contact with the similar car of championship leader Graeme Nathan saw Bonafede go off in the complex and drop to seventh place early in the race.  He recovered well to finish third at the chequered flag.

There was every reason to be confident of a good result in the feature race and a chance to leapfrog second-placed Gary Formato in the championship with one race meeting remaining.  But the misfire that had plagued his more recent races returned just as the team was getting ready for the final race of the day.  There was no time to change the engine and Bonafede was forced to take up his pole position on the grid with an engine running on three cylinders.

He was predictably swamped by the field on the first lap and struggled on in a vain attempt to score championship points, finally finishing 10thand four laps down.

Ferodo team-mate Devin Robertson had no luck at all.  After arriving late for practice on Friday because of matric exam commitments, the 18-year-old from Alberton qualified a respectable third despite experiencing a problem changing gears.  His bad luck with the traditional draw for grid positions saw him start both races from sixth place.

He continued to struggle with the Polo’s gearbox in race one and finished fifth.  The team replaced the gearbox for race two and he ended an unrewarding weekend with a second successive fifth place finish.

The final round of the championship is at Kyalami on November 27 and 28, when the WesBank Super Series will share top billing with the international Superstars Series for V8 production cars.



STORY COURTESY OF PETER BURROUGHES COMMUNICATIONS

IT'S HERE, ALL NEW 2010 VOLVO S60

If there’s one model range of car that defines what Volvo stands for it’s the S60. Two generations ago the car went by the 850 moniker and spawned such legends as the 850 R with its signature yellow hue and black rims. Since then the S60 name has largely been associated with ageing nameless people whose life revolves around dropping children off at school, wearing grey suits, eating vegetables and picking up the kids from school.




Not that any of these pursuits are ignoble: it’s just that none of them scream fun. Or exciting. Or exhilarating. Words like these have been used to describe one or two models against which the all-new Volvo S60 is pitting itself. All three are German, all three are the bread and butter models in their companies. You know the ones I’m referring to.


This time though, Volvo has brought out its biggest guns as a means of recapturing some of its old magic. Despite being offloaded by previous owner Ford to Geely, one of China’s most successful car companies, Volvo seems to be gliding along just fine in terms of new and updated product. In fact, I’d say the Swedish brand has not seen such an awesome product renaissance since, well, since the 850 actually.


A claim was made that the new S60 is as good, if not better, than its three main rivals. That’s as far as the driving experience is concerned. A brisk drive along the southern coast line revealed the truth: Volvo’s claim is true. I accelerated, braked, turned, slowed down, curved and sliced through every type of road and came out highly impressed. Yes, one of the Germans has not been matched but the other two have. And this by a front-wheel-drive (FWD) Volvo nogal.


Spec wise the car is 4.6 metres long, 1.87m wide, has a wheel base of 2.8m and is 1.5m high, in total. It fits into the genre. Which brought up my question at the Volvo S60 launch: if the S60 competes with the Audi A4, BMW 3 Series and Mercedes-Benz C-Class, then where does the S40 fit in? It was said that the S40 is one of the entry points into Volvo, sort of like a grown-up C30. It is positioned below the S60 and its prices reflect as much.


Steering feedback is more precise, more engaging than in any other Volvo I have driven, even in the two front-wheel-drive models which typically showed some understeering when pushed. Two chassis choices are available in the international market, but Mzansi only gets the stiffer choice. I suppose we are a country that prefers a sportier ride than the Chinese middle class for example, who place comfort and prestige above all else. Not to say the S60 rides hard, since we could not make a direct comparison during the drive. Seats are lush with soft leather housing and were very comfortable.


The interior is quite familiar. New Volvos feature the single metal frame in the centre. It runs from the top of the dashboard down to the centre console where it encases the gear lever and cup holders. Materials used are soft and feel like high quality stuff at the touch of the hand. Dials are clearly visible and each function can be accessed with ease. All three models I drove feature a new colour screen with information about all sorts of stuff, like satellite navigation, the music system, petrol/ diesel consumption and other useful info.


Three models, as earlier explained, are on the price list for our market. The rest will be sent through in 2011. At entry is the 2.0T with a four-cylinder petrol turbo engine. Its power is 149kW made at 6000rpm, while peak torque is 300Nm between 1750rpm and 4000rpm. For now we only have it in 6-speed manual guise and that will help it attain a 0 – 100km/h time of 7.7 seconds, according to Volvo. Top speed is rated at 235km/h. Average fuel consumption of 7.9 litres per 100km and C02 emissions are 184g/km.


Step up and you find the D5, a delicate machine made of turbo diesel power, common rail direct injection technology and a 6-speed automatic gearbox. It’s a 2.4-litre 5-cylinder type with 20 valves, 151kW at 4000rpm and 420Nm between 1500rpm and 3250rpm. Customers will love it for its smooth operation and its frugality, certainly the two most apparent talents I uncovered during 100km slip. Very little argument can be made against its power numbers as well as its fuel consumption figure, said to be 6.3 litres per 100km. Greenies will also be pleased with its C02 status of 166g/km, while performance fundis won’t be disappointed with its claimed 0 – 100km/h time of 7.8 seconds and the 230km/h top speed.


Topping the new S60 range is the new T6 whose strength comes from a 3.0-litre petrol turbo with a rather forceful 224kW at 5600rpm and maximum thrust of 440Nm between 2100rpm and 4200rpm. Acceleration feels urgent but composed, thanks to Volvo’s all-wheel-drive (AWD) system and the 6-speed Geartronic gearbox. Volvo says 6.5 seconds is all that’s needed to reach 100km/h from standstill, and that the highest speed that can be attained by the T6 is 250km/h. Being a more feisty customer, the T6 does not rate fuel consumption that highly, as evidenced by the average figure of 9.9 litres per 100km and C02 emissions of 231g/km.


Volvo’s slogan for the new S60 includes the word “naughty” and the T6 is the naughtiest of them all. What really excited me about the car is that it really is up there with the best of the lot in its class as far as power, performance and panache are concerned.


This being a Volvo, safety is a given parameter from as early as the design stages. Therefore you’ll find airbags, whiplash protection, dynamic stability control, ISOFIX attachments for the rear seats, ABS and adaptive brake lights among the long list of standard safety equipment. Unfortunately safety bits such as the blind spot information system and the lane departure systems which were pioneered by Volvo, are sold as optional through the entire range. The flagship pedestrian detection system which can detect pedestrians and apply brakes in time to avoid slamming into them – depending on the car’s speed, is also optional at R18 600.


In order to take on the best you need the best car. This is undoubtedly Volvo’s best sedan so far as it ticks all the relevant boxes with such ease, one would think it’s been leading this class for years. No doubt buyers wanting to enter the segment will glance over Sweden side and discover something as good as what is offered in Germany.




2010 Volvo S60 Pricing
(Includes VAT and C02 Taxes)
2.0 T manual (R355 500)
2.0 T automatic (R371 900)
D5 (R408 000)
T6 (R464 000)

Ducati

In 1926, Adriano and Marcello Ducati founded a company that specialised not in motorcycles, but the production of radio components. During the war years, they turned their attention toward electronic military equipment. This move made their factory a target for allied bombing, but despite frequent, serious damage, they managed to remain in production. In 1950, Ducati launched their first motorcycle, which was based on the already well established Cucciolo engine. This power unit, designed by Aldo Farinelli, was originally created as a strap on motor for push bikes. By the time Ducati adopted it, 200,000 units had been produced. This first creation by Ducati was capable of 40mph and 200 mpg and weighed in at 98 pounds. These bikes were badged as 55M or 65TL.

Post-war economic growth put more money in Italians' pockets and with it the need for something more sophisticated, so at the Milan Show of 1952, the company introduced the 65TS and the cruiser, which was the first four-stroke scooter in the world. Unfortunately, the public didn't embrace the idea as Ducati had hoped, and the model was withdrawn the following year with sales barely reaching the 2,000 mark. At this time, Ducati were still making electronic equipment, so the decision was made to split the company and Ducati Elettronica SpA was created under separate management.

Ducati Meccanica SpA, led by Dr Guiseppe Montano, became the motorcycle manufacturing company that we know today, and by 1954 were turning out 120 units per day as the factory was modernized with government aid. Although Montano was appointed by the government, he was a genuine motorcycle lover and realised the potential of racing to induce customers to buy his machines. By 1956, the Desmo Ducati 125 won its first race in Sweden. The Grand Prix at Hedemora saw the Ducati lap every other motorcycle. Sadly, the man who achieved this feat, Gianni Degli Antoni, died during practice for the following race. This unfortunate accident hit Ducati hard, and it wasn't until 1958 that they could once again challenge MV Agusta.

As the 50's drew to a close, the Berliner Brothers picked up the American franchise and pushed Ducati to the forefront in the USA. With no little flair, they began punching above their weight and mounted a serious challenge to the wave of Japanese machines that were coming into the country. At this time, the company was also enjoying success in other export markets as well as at home. In the mid sixties, Ducati became the Italian outlet of Standard-Triumph cars and Leyland vans and trucks. It seemed as if they could do no wrong, but the American market was about to give them a reminder of the fragility of success. Ducati insisted on pushing their 50cc two-strokes on the American public. Although these machines had accrued many sales in Italy, the contrary was true of the USA, as the nation snubbed what were in fact very good machines. Rather than heed the warning, the company pressed ahead and created a 100cc two-stroke, when they really should have been developing their much loved sporting four-strokes. Berliner suffered to such an extent, that they refused one shipment of bikes because they didn't have the money to pay them, even if they could have sold them in the States.

As Ducati struggled to compete with the mass produced Japanese motorcycles, the future looked gloomy, but once again they turned to their racing roots, creating 750's which took first and second places at Imola in 1972. A major coup for the company was the securing of the services of rider, Paul Smart, who was at that time racing for Kawasaki. The story goes that he wasn't at home when the call came, but the financial lure was so strong that his wife accepted the offer on his behalf. Success at Imola sparked the beginning of the love affair between big racing bikes and Ducati.

Today, Ducati riders are some of the most loyal when it comes to brand allegiance. Their reward is to be the owner of one of one most strikingly beautiful machines available. The company has achieved success by following its racing roots. At the company's headquarters, you can visit the museum and re-live over 50 years of racing history.

Jaguars

The Jaguar is the third largest "big cat" species in the world, only the tiger and the lion are larger. The size of a jaguar depends on the region it lives. Geographical barriers such as the Amazon river keep certain gene pools from mixing. Jaguars in Central America tend to be smaller then ones in Brazil.

The geographic range of jaguars stretches over 19 countries from northern Mexico to Northern Argentina. Jaguars are almost extinct in the United States. The only known population of jaguars in the United States lives south of Tucson Arizona. Before the 1900's jaguars in the United States ranged from mid-Louisiana to the Pacific Ocean and as far north as Phoenix Arizona.

Jaguars are strictly carnivorous and can only eat meat. Scientific research shows that there are over 80 species of animals that a jaguar will prey on. Jaguars usually will kill only animals that are under 700 pounds but, is capable of killing an animal as heavy as 800 pounds. However, a jaguar may only eat about 55 to 65 pounds of meat in a single sitting, starting with its' preys chest and neck areas.

Deep in the rainforest is the preferred habitat for the jaguar. However, the terrain a jaguar can be found in, ranges from heavily forested to open grassland. Jaguars love being around water and is noted, along with the tiger, as one of few feline species that enjoys swimming.

One difference that jaguars have compared to other "big cat" species is that jaguars will very rarely attack a human being. Most cases where a jaguar has been reported to have attacked a human means that the animal was probably weak, so a human was the easiest prey option and that person was in the wrong place at the wrong time.

If you ever happen upon a jaguar in the wild, or if one ever approaches: STAND STILL! And, this one goes against most people's instinct to turn and run, however, you should NEVER turn your back on a jaguar! Please, make sure you stay safe when walking in jaguar territory and NEVER go alone into an area that is known to be inhabited by jaguar. ~Anthony Benjamin~

Lamborghini

According to legend, the birth of Lamborghini has taken place after a fight between Enzo Ferrari and Ferruccio Lamborghini. The latter complained to the Drake's not lofty quality of the GT cars from Maranello. The debate between the two occurred in the early 60s Ferrari and Lamborghini dismissed, telling him to "think about the tractors that I take care of self."

See pride, Ferruccio Lamborghini decided to give his life to a car manufacturer. Thus, in 1963, left the development of the first Lamborghini vehicle. The seat of Cento (FE) - where the Lamborghini tractors were produced - working team composed by the designer Giampaolo Dallara Giotto Bizzarrini the engineer and designer Franco Scaglione.

350 GTV
The "trio" gave birth to the Lamborghini 350 GTV prototype supercar exhibited at the Turin Motor Show of that year and featuring the 3500 V12 engine which provided a top speed of 280 km / h. Also in '63, started the work of the plant in Sant'Agata Bolognese.

350 GT
At the Geneva Motor Show in 1964, was presented the Lamborghini 350 GT production version of the 350 GTV. The car was designed by Carrozzeria Touring and was moved by 3500 V12 engine with 270 horsepower pushing the car up to 250 km / h top speed. In addition, the Lamborghini supercar had the cockpit configured in the unusual pattern 2 +1. Debuted in the '65 Lamborghini 350 GTS Zagato and 3500, while at the Turin Show was presented the prototype P400 rear engine. This was the new unit 3900 V12 350 hp and 430 hp in standard version S.

The Miura
The prototype P400 prefigured the first vs Ferrari model of Lamborghini. The Miura, officially presented at the 1966 Geneva Motor Show. Besides being the symbol of Lamborghini, the Miura was the first model to bear the name of a herd of bulls. In fact, bull officially became the brand identity of Lamborghini, zodiacal sign as owner of Ferruccio. The car was designed by Marcello Gandini, at that time head of Centro Stile Bertone. The Miura was equipped with a 4000 V12 engine from 350 horsepower that can reach a top speed of 270 km / h.

400 GT
In '66 was also presented the Lamborghini 400 GT, a GT 2 +2 always moved from the 4000 V12 engine but with reduced power to 320 hp. In addition, two prototypes were presented as the 400 Monza and the Flying Star.

Two years later, based on the 400 GT was born his deputy, or the Lamborghini Islero, also driven by the 4000 V12 engine with 320 horsepower. In 1968 he was also presented the Miura Roadster, remained at the prototype stage.

In '69, however, the range was enlarged from 370 hp to the Miura S and the Espada. The latter adopted the 4000 V12 320 hp engine and was the standard version of the prototype Marzal, designed by Bertone and presented two years earlier.

Jarama
In 1970, at the Geneva Motor Show Lamborghini Jarama was introduced that replaced the Islero, with whom he shared the 4000 V12 engine with 320 hp. In '71 debuted the Miura SV, the latest evolution of 385 hp. Instead, at the Geneva Motor Show the same year he was presented the prototype LP500 engine mounted longitudinally rear.

In 1972 the range was expanded again with the Lamborghini Urraco, 4-seater sedan designed by Bertone, moved by the 2.5 V8 engine 220 hp. In '73 he left the scene the Lamborghini Miura, Countach superseded by version serial protoripo LP500.

In 1974, with the presentation of the prototype Bravo. In addition, other versions of the Lamborghini debuted Urraco: the P300 and P200 from 265 hp from 182 hp, it is intended solely for the Italian market.

The crisis
The Lamborghini crisis was caused by the development of a luxury SUV and alliance with BMW to design the M1. Shortly after the presentation of the prototype in 1980 Athon, Lamborghini went to meet with failure. The company revived the next year thanks to the French group that presented the Jalpa Mimran supercars like the new course.

Countach
Then came the Lamborghini Countach Quattrovalvole in 1985 and the following year, the LM-002 SUV. But in order to survive, Lamborghini needed a strong international partner. Thus, in 1987, the House of Sant'Agata Bolognese was taken over by Chrysler Corporation, headed by Lee Iacocca.

The first step was the creation of Chrysler Lamborghini Engineering Division, led by Mauro Forghieri, which was designed by Formula 1 V12 engine which was adopted a year later and stables used by Larousse, Lotus and Minardi.

At twenty-five years, in 1988 Lamborghini Countach 25 and presented the prototype Genesis. But in '90 debut the first model designed by Chrysler, Lamborghini Diablo with retractable headlights. Three years later the range was expanded versions SE VT-wheel drive. Also in 1993, Ferruccio Lamborghini was missing, exactly thirty years after founding Lamborghini auto.

Instead, in 1994 Chrysler ceded Lamborghini to the consortium formed Asian MegaTech Indonesian and Malaysian MYCOM. During this period, it happened that new models but the range was expanded with the Diablo VT Roadster in '95, and versions SV and SVR in 1996. Among other prototypes were presented Cala and Raptor.

Audi acquires control of Lamborghini
The most important event in the history of Lamborghini occurred in '98, when the control passed in the hands of Audi. The House of Ingolstadt expanded once again the range of Lamborghini Diablo GTR and GT versions in '99, while in 2000 were submitted versions 6.0 and 6.0 SE.

Come the Murciélago and Gallardo
The care of Audi bore fruit in 2002 with the Lamborghini Murciélago, designed by Belgian designer Luc Donkerwolke and equipped with the 6.2 V12 engine from 580 hp. In addition, the following year presented the Lamborghini Gallardo, moved by the 5.0 V10 engine 500 hp Audi source.

Subsequently, the Murciélago Roadster debuted in 2004, the Gallardo Superleggera in 2005, the Murcielago LP640 in 2006, the Gallardo LP560-4 Coupe and Spyder in 2008. Instead, the latest models are represented by the Murcielago LP670 and Gallardo LP570-4 SV-4 SV Superleggera, and the Estoque concept and custom-Reventon.

2011 Dodge Revenger

Chrysler and Dodge's mid-size sedan weren't the most attractive sedans out there when the debuted in 2007. Neither did they have outstanding powerplants or snazzy interiors. Of all products in the Chrysler lineup, this dated duo were in the most need of replacing, or at least refreshing. Although the LX sedans were older, they aged better.

We've already seen the Sebring, whose body panels and name have morphed into the 200C. An improvement, bad hardly the reboot the car needed. The Avenger was arguably the worse looking of the two, trying to leach off the looks of it's big brother the Charger and failing, as it's chunky proportions seemed to emphasize that it looked a little too tall and a little too narrow. Kind of like the Charger's younger, tubby, vertically challenged brother. As with the 200C, the Charger's successful reboot gave me high hopes for a new exterior design, hopefully instilling some of the new Charger design cues that were mishandled last time around.


If the 200C was a disappointment, then the 2011 Avenger is disaster. They barely changed anything. Other than the new Dodge grille, it's rather difficult to spot any changes (which for the most part consist of re-surfaced bumpers and some cheap looking taillights to come off looking like aftermarket pieces). And this is the look that's supposed to tide over buyers for a couple years?



As in the 200C, there are more changes under the skin, where many argue they were most needed. The horrid industrial grade Tupperware interior now looks lush and actually attractive, and the Pentastar V6 will most likely find it's way under the hood. We'll have to see how it drives to see how much better of a car it is the the 2010 Avenger. But in the end - will that really increase showroom traffic? The money has been spent where it was needed most, but people driving by dealerships or that see the car in advertising might just dismiss it as the same old Avenger.

JAGUAR SA IMPORTANT TO GLOBAL BRAND

The Jaguar brand is riding the crest of a wave. As it celebrates its 75th anniversary, Jaguar is meeting with considerable success all around the globe – not least of which in South Africa, where the brand has enjoyed a loyal following for no fewer than 50 years.

According to Mike O’Driscoll, Managing Director of Jaguar Cars, the South African market is extremely important to the company. “Jaguar has a great history in South Africa – and I cannot think of a better place to drive fast!” he notes. “Clearly the luxury market is relatively
small in South Africa. Furthermore, economic challenges have depressed this market over the last few years. But it is important to us that we rebuild the Jaguar brand in South Africa. I believe that we are achieving this; we have great dealers and the South African team is doing a superb job.”

When it comes to the dealers, there is little doubt that O’Driscoll’s statement is true. In line with the reveal of the XJ and the launch of future new engines and products, Jaguar dealers around South Africa are upgrading their facilities, and have collectively committed to invest R20 million on enhancing their dealerships. Furthermore, a new dealership will open in Windhoek, Namibia, this month (October 2010) to service that important market.

Allied to this, O’Driscoll notes that the brand new XJ exceeds expectations in the South African market (this is not surprising; it has been very well received in

every market in which it has been launched). “The average annual sales of XJ in South Africa over the past eight years were 48 units. We have already sold 45 units – in just two months since launch,” he reveals.  In addition, XK sales remain strong, and have been buoyed by the launch of the Black Pack Speed Pack Limited Edition. This vehicle features an even more exhilarating engine (it boasts an extra 10 kW), different aerodynamic pack and enhanced brake ability. Dealers report that this car, which customer's rate as “must have”, is flying off showroom floors. Furthermore, the XF continues to maintain its market share, with an increase in demand for diesel-engine derivatives.

O’Driscoll says that this situation is by design and not default; it has been a result of a concerted and conscious effort on behalf of the Jaguar team. “We started revitalising Jaguar in 2008, with the introduction of the XF – that was our first significantly new model. Then came the XK in 2009 – this epitomises our aspirations to build beautiful fast cars. The process was completed with the launch of XJ in 2010,” he relates.

Evidence of the all new Jaguar brand could be seen on the Jaguar stand at the recent 2010 Mondial de l’Automobile in Paris – or the Paris Motor Show as it’s commonly known. Indicative of Jaguar’s new product strategy, the company revealed the spectacular Jaguar C-X75 Concept, to co-incide with the celebration of 75 years of Jaguar. O’Driscoll says that this car is in keeping with the company’s heritage. “We made our name building sports cars. At our heart we are a sporting company – whether those cars are for the road or track.” Having said this, he was elated at the response to the C-X75. “Delighted would not adequately explain my feelings at the reaction to the concept car. The stand was just buzzing. It is great that Jaguar is back in the limelight,” he comments.

He’s equally delighted with the reaction of car buyers to the rest of the range. “On a year-to-date basis, sales are 40% up,” he reports. The United Kingdom, of

course, remains a pivotal market for the brand. “And we are doing very well there,” O’Driscoll points out. The United States is still the company’s largest export market. “On a year-to-date basis, sales are up. But that market has been very tough,” O’Driscoll comments. “At its peak, the American car and truck industry stood at 17 million units; it’s now down to 11.5 million.  However he says that this scenario is not unique to the United States. “Market conditions have been difficult in many of the mature markets; southern Europe has also been tough,” he comments.

On the other hand, the Asian market is showing considerable potential. “It is not an easy market; the XF faces off against locally built, lower priced long wheelbase competitors. The XK, on the other hand, is a two-door sports car and the sports sector has not developed in China yet. The size of vehicles is extremely important in that market because many customers have drivers. As such, they want space but they don’t necessarily want big and powerful engines. The vehicle with the most potential in that market right now is the XJ long wheelbase model – because its rivals are also imported,” O’Driscoll reveals.

He says that China is going to be a significant market for Jaguar. “We see some real growth coming from this market in the future. Last year we sold 2 000 units in China; we will sell 3 500 this year.” Does this mean that Jaguar will follow in the footsteps of many of its rivals and establish a factory in China? “That is not on the cards in the short term,” O’Driscoll responds. “It is just too early in our development in that market; we have only just formed the national sales company in China. But we are not ruling this out. We are looking at what we need to do in China in order to grow our business over the next few years; that may or may not include local manufacture.”

However, one thing is certain when it comes to Jaguar’s future: customers can expect to see new vehicles and engine derivatives making their appearance. “We said that we would rebuild Jaguar and I believe that we have achieved this. That was phase one in terms of the ‘new’ Jaguar. Phase two will involve broadening the product portfolio,” O’Driscoll says.

According to the Jaguar MD, there are two new vehicles on the company’s product radar: a sports car and a sports sedan positioned below the XF. “We will also grow our range of engines. We have a preponderance of larger displacement engines (both petrol and diesel). Given the challenges of meeting the expectations of customers (in terms of improved economy) and also meeting emissions legislation, we believe that there is considerable merit in the introduction of smaller displacement engines,” he explains.

Hybrids and range-extended electric vehicles could also come in the future – although O’Driscoll does not want to be drawn into specific timing for these products. “We are evaluating a lot of different technologies but you will certainly see Jaguar develop electric-based solutions in the future – and hybrids in the interim.” Irrespective of what vehicles Jaguar launches though, they will have some traits in common. “We will continue to offer a unique twist on luxury, and cars that are both beautiful and fast,” O’Driscoll notes.

These cars will appeal to buyers in major cities the world over. “We are increasingly focusing on cities rather than countries – because our customers are concentrated in major cities. In France, for instance, 40 to 50% of our sales take place in Paris. In South Africa, the majority of our sales occur in Johannesburg, Cape Town and Durban. Two American cities – New York and Los Angeles – account for 30% of our sales in that country.

“For me, that is intriguing. There is increasing connectivity between the residents of the major cities in the world. And, irrespective of where they live, the affluent and successful buy into our brand – because they are looking for the style, sophistication and sporting characteristics that define Jaguar,” O’Driscoll concludes.

It is abundantly clear that while Jaguar is acutely aware of its proud heritage, it is once again building cars that redefine sporting luxury.



STORY BY JAGUAR

FEVERISH RENAULT MEGANE RS TOPS HOT HATCH PILE

My best time is 2 seconds off the best time of the timed run, but I don’t know this yet. I’m actually hoping it’s more so that tomorrow I can really enjoy the scenery and relaxation offered by Simola Hotel resort. Of course part of me, the competitive side, wants to push as hard as possible. But the larger part is just not interested. It wants to get this over and done with, especially given the fact that we’ve been waiting for hours to start driving. By the time our sight car, the Renault Twingo RS Gordini, pulls up for first runs my mind is way beyond supper.




Dinner time is almost here anyway. Sunlight is dropping slowly but surely and the occasional sounds of massive V8s and twin turbo V6s fills the air every now and then. My turn. Takeoff is spirited, evidenced by a little spin of the 17-inch front wheels. Twingo RS Gordini costs R214 900 at retail level, and doesn’t have any kind of traction control to speak of. So some smoke was expected. Two corners later and we are starting to enjoy the ride, if it’s a little tame in terms of power delivery. Again, expected from the naturally aspirated 1.6-litre giving out 98kW. Two runs in this should be enough.


Except the road being used for the Knysna Hillclimb 2010 Edition is part of the run-up to Simola and is therefore marked for two lanes, not just one. I’ve been driving two laps of about 1.4km sticking to the same lane! My second time feels quicker, if only marginally, since I now have a clearer idea of what this hill entails in terms of curves and corners. My gearshifts will need a little work though but sadly, I only get two laps in the Gordini. And in the Megane RS.


A sweet piece of candy for sure, but the Twingo is just a sardine in what proves to be a pool of sharks. For the next four laps my attentions have been given to the big dogs, the all-new Megane RS Sport and the RS Cup. Earlier I’d had the opportunity of twisting both mothas through passes not often passed on, down in the George/ Knysna area. Both cars had turn out almost exactly as I had imagined the first time I heard Renault was developing a new RS range for Megane. A hint of understeer around curves, but not as pronounced as one thinks it might be. That’s thanks to a new electronic limited slip differential (LSD) and other tricks up its sleeve. These include a 10mm lower suspension system and a stiffer axis.


My third run up that hill came courtesy of the Megane RS Sport, a tamer version of the model. Yes it packs a punchy 184kW at 5500rpm and maximum torque of 340Nm at 3000rpm. Claimed 0 – 100km/h time is 6.1 seconds and top speed is rated at 250km/h. Good figures if you want something to hurl up a mountain at high speed, high gear too. So I line it up and then light up the tarmac with a smile on my face. All electronic nannies are present of course; with a spectator spread of over 500, one doesn’t need the attention that follows a high speed wall attack. Therefore a bit of pushing will do, but not too much. Besides, remember, you don’t want to drive tomorrow – I tell myself. The swoosh sound of that turbo spooling, boosting, rising, falling off, rising again, is in sync with every gear change.


Megane RS is willing. And able. Through the corners I am confident, more so than I did in the Twingo for obvious reasons. Steering is responsive too, if perhaps a bit less attached than in the Clio RS I also drove earlier. Gear changes aren’t as crisp as I wish though. I feel I’ve gone faster again and start wondering if I might be pushing too hard. Perhaps the next lap should be a little easier. I try different lines, still in the same car. Two laps are up. Bugger. Exterior lighting is dimmer now.


Last run is in the Megane RS Cup. Renault South Africa says they’ve investigated the market well and feel two models of the Megane RS will go down well with us performance-oriented South Africans. I won’t dispute that. A split of around 70:30 in favour of the Sport is envisaged.


Stepping into the Megane RS Cup is a different experience from the get go. It has all the features of the Sport, with added bonuses. Apparent to the naked eye are the thin Recaro seats positioned up the front. Comfort, albeit present, is only secondary to the main purpose of supporting against lateral forces. Shiny pedals, some prominent stitching around the steering wheel, carbon fibre feel on the dash are just some of the highlights. Mainly the Cup features the LSD, even more stiffness at the front end, and red Brembo brake calipers. Both it and the Sport have the Brembos but Sport only does with grey calipers. Also, the rubber differs by an inch, with the Sport laying down on a 235/40 R18 tyre size with 18-inch wheels, while the Cup slaps the road with ultra low-profile 235/35 R19 tyres and special 19-inch Speedline flow-formed rims.


The Cup is a different animal without a doubt. Everything is on high alert, even without the software that allows for different characters of the car to emerge. One setting, the highest, is called Extreme. It’s the Defcon 3 of Renault Megane RS Cup. Set it only when you have the balls to grab it tight and smack it twice across its face. Everyday driving should be left in Sport mode or less.


These cars were always gonna be impressive. I mean, Renault’s racing heritage speaks for itself. In fact, its RS tradition has put it alongside other legendary names in the game, names like GTI for instance, and to a lesser extent, M, AMG and RS. The new cars, although both quite pricey even as you consider all the standard equipment like Tomtom navigation, are now firmly at the top of their respective segments and show no possibility of relenting anytime soon.




Renault Megane RS Pricing
Megane RS Sport (R349 900)
Megane RS Cup (R399 900)

Car Classic World War Era

The long and the old school does not mean there is no demand. Vehicles like the old days did not devour the time. As seen in a car exhibition in Budapest, Hungary.
A Mercedes Benz 320 Cabriolet in 1938 looks at the Syma Hall in Budapest.

Visitors see the Mercedes Benz 320 Cabriole year (1938). In a classic exhibition this time 270 vehicles shown.

The front of the roadster in 1936 Wanderer W25

French-made Panhard Levassor.

Germany limousine Trabant (Trabi).

In addition to world war era cars, visitors can also see the cars that year younger like Jaguar Kougar Sport in 1968.


A model posing with a Rolls-Royce Phantom II (1931).

LAUNCHED: NEW MERCEDES-BENZ R-CLASS FACELIFT

Mercedes-Benz might not readily admit that its R-Class is not a fire cracker on the sales charts, but the fact that two facelifts have been performed on the luxurious people mover so far, on its own speaks volumes. Merc ain’t givin’ up though. The crossover is now available from dealerships around the country, sporting a new look courtesy of several updates.




Mzansi first got a taste of the biggie over two years ago when we received stock of the facelift model from Europe. Now we are getting a second facelift. In keeping with recent facelift tradition, only a few touches were made. They may or may not be noticeable, depending on how much interaction you’ve had with the R-Class. A new front end with a refreshed bonnet, front grille and surround is featured. Integrated LED daytime running lights and bi-xenon headlights are installed. On the whole the front end is much more attractive than before and falls in line with Merc’s latest product offerings. The same applies to the rear end which now has new tail lights and a rear bumper.


Three models are sold at this point. The baseline is an R300 sporting a 3.0-litre V6 engine pushing 170kW at 6000rpm and maximum torque of 300Nm between 2500rpm and 5000rpm. Company claims 9.6 seconds for the 0 – 100km/h sprint and top speed of 222km/h. A spirited drive between George and Port Elizabeth did not produce the latter figure but we did manage over 170km/h, which is more than adequate for such a car.


Following the R300 is the R300 CDI, a turbo diesel motor running at 140kW at 3800rpm and at 440Nm between 1400rpm and 2800rpm. The engine behind the scenes is a 3.0-litre V6 that accelerates from 0 – 100km/h in 9.5 seconds, just topping off at 215km/h. Average fuel consumption is 7.7 litres per 100km. C02 emissions are 234g/km. It seems a new trend to use big engines but downsize their power in less expensive models. Funny enough these figures are similar to ones made by the BMW 530d of two generations ago. I did enjoy putting the R300 CDI through its paces though. While it may not have sheer acceleration on its side, the torque is thick enough to pull it at a reasonably pacey speed.


At the top is the R500, a petrol V8 of 5.5-litre displacement. Power is 285kW at 6000rpm and torque is rated at 530Nm. It should be quite strong on the freeway and on take-off. Drive for the R500 comes through Merc’s 4MATIC AWD and the SA operation has decided to offer this model only in long-wheel-base (LWB) which means it is longer and can take up to 7 passengers with all the seats up.


All three are suited with a 7G-Tronic gearbox which is best left at automatic mode rather than using the paddles behind the steering wheel to shift it (where applicable). Apart from the R500, the other two are rear-wheel-drive (RWD) and come fitted with 10-spoke alloys of 18-inch size and 255/55 R 18 tyres. The R500 has 255/50 R 19 tyres.


Because this is a family vehicle, safety becomes much more of a concern than in other cars. That means technologies like ABS brakes with Brake Assist, an Electronic Stability Programme (ESP), an array of air bags, ISOFIX attachments for child seats, belt tensioners and the PRE-SAFE system.


I’m must admit to being a little disappointed with the dashboard though. One expects updates to filter through into the interior as well, but it seems Mercedes-Benz was only happy to put on a new face for the R-Class. If you’ve been inside a new Merc over the past three years you’ll feel right at home here. I was thinking the S-Class’s look would be transferred into the R-Class as well, but instead it keeps the old dials, radio system. At least buyers can now choose a two-tone colour scheme.


An entertainment system accessed through the COMAND APS centre with a 6-CD changer, a 16.5cm display, 4GB for storage and a reverse camera if installed. Harman Kardon came to the party with their Logic7 sound system.


A number of hacks present at the launch shinding in Knysna last week questioned the very idea of a people-moving Mercedes-Benz, forgetting that the brand is also offered on busses and massive trucks as well. “What’s the point of it?” mused one. I actually get the point. When you own a number of cars but none of them fulfil the dream of carrying all your people in sumptuous surroundings while maintaining a certain level of status, then an R-Class is but one of a handful of solutions.




Mercedes-Benz R-Class Pricing
R300 V6 (R577 400)
R300 CDI (R582 400)
R500 4MATIC LWB (R823 400)

TOYOTA RIVALS EAT DUST

Toyota’s Hilux showed dominant form to win all three of the production vehicle classes in the Human Auto 400, the penultimate round of the ABSA South African Off Road Championship. Toyota also took the manufacturers’ award in the event.

This all new event on the calendar through up a number of challenges for competitors with its mix of wide open straight and flat out sections, and tough technical sections. Wild weather on parts of the route during Saturday’s racing section added a further element of variety.


At the end of the 400 kilometre event just one second separated the Hilux SP of Chris Visser and Japie Badenhorst from the Ford of Neil Woolridge and Kenny Skjöldhammer as they crossed the line in the wake of a thunderstorm that transformed the run up to the finish in a quagmire. 

It was these treacherous conditions that robbed Christiaan du Plooy and Henk Janse van Vuuren of a close fought second place. They slid off the route and into a culvert just 300 metres from the finish and crossed the line with steering on just one wheel on their RFS Hilux just 26 seconds adrift of Woolridge despite the time wasted extricating themselves from the ditch.

Further down the order Deon Venter and Ian Palmer brought their 4X4 Megan World Hilux home at the head of Class D and in 13th place overall. They were followed across the line by Pikkie Labuschagne and Rickus Erasmus in their Class E 4X4 Mega World Hilux.

“Toyota would like to thank the privateer Hilux teams for their continued support and good results in all the production vehicle classes,” says Ferdi de Vos, General Manager: Corporate Public Relations and Motorsport. 

“Not only has their performances again helped to secure the Manufacturer’s Title for Toyota in the National Off Road series; it also in no small way contributes to the top seller status of Hilux in South Africa.” 

The Castrol Team Toyota Hilux SP of Anthony Taylor led the field after Friday’s prologue and set the pace through the early part of Saturday’s racing section only to suffer two punctures in the first loop of the racing section and a third flat in the second loop. 

They were not alone in falling victim to punctures on the rough terrain in the De Brug military training area. At one point as many as six competitors were seen changing wheels within metres of each other. The time lost proved too much to recover and Taylor eventually finished eighth.

Reigning Off Road Champion Duncan Vos had a disappointing run in the prologue, slowed by a minor technical issue, but came alive in the first loop of the racing section. 

He overtook some 20 vehicles in the first 70 kilometres to place himself right up at the front of the field before a strap used to limit the extension of the front suspension failed and allowed a shock absorber to pull out of its mount. This delayed Vos and navigator Rob Howie by an hour-and-a-half as they battled their way back to the service point.

“We went into this event needing a clean run for both Castrol Team Toyota Hilux SPs to close have any chance of winning the championship,” says team principal, Glyn Hall. “Duncan was right up there in the chase with enough points available to challenge Chris Visser. 

“In the prologue Anthony demonstrated that we had the speed and handling over the mixed terrain to win the event. Duncan’s charge through the field in the early part of the racing section underlined that performance but the clean run that we needed to compliment the performance of the vehicles eluded us.

“In the end though the result was a good one for Toyota with wins in all three Production Vehicle classes and six out of the top ten positions filled by Hilux SPs. 

“Chris Visser has had a really good season and goes into the final round of the championship with a pretty secure lead. Only Hannes Grobler has any chance of overtaking him but Chris needs just one more point to place him out of reach if Hannes wins the final round.”



STORY BY TOYOTA

SPIKEY RENAULT CLIO RS 20TH ANNIVERSARY EDITION DRIVEN

Coming soon to IN4RIDE is the report on the new Renault Megane RS. Good car, lovely colour schemes and nice tools, a fine car all-round. Once you’ve read the report by Thami, do yourself a favour and focus more on a somewhat lesser shadow being cast by its little sibling - the Renault Clio RS.




Renault is celebrating 20 years of Clio and as is the case, a special edition has appeared in the form of the Clio RS 20th Edition. Variation to the standard Clio RS, itself a little monster, extends further than the blackened roof, 20th anniversary decals and limited numbers it is brought in. This Clio 20th is hooked up to the Cup suspension last seen on these shores in the equally rare and limited Clio R27 of the previous generation. It may lack the sheer straight line blast of the Megane RS but in true racing fashion, introduce more than a few tight bends in the mix of a road and the Clio star brightens.


The Cup suspension is invariably setup to mimic all the attributes of race situations. And it does, incredibly so that purveyors of B-road driving are likely to whet their grip-n-go appetites marvellously and satisfactorily. It’s stiffer than the regular Clio so mind that factor if you are to purchase the car purely for its aesthetic quality. The conditions in the sleepy but scenic town of George provided the perfect playground for the Clio RS 20^th and as luck would have it, a brace of Megane RS were on its tail. Once having cleared the straight-roads, the roads become a spaghetti bowl of mountain pass nirvana and with the car we’ve come to christen ‘EL-NINA’ on our paws, the raging Meganes and their portly behinds were up for a good fight.


Press on towards a hair-pin or a bend of any variety, time your braking well and guide the Clio in and 99 times out of hundred, the nose sits impeccably in line as if on rails. Not even the advent of understeer is present at fast-to-hyper entry. It’s only the foolishly exuberant who are likely to get the nose wildly out and even if that be the case, it’s a matter of lifting off the throttle to get it back in line. Its naturally-aspirated 2.0-litre 16V engine that produces 147,5 kW of power at 7100rpm and 215Nm of torque at 5400rpm is linked to a 6-speed manual transmission. It’s a car that invites you to drive it like ye stole it, so go ahead, grab it by the scuff of the neck and shake at will. The rewards are sprint times from 0-100 km/h of 6.9 sec, a top speed of 225 km/h and some broken egos behind you.


Admittedly the engine figures quoted are meek compared to the status quo of the quintessential hatchback but consider that it’s essentially a B-segment car that peers with the Toyota Yaris and Suzuki Swifts of this world yet, it holds its ‘little’ own in the company of bigger, faster, fatter hatchbacks such as its Megane RS brother. Buy only if you get kicks out of genuine sporting control, outrageous driving fun, dark-horse personality profiles and the need to save on more than a few thousands on something of pedigree, better looking and thunderously quick on mountain-passes.


STORY BY PHUTI MPYANE OF KMR MEDIA

BMW 3 series

Karl Friedrich Rapp is the name of the founder of BMW - one of the biggest world wide car manufacturing companies. BMW or Bayerische Motoren Werke (Bavarian Motor Works) was founded in 1916 as a successor to the Rapp Motor.

Many people think that the logo of BMW comes from a spinning white propeller seen in the background of the blue sky. This may be so but in fact it is known that it also comes from the white and blue flag of Bavaria - the largest state of Germany. The capital city of the state is Munich and this is the place where even today we can find the BMW Headquarters.

In 1916 with the foundation of the company a contract was secured for building V12 engines. These engines were about to be used in the creation of the automobiles from Austro-Daimler. These 12 cylinders V engines were at first used in aircrafts which is the original plan of the BMW Company. Taking in account the time when the company was founded it was very likely for them to continue like that.

However in 1919 after the World War I and the Treaty of Versailles the production of aircraft in Germany was prohibited and that quickly changed the politics of BMW. They began making brakes for the Rail transport. Soon after that BMW was able to design a motorcycle engine which was used for the creation of a motorcycle called with the model name Victoria. However Victoria was not built by BMW but by another company in Nuremberg.

In 1924 BMW made a model of a motorcycle which was the first one they built - the R32. This was a turning point in the BMW history because it was a major achievement and for decades they used its technology - 500 cc engines cooled down by the air. Soon after that BMW added one new innovation - the driveshaft. It came to replace the chain for driving the rear wheel and became a mark of BMW for quite some time.

In the German city Eisenach in 1927 began the production of Dixi - under license but only a year after that the Dixi Company was bought by BMW and they began mass production together with the model Austin Seven.

When the World War I began BMW took its place in it because of the German army's motorized division. They used BMW R75 together with BMW R12. Because of the high need of engines BMW note that period as highly profitable. BMW was the main supplier and even today words like Luftwaffe and Wehrmacht brings many memories. Some of the best planes in that historical time used the BMW aero-engines and till the 1945 more than 30 000 planes with these engines were manufactured.

BMW even made researches which enabled the company to make different jet engines for weapons. With the use of some men power consisting mainly by prisoners of the war BMW made many rocket-based weapons that were used in the war.

Soon after the creation of the rocket-based weapons parts of the company were bombed. Soviets razed to the ground most of the company located in eastern Germany and the base factory in Munich was almost completely destroyed.

After the war BMW was not able to quickly recover because of the need to rebuild the factory in Munich. After that when the restrictions from the Allies applied BMW was banned for three long years in which the company was forbidden from producing motorcycles until 1948 and cars until 1952.

In 1951 the Bavarian company was able to regain all trademarks and it looked like it was finally able to recover and start again from what was left. In 1959 Herbert Quandt became the "wheel" which turned the BMW around because he denied a deal with Daimler-Benz and soon after that he increased his share in the BMW Company up to 50%.

The name of Kurt Golda is stated as the man who incited Quandt to do this step and in the same year BMW began production of the BMW 700 which was based on the BMW 600. This small car used 2-cylinder, air-cooled engines and some years later it was renamed to "LS". Coupe and some cabriolet series were also manufactured.

In 1963 BMW offered dividends to the shareholders of the company and in 1966 the factory in Munich reached its maximum capacity and BMW bought Hans Glas GmbH. This deal enabled BMW to use factories in Landshut and Dingolfing.

With some new style provided by Bertone in 1972 BMW began production of 5 new series and in the years to follow the company made a big progress in the market. For 6 years under the leadership of Bernd Pischetsrieder BMW was able to expand its deal in the market by buying from British Aerospace the Rover Group. Rover Group's history starts in 1986 and till the moment when BMW owned it this company was able to achieve many things like for example the Rover 400 in 1990.

However the Rover was sold to Phoenix Venture Holdings and Ford Motor Company because of some years of losses for BMW. Jokingly the press called the Rover "The English Patient" after the release of the namesake film. This however was not very hard on BMW and they were spared from taking the blame. It looks like that even the British press was not very enthusiastic about the Rover.

BMW began production outside of Germany in 1994. New factories were made in South Carolina and even today the manufacturing of BMW X5 and BMW Z4 is made there. There are factories in some other places too like Oxford, Goodwood and others. After some time of assembly BMW began production in South Africa. Today BMW exports more than 50 000 3 Series vehicles yearly to Japan, USA, Africa, Australia and the Middle East.

In order to serve the market in Eastern Europe and Middle East BMW are planning to begin construction of a new plant located in Cyprus or Greece. A plant in Chennai, India already opened production in 2007.

Porsche Carrera

The origins of the Porsche Carrera GT laid on the drawing board in complete abandonment back in 2000 while Porsche shifted its manpower and resources toward the development and production of the Cayenne. The 2006 Carrera GT was slated as a race car and a stand alone prototype made it to the floor of the 2000 Geneva Motor Show.

There were rumors that a member of the Porsche family who held a seat on the board of directors did not want the Carrera GT to hit the track against the newly released Audi R8. Though the company officially cited rule changes in the FIA that enticed them to drop the project, the interest taken at the 2000 Geneva Motor Show that Porsche decided to re-launch the project as a street legal vehicle.

The designers returned to the table with new plans and modifications to create the new 2006 Porsche Carrera GT. Production began on the select few Carrera GTs in 2004. The planned 1,500 cars were reduced to 1,250, 340 of which were sold in the United States.

The Carrera GT began with a powerhouse 5.7 litre V-10 engine riding on 605 horse power. The factory released statistics that claimed she had a 0 to 60 mile per hour time of 3.9 seconds but road tests produced figures closer to 0 to 60 in under 3.5 seconds. The factory claims a top speed of 204 miles per hour and the road tests produced 211 miles per hour. The Carrera GT comes only with a 6 speed manual transmission, one of the few performance cars on the road in the last few years without the optional sequential shift transmission. New ground was broken with the installation of the ceramic composite clutch which is only 6.65 inches in diameter.




Lightweight is the name of the game when it comes to the styling and design of the Carrera GT. Following in the footsteps of the trendsetting 959, Porsche went for the lightest design possible while still maintaining body integrity. At 3043 pounds, the designers accomplished their goal and then powered her accordingly. She runs a beautiful 181.5 inches long and 75.6 inches wide. She stands 45.7 inches high.

Natural Porsche styling enhanced the face with a swept back hood, screaming the potential for speed and power with graceful lines that surpass other Porsches. The elevated wheel arches announce her potential with fanfare and the mid-engine concept is sweetly accentuated by the forward moving cockpit and long running midline between the door and the rear axel. Her overall styling can be described in one word. Sexy. Powerful. Graceful. Pick the word of your choice. It will fit.

Porsche came forth with an innovative design styling with the Carrera GT. By combining the qualities originally designed for the race car version and toning down only what was necessary to produce a production car, The Carrera GT is a hybrid of track performance and road desired features.

The large, functional air dams and side inlets combine form and function as they cool the 5.7 heart nestled under the carbon fiber rear hood. The 15 inch ceramic brake pads beautifully contrast against the 19 inch front tires and the 20 inch rear tires. In typical Porsche fashion, the braking system is equally as top of the line as her acceleration system, outfitted with Porsche's latest racing brake system. The entire drive train was lowered to lower the center of gravity, which of course led to sharper handling and responsiveness. The automated rear wing spoiler engages as needed at higher speeds- meaning 60 to 70 miles per hour- like most Porsche designs.




The chassis and suspension system was tested under the extreme conditions of the 24 hour LeMans, and thus it was carried over from the 911 GT1. The composite carbon-fiber chassis of the Carrera GT is identical to the tough tested 911 GT1. Double wishbone pushrod axels in the front and rear have individual guide sleeves and springs allowing for sensitive response and perfect spring balance regardless of speed. This is a huge improvement over the usual Porsche installed McPherson spring struts. Driver response is additionally enhanced thank to the agile power steering system.

The monocoque chassis were created from a bonded layer of carbon fiber tissue, aluminum, plastic honeycomb materials, and resin. This created lightweight but superiorly strong chassis. The chassis weight in at just above 220 pounds. A high tech stainless steel exhaust system and the addition of a modified intake system created a crisper engine sound, but also boosted output power by 3.76%. The steering wheel enhanced the customized interior with its unique ergonomically shaped precision and the final leather and carbon fiber rim touch. Even the shifter knob was perked up with exposed carbon fiber. No single detail was overlooked in the design and enhancement of the 2006 Carrera GT. Then again, how often can Porsche be accused of overlooking details?

Still locked in the competitive war with Ferrari, the Carrera GT is available for a mere $440,000 while the comparable Ferrari, the Ferrari Enzo, runs about $200,000 more. Canadians will pay closer to $550,000 for the Carrera GT.

The 2006 Carrera GT has become the new legend of super car technology, design, styling, and driver enticing performance. Production was stopped short due to the pressing desire to return resources to the Cayenne, and the simple rarity of this super car adds to its desirability. Porsche has long held the philosophy that when concentrating on the essentials the creation surpasses expectation, and of course the Carrera GT is no exception to this time tested rule.

Despite all of her remarkable design features and super car personality, Porsche prides itself on creating a super car that can be driven on a daily basis. The air conditioning, traction control, the GPS navigation system, an incredible Bose sound system, and a complimentary 5 piece matching leather luggage set were offered as standard equipment. She is performance and pleasure all wrapped up into a package that can't be denied.