Introduced at the 1999 Frankfurt Auto Show, the BMW Z8 sports car was the company's conception of what its famous 507 roadster would have been if built past the 1950s. Stylistically, it offered many of the same cues, such as a long, sloping hood with round headlight blisters, twin-kidney grille, distinctive vents aft of the front wheels and a striking leather interior with a simplistic layout. Not all was retro, though. The Z8's aluminum space frame was draped with aluminum body panels, and hidden from view was BMW's typical front strut/rear multilink suspension arrangement. For power, the Z8 relied on the same engine used for the third-generation M5 sedan.
The BMW Z8 was always intended to be a "halo" car, designed to draw attention to BMW and lead to increased sales of other BMW vehicles. BMW produced it for just four years with an annual production rate of about 1,500 cars. Naturally, Z8 ownership is an exclusive club. Given that the 507 is coveted by collectors and a good one can fetch more than half a million dollars, a similar future might be in store for the Z8.
Vital statistics
Model- BMW Z8
Engine Type- V8
Capacity- 4941cc
Power- 400 bph
Torque- 369lb ft @ 3800rpm
Transmission- Transmission Six-speed manual
Suspension- (front) aluminium wishbones, dampers coils, anti-roll bar
Tyres- 245/45 ZR18
Fuel- 21.1mpg (combined)
CO2- 349g/km
Acceleration- 0 to 100kphh: 4.6sec
Top speed- 250kph
Dimensions- 4400mm length x 1830mm width x 1370mm height
Verdict A cracker. It does not handle brilliantly but that gives it character. In a straight line its power shines through so you won't be embarrassed by any hot hatches leaving you for dead at the lights. Shame about the roof though, which spoils its lines completely. Just pray for sunny days and long straights and you could not wish for a better car
A phenomenal engine such as the 2010 BMW M5's race-bred 500-horsepower V10 is typically enough to win enthusiasts over. Look at the muscle car era, for example -- its beloved icons are little more than enormous V8s strapped to the bare minimum in rubber, sheet metal and suspension bits. In the realm of super-sedans that cost close to $90,000, though, the stakes are considerably higher, and the M5 turns out to be not so super after all. Yes, that V10 is a thing of beauty, but the M5 is otherwise missing too much of the expected BMW DNA to earn our recommendation.
The problems start with the mandatory variable-assist and -ratio steering, which is a member of BMW's "active steering" family -- a dirty phrase in the eyes of 3 Series and 5 Series enthusiasts, who tend to avoid these newfangled systems like the proverbial plague. Driving the M5 is a reminder why. There's so little of BMW's trademark steering feel here that it could be mistaken for electric power steering, and the variable ratios sometimes feel out of step with driving conditions. This is a passable setup by the standards of mere automotive mortals, but when we see M badges on a car's trunk lid, we expect more.
Then there are the two transmission choices, neither of which is particularly palatable. The standard seven-speed sequential manual gearbox (SMG) is a single-clutch automated manual -- a dwindling breed in this era of slick multiclutch gearboxes. In fact, BMW now has a dual-clutch unit of its own in the M3, but the M5 soldiers on with the old-school SMG. On the bright side, SMG will rip off spine-tingling rev-matched downshifts all day long. Upshifts, however, are never smooth, and they usually involve unseemly lurching -- particularly at low city speeds. A six-speed manual transmission can also be specified, but it overheated in a test car we had a few years ago, and it also comes with a non-defeatable stability control system, which is befuddling in light of the M5's super-sedan identity.
Lest you conclude that we've been pounding steins full of M5 haterade, hear this: In most other respects, the 2010 BMW M5 is a stupendous car. As noted, the 5.0-liter V10 pumps out an otherworldly 500 hp, and it sounds as good as it goes, particularly as the stratospheric 8,250-rpm redline approaches. There are no fewer than 279 different vehicle settings according to BMW, which means you can fiddle with the M5's power, throttle, transmission and suspension settings to your heart's delight. The incredibly supportive and comfortable seats are quite possibly the best all-around automotive chairs in the world. Even the newly hard-drive-based iDrive is something to brag about now, thanks to an updated interface and menu structure that are actually intuitive and useful for a change. Without a doubt, the M5 is one of the planet's most capable super-sedans. And upon its debut, we thought pretty highly of this latest M5 icon. But with more time under our collective belt, we've become more attuned to its decidedly un-BMW-like shortcomings. And overall, we think there are simply better choices. Sizing up the field in this loosely defined segment, we'd rather have Mercedes-Benz's C63 AMG or E63 AMG, Jaguar XFR, BMW's own M3 sedan or even the Cadillac CTS-V. Porsche's new Panamera is another impressive contender. Here's hoping that the soon-to-be-redesigned 5 Series yields a properly lust-worthy next-generation M5.
Powertrains and Performance
The rear-wheel-drive 2010 BMW M5 is powered by a scintillating 5.0-liter V10 that pumps out a maximum 500 hp at 7,750 rpm and 383 pound-feet of torque at 6,100 rpm. Interestingly, the full 500 hp is only available when selected by the driver using the MDrive performance settings; the default setting is 400 hp, the same output as the previous M5's V8. The standard transmission is the seven-speed sequential manual gearbox (SMG), a single-clutch automated manual that can be placed in a fully automatic mode or operated manually via the gearshift lever or steering-wheel-mounted paddles. A conventional six-speed manual transmission is a no-cost option.
In performance testing, we've clocked the SMG-equipped M5 from zero to 60 mph in 4.8 seconds, while a manual-equipped car accomplished the same feat in 4.7 seconds. Estimated fuel economy, should one care, is an expectedly poor 11 mpg city/17 mpg highway and 13 mpg combined with either transmission.
Ford is confident the new Falcon will be a hit, and having just spent a few days behind the wheel we're not inclined to argue. It's safer, it's more comfortable, it's better to drive and it's a more elegant car to look at. But for myriad reasons large car cuisine is not as appetising as it used to be.
The rise of SUVs and mid-sized cars as family transport, increasing petrol prices and more choice have all hindered the large car's dominance of the Australian new car market. But this could be set to change.
When Ford Australia's new president, Bill Osborne, says that the new Falcon can achieve market leadership, it's clear there is a renewed belief within the company that the FG Falcon is the real deal. Belief alone will not sell cars, but is the new Falcon the real deal? Let's find out:
Make: Ford
Model: FG Falcon Price: $36,490 - $54,990
Transmissions: 5-speed auto, 6-speed auto, 6-speed manual
Engine: 4.0-litre 6-cylinder petrol, 4.0-litre 6-cylinder turbo petrol, 5.4-litre 8-cylinder petrol
Seats: 5
Car Supplier: Ford Australia
Cabriolet was originally a French verb that meant “to cavort” or “cut a caper,” but in the 1700s, the term came to be used to describe “a light, two-wheeled horse carriage with a folding leather top.” Later, any carriage for hire became known as a “cab,” hence today’s synonym for a taxi. In the late 1800s, the first motor vehicles were all open cars, with no tops at all. As automobiles developed in the early 1900s, most were still convertibles.
Cabriolet – a Four-Seat Convertible
As the automotive industry evolved through the 1900s, the term “Cabriolet” acquired a specific meaning – a convertible that seats at least four people, in other words, a convertible with a real back seat. While Mercedes-Benz produced some of the world’s most collectible convertibles and Cabriolets across a 120-year history, its modern era began with the launch of the 1993 E-Class Cabriolet, its first four-seat convertible in several decades. A slightly smaller CLK Cabriolet followed in 1999, and a second-generation CLK Cabriolet line was offered through the 2009 model year.
Two Versatile Engines for the E-Class Cabriolet
The E350 Cabriolet uses the latest four-valve-per-cylinder V6 engine that produces 268 horsepower and 258 lb.-ft. of torque. The E550 Cabriolet model is powered by a 32-valve 5.5-liter V8 delivering 382 horsepower and 391 lb.-ft. of torque. Both engines feature double-overhead-cam architecture with variable valve timing and a two-stage intake manifold for increased low-speed power.
For better fuel mileage, both the V6 and V8 powerplants use new systems that minimize engine power needed to drive the alternator, power steering pump and electric fuel pump, plus intake tumble flaps and state-of-the-art engine management.
The Porsche Carrera GT is a supercar, manufactured by Porsche of Germany. The Carrera GT is powered by an all-new 5.7 litre V10 engine producing 612 SAE horsepower (450 kW). Porsche claims it will accelerate from 0 to 100 km/h (62.5 mph) in 3.9 seconds and has a maximum speed of 330 km/h (206 mph), although road tests indicated that in actuality the car could accelerate from 0-60 in under 3.5 seconds and to 0-100 in 6.8 seconds and has a top speed of 335-340km/h (209-212.5mph)
Disign
The Carrera GT has a basic 5 colour paint schemes which include: Black, Guards Red, Fayence Yellow, Basalt Black, GT Silver and Seal Grey. A six-speed manual transmission is the only available transmission, in contrast to its rival the Ferrari Enzo which is only offered with sequential manual transmission. With the Ferrari Enzo priced around $660,000, the Carrera GT base price of $448,400 makes the dream of owning a piece of Le Mans inspired technology somewhat more attainable. The Carrera GT is also priced at $559,000 in Canadian dollars, and at 390,000 in Euros.
The Carrera GT has large side inlets and airdams that help cool the large V-10 that lies framed by the carbon fibre rear hood. Fitted with Porsche's latest brake system, the 15 inch ceramic pad brakes make a stunning appearance underneath the 19 inch front and 20 inch rear tires. Similar to other Porsche Models, the GT includes an automatedrear wing spoiler which deploys in the higher ranges of speed (70 mph).
2010 Aston Martin V12 Vanquish The Aston Martin Vantage has broken cover with a 12 cylinder model featuring some new exterior design and performance technology that should bring the aging Vantage back into relevance. The 2010 Aston Martin V12 Vantage, as the new British sports car is aptly called, gets a big bump in power and a new stability control system to help put it to the road. Shaking the "grand tourer" moniker often applied to larger, more unweildy Aston Martin models, the V12 Vantage is pure sports car through and through. A 6 speed conventional manual is mounted behind the driver for better weight distribution and drives the rear wheels. The V12 powerplant is the same excellent unit found in the current DBS, producing 510 horses and 420 lb-ft. of torque, good for 4.1 seconds through 60 mph and a top speed of 190 mph, Aston says.
On the outside, the 2010 V12 Vantage gets a host of minor styling changes to differentiate itself from "lesser" V8 Vantage models, most noticable of which is the louvered hood. Carbon fiber front and rear air dams, as well as low and lean skirts from Aston Martin Racing round out the package. 2010 V12 Vantage pricing is not yet announced, we'll have to wait for Geneva for that. Initial reports have put the V12 Vantage at around $250,000.
For those who want a piece of serious Aston Martin performance but don't want to drop a cool million for the exclusive One-77, Aston Martin may have just the remedy. Expect a V12 Vantage release date of Q3 2009.
2010 Aston Martin V12 Vantage Specifications
Drive Train
Layout- Front engine, RWD
Transmission- Rear-mounted 6 speed manual
Engine
Type- DBS-sourced V12
Horsepower- 510 hp@6500 rpm
Torque- 420 1b-ft of torque@5750 rpm
Exterior Body Type- 2 Door, 2 Seat sports car
Curb Weight- 3700 1b
Originally owned by the Sultan of Brunai, this Pininfarina coach built automobile, with carbon fiber body construction, is one of 359 cars produced to celebrate the Ferraris 50th Anniversary. The cost per automobile was approximately $569,690.00
The Ferrari F50 was a mid-engined range-topping sports car made by Ferrari. The F50 was introduced in 1995 to celebrate the company's 50th anniversary. The car is a two door, two seat convertible with a removable hardtop. It has a 4.7 L naturally-aspirated 60-valve V12 engine that was developed from the 3.5 L V12 used in the 1992 Ferrari F92A Formula One car.
Only 349 cars were made, one fewer than Ferrari estimated they could sell. This was, in the words of Ferrari spokesman Antonio Ghini, because "Ferraris are something cultural, a monument. They must be hard to find, so we will produce one less car than the market." The last F50 was produced in Maranello, Italy in July 1997.
The F50's engine predated the car: It was used in the Ferrari 333 SP for the American IMSA series in 1994 allowing it to become eligible for the stock engine WSC category.
Design
The F50 was designed solely for its purpose: there was no stylingin the normal sense of the word. The surfaces enveloped the mechanicals in a single sweep from the front air intake to the rear spoiler, volumes were kept to the minimum required by the project. Pininfarina succeeded in designing shapes that recalled the great prototype racers.
Aerodynamics played an important role from the beginning of the F50 project because: it was a highly advanced car in terms of performance; there was a link between the internal aerodynamic components (cross-flows) and surface layer flows; there needed to be a balance between aerodynamic loads in the dual configuration (Berlinetta and Barchetta) because of the high performance.
The body was built entirely from composite materials with carbon fiber, Kevlar and Nomex honeycomb molded in one of five available colours: red, red Barchetta, yellow, black and grey Nurburgring. On the Berlinetta version, the function of the integral hard top was to complement the structural elements. On the Barchetta version, the bodywork element incorporated the anchor points for two roll hoops. The engine was visible through part of the transparent, vented engine cover. The chassis of the F50 was made entirely of carbon fibre, weighing 225 lbs and offering a torsional rigidity of 25,677 lbs-ft/°. Like a Formula 1 car, occupants sat in the central tub formed by the chassis, and the aeronautical rubber fuel cell was located in a protected position between the passenger tub and the engine and rear suspension. The result was in advanced driving position, with a front to rear weight distribution of 42:58. A load-bearing element, the F50's engine acted as a support for the suspension, rear bumper and bodywork elements. To guarantee perfect suspension operation, the engine-transaxle assembly was rigidly attached to the chassis.
General
Price (1995): $480,000 – $555,000
Manufactured in: Maranello, Italy
Number produced: 349 (1995 to July 1997)
Inspiration: 1990 Ferrari 641 as driven by Alain Prost
In late 1995[1], five McLaren F1 LM (LM for Le Mans) were built in honour of the five McLaren F1 GTR's which finished the 1995 24 Hours of Le Mans, including taking the overall win.[2]
Whereas the standard McLaren F1 was designed to be the ultimate roadcar in the sense that it should be comfortable and usable in everyday conditions despite being a very potent sports car, the LM edition is a lower and stiffer more track machine oriented vehicle, due to i.a. the very stripped down, bare interior, inserting solid aluminium bushings in place of the rubber bushings in the suspension system and omitting the Ground Plane Shear Centre system seen on the standard F1. [1][3]
Although only five F1 LMs were sold, a sixth chassis exists in the form of XP1 LM, the prototype for modifications to the existing F1 to form the new F1 LM. This car is also painted Papaya Orange and is retained by McLaren. This car, reportedly worth $4 million, has been promised by McLaren CEO Ron Dennis to his driver Lewis Hamilton if he should win an additional two Formula One World Championship titles.[4]
The F1 LMs can be identified by their Papaya orange paint. The F1 LM's were painted in this colour in memory and tribute to Bruce McLaren, whose race colour was Papaya orange.[3]
It has been discovered however, that contrary to the official word from McLaren at the time, only four (including the prototype) of the LMs were originally painted 'Papaya' Orange, with two of the three delivered to The Sultan of Brunei being painted black with graphics.
We knew it was coming and we knew it would be impressive. The new HSV-enhanced Monaro has been the recipient of a plethora of changes - including the name. HSV has just released first details of the new Coupés that will provide significant upgrades over the stock Monaros. "The new HSV Coupé is the next major 'defining moment' in HSV's history.
"I believe that, if the HSV Coupé was released exactly as is but with BMW badges, the price would be $150,000. By any measure, HSV's Coupé models are a great value for money story for a world-class high performance V8 two-door sports model." The new models now pack 255kW and 300kW respectively, thanks to HSV's specialised tuning techniques. The more powerful GTS comes with the quasi-traditional five-spoke alloys, in a bid to capture some of the flavour of past GTS vehicles. The massive 19-inch wheels are shod with Pirelli P-Zero tyres, ensuring solid traction. The GTO comes with 18-inch mags.
As far as styling goes, a new front fascia featuring enlarged air dams give the new HSVs better air flow and a rather angry-looking mouth. The side-skirts come with distinctive 'shark gills', as HSV term them, plus GTS/GTO lettering. There's a small, almost invisible roof spoiler as well as a much larger rear wing with incorporated LED brake lights. Changes have been made on the inside too. Now owners can expect leather throughout, available in three different colours on both models. The instrument panel is also new from HSV, with a 250km/h Speedo finished in high-contrast Mariner blue. Both Coupés also get an eight-speaker stereo system with a 10-stack CD player, while satellite navigation is an optional extra. Interestingly, the cars even come with HSV-branded fire extinguishers for when the going gets too hot...
But perhaps the most important part of the new Coupé is at its core - the powerplant. The GTO packs the Holden-standard issue Chev big block 5.7-litre V8.
That said, power has been upped by 30kW to 255kW by way of using a new (ram air) cold air intake, stainless steel exhaust extractors with big bore, 57mm dual exhaust system and a newly designed rear muffler creating a most impressive exhaust note. This equates to a stomach-heaving 475Nm of torque @ 4000rpm and a casual 255kW of power @ 5600rpm. The power is put to ground via either a six-speed manaul gearbox or a four-speed auto. The GTS, while more expensive, offers prospective drivers even more power, thanks to a 5.7-litre Reeves Callaway-tuned C4B V8 engine. Different to the LS1 found in the GTO, the C4B revs higher, thus producing more power. This is achieved in much the same way as the GTO, with new engine programming, cold air intake, stainless steel exhaust extractors with big bore, 57mm dual exhaust system (with double "D" tips). Yeah, HSV likes 'em big!
An earth-shaking 300kW of power is produced @ 6000rpm, with an equally impressive 510Nm of torque @ 4800rpm. Also for the GTS is a shift light and buzzer, which are hooked up to the close-ratio six-speed manual transmission for bang-on-redline inspired gear changes.
To complement the massive amounts of power the Coupés create, they have been fitted with a newly designed steering system. This new steering rack allows the two new HSV Coupés to turn in much quicker than the standard Monaros. Both cars come with ludicrously large disc brakes, but when your cruising with 250kW+, this becomes a neccesity. The GTO receives 330mm discs up front, with 315mm jobbies at the rear. GTS buyers can expect a premium AP-brand braking system, which costs extra for the GTO. The package consists of the UK-based AP callipers working with 362mm grooved, cross-drilled and ventilated discs up front, with the same goodies at the rear, only with 4-pot callipers and 343mm discs.
It's obvious that HSV wanted to make every aspect of the new Coupés top of the range - and in most respects it succeeded. The company is talking of producing about 900 of the cars for 2002, with a good chunk of them already spoken for. From what we've seen so far, HSV has outdone itself . Truly, the GTS Monaro is back and has more power, more style and more features than ever before. Perhaps the company's most defining moment, the new Coupés are a showcase for everything HSV aims to achieve. And more than that, they're fairly well priced. You may think that $94,750 is a lot of money, but the GTS is well worth the price of admission. HSV has really got behind this one to keep it under six figures. Even better value is the GTO at a more reasonable $73,750.
