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Friday, May 4, 2012
Wednesday, May 2, 2012
Ford's Next Supercar - Special Report
The Blue Oval revs up the GT's successor... possibly under the Lincoln nameplate!
When Ford reincarnated the GT40 as the Ford GT, the Dearborn company launched more than a look-alike GT40—it rekindled the fire of Ford excellence among enthusiasts. The mid-engine supercar delivered no-excuses performance and surprising daily-driver competence, a combination signaling Ford was again among the world’s elite car makers.
Since the Ford GT’s brief run—it zoomed through just the 2005 and ’06 model years—Ford has continued its impressive forward march. It weathered the financial downturn with grace and without taxpayer assistance, and has continued to develop innovative new products. But it has done so without a flagship to highlight its energy or excellence; isn’t it time for Ford to again revisit the greatest car it ever built, the iconic GT40?
We think so. Ford certainly has the building blocks already in-house. Its fresh 5.0-liter twincam, 4-valve V-8 with independent valve timing is the perfect basis for a new Ford GT engine. The naturally aspirated 412-bhp “Coyote” V-8 was designed from the first to package direct gasoline fuel injection, and its front engine dress already provides for a belt-driven supercharger. Given its state-of-the-art breathing and advanced cooling, the 5.0 could reach 600 bhp with streetable boost, and because it is smaller and lighter than the Ford GT’s 5.4 V-8, the car would handle better, too.
Alternately, Ford could showcase its EcoBoost technology—the combination of direct fuel injection and turbocharging—by fitting it to the 5.0-liter V-8 in a new Ford GT for even greater power on pump gasoline. However, with Ford on a weight-reduction diet, a large V-8 might be out of the question, making the rumored EcoBoost 3.5-liter V-6 engine a better fit. It’s no secret the EcoBoost V-6 is not overly stressed in its current applications; due to limitations of the front-wheel-drive transaxle it’s held to just 350 lb.-ft. of torque in the Taurus SHO, for example. In the more robust F-150, the same engine delivers 420 lb.-ft. of torque along with 365 bhp. Rumors have a 400-bhp EcoBoost V-6 already in testing, with more power possible given a displacement increase. Ford already has a naturally aspirated 3.7-liter version of the 3.5 EcoBoost engine in production that might serve that purpose.
But wouldn’t an avant-garde flagship benefit from a more exotic or even a hybrid powertrain? Perhaps, but given the GT’s approachable pricing and relatively high sales goals, an expensive, heavy, redundant electric hybrid drivetrain is not a good fit, and Ford is not known for sports-oriented diesels like German carmakers, or the far-reaching fuel-cell technology we associate with Honda. Instead, Ford is dedicated to its here-and-now combination of direct injection, turbocharging and variable cam timing bundled under the EcoBoost banner. Although there is no word on the chassis and driveline layout, we expect the new GT to be a rear-biased all-wheel-drive design, aided by the latest electronic aids. A bit of drive to the front wheels will lend this new GT a granite-slab stability that strikes the appropriate balance between dry performance and all-weather security.
As for design, the Ford GT patterned itself off the athletically compact GT40 Mk II. But the lithe animal magnetism of the GT40 Mk IV, one of the most seductively voluptuous set of curves ever unleashed upon helpless men, has yet to be tamed for the street. What a visceral coup to combine such aerodynamics, modern V-8 power and Ford’s electronic leadership in one package.
To get a proper gauge on what the Dearborn company might do to create a new GT, we’ve commissioned three artists to create their own versions of Ford’s supercar. The first, Camilo Pardo, has the distinction of being the talented designer who so beautifully captured the essence of the original with the current (but discontinued) GT. Pardo no longer works for Ford, but he clearly has some great ideas as to the styling direction of a new GT. Our other two designers, Lars (Larson) Sältzer and Radovan Varicak, may be familiar to readers because they have had their creative work appear in R&T for more than a decade.
Our goal with these three illustrations of the possible new Ford GT is simple and twofold—we want to encourage Ford to build a new American supercar, and we want you, the reader, to help us pick the best design. We encourage you to do this by scanning our 2D codes, texting or visiting roadandtrack.com/vote and voting for your favorite. We promise to send the results to Ford.
With any luck, perhaps we’ll see a new GT, say, five years from now as a 2016 model—what better way to mark the 50th anniversary of the GT40’s first win at Le Mans? And of course, the new GT must go back to the French circuit to recapture the sound and image of a Ford GT Mk IV thundering down the Mulsanne, with headlights blazing and moonlight curved over its arching fenders.
The Lincoln Connection
Like a lonely exhaust note heard from miles away, faint whispers are telling us that Ford’s next supercar may not be a GT, but rather…a Lincoln.
Using the time-honored 2-seat mid-engine formula, the rumored super Lincoln is more about suave sophistication than performance dominance. It will highlight reduced weight and increased efficiency over outright brawn, neatly sidestepping the already crowded faster-than-you mid-engine market. Interest will come from a good power-to-weight ratio rather than piling on muscle, and relevancy is ensured by sub-stratospheric pricing of under $150,000. A true mass-market automaker, Ford prefers its upcoming flagship be a real-world package designed to sell in the thousands, not the hundreds.
If a Lincoln supercar seems odd compared to a more conventional upgraded Ford GT derivative, it makes good sense in Ford’s conference room. From Dearborn’s perspective the Blue Oval’s performance credentials have been repeatedly stamped “valid” thanks to a strong Mustang GT, chest-thumping Shelby GT500 and yes, the recent Ford GT. In the current green climate, adding another Ford-branded supercar on top of this already powerful performance-car line seems counterproductive to Dearborn management.
On the other hand, Lincoln must move up. With Jaguar, Volvo and Mercury now gone, Lincoln is Ford’s sole premium brand, and it currently doesn’t quite punch at its weight. In fact, many of Ford’s better offerings are surprisingly upscale when fully optioned, quietly delivering nearly every comfort and feature of their Lincoln counterparts. With Lincoln’s goal to pull ahead of the already advanced Fords and join the world’s elite, the storied luxury brand needs an attention-getting flagship to reposition itself against the best European and Japanese premium brands.
With Lincoln’s luxury association already firm, along with a growing appreciation for its newfound trouble-free quality, repurposing Lincoln means an injection of performance and cutting-edge technology is necessary.
If a 400-bhp EcoBoost V-6 appears somewhat conventional in supercar context, its performance in a classy, lightweight mid-engine sportster would be exhilarating. The recent Ford GT employed a thirsty, supercharged 5.4-liter V-8 to reach 200 mph and low 12-second quarter-mile times, performance goals sufficient for the Über-Lincoln to hold anyone’s attention. And that should be easy given the EcoBoosted V-6’s superior torque yet revvable top-end in a lightweight awd chassis.
Where the stereotype-busting Lincoln could easily make headlines is in electronics. Besides the next incremental steps in braking and stability control, don’t be surprised to find the Lincoln cannot only parallel park itself, but can autonomously drive itself. The foundations of such technology are already present in current Fords and Lincolns. Electrically assisted power steering has made integrating self-parking, and by extension, self-steering, relatively easy, while radar-guided speed control and augmented braking provide the electronic “eyes” a self-driving car requires. Much work remains in optimizing the software to more accurately recognize what the radar surveillance is telling it, but Ford engineers are already saying self-driving cars will be an emerging reality in four years. What better way for Lincoln to one-up the world when re-inventing itself as a technology leader.
Similarly, the goal of the super Lincoln’s interior is to be second to none. Expect the finest materials and most complete electronic integration conceivable. Increased integration into the owner’s daily life is already well underway with Ford’s Sync connectivity service, and is it too much of a stretch to imagine Lincoln’s supercar seamlessly synchronizing both workplace and household to-do lists on a dash-mounted display? It seems almost a given if the Lincoln is already doing the driving.
If a classy, hot-rod Lincoln seems too out of character, recall that Lincoln-Mercury dealers once sold such a car, the Pantera. Ultimately, that attempt at injecting luxurious high-tech perform-ance into Ford’s premium-brand dealerships fell to poor build quality from a distant supplier. But those are problems Ford solved long ago, and as Ford goes from engineering to financial strength, returning Lincoln to the forefront of automakers seems the next logical step.
by roadandtrack
1954 General Motors Motorama
Footage of the General Motors Motorama for 1954 at the Waldorf-Astoria in New York City. Among the products and exhibits shown are the Corvette-based Chevrolet Nomad, Pontiac's Bonneville Special, the Oldsmobile Cutlass, the Buick Wildcat II, the Cadillac El Camino, Firebird I and Frigidaire's Kitchen of Tomorrow.
Novitec Rosso in Giallo - 458 Italia Spider
The NOVITEC ROSSO designer suit for the Ferrari 458 Spider
Carbon aero kit, superlight forged wheels, 609 hp and 325 km/h
Haute Couture at the highest performance level: NOVITEC ROSSO not only tailors a thrilling designer suit made from lightweight clear-coated carbon fiber for the Ferrari 458 Spider. Superlight forged wheels in a unique staggered 21- and 22-inch combination together with a sophisticated suspension system featuring hydraulic ride-height adjustment make the drop-top sports car even more dynamic. In addition, there is a power increase to 609 hp / 448 kW and an equally lightweight high-performance exhaust system with sound management by means of a butterfly valve. Further custom details such as black lamps or interiors custom-tailored to the owner's individual preferences substantiate NOVITEC ROSSO's leading global position in tuning and refining the sports cars from Maranello.
Carbon fiber is not only the top choice in Formula 1 racing, but also for the NOVITEC ROSSO aerodynamic-enhancement components for the Ferrari 458 Spider. The designers concentrated not merely on striking looks, but first and foremost on aerodynamic efficiency, which was fine-tuned in the wind tunnel of the University of Stuttgart.
The standard front fascia is upgraded with a two-piece front spoiler and side flaps for further reduced lift at high speeds. To round out the carbon-fiber look the wings in the air scoops and the ventilation grilles in the front fenders are also manufactured from this material. Tasteful carbon-fiber covers on the exterior mirrors complete the ensemble.
NOVITEC ROSSO carbon-fiber sill skirts can give the two-seater an even more sporty side appearance.
Also made from this high-tech material are the NOVITEC ROSSO diffuser and the bezel surrounding the rear fog lamp. To generate even more downforce on the rear axle the Spider can be upgraded either with a tasteful rear spoiler lip or a rear wing - both made from carbon fiber as well.
Further NOVITEC ROSSO styling features are black taillights, which are also emphasized visually with carbon-fiber bezels, black side markers and the black auxiliary LED brake light.
The new NOVITEC ROSSO NF4 forged wheels perfectly combine visual assets with increased driving dynamics thanks to reduced unsprung weight. To give the Ferrari even more of a wedge-shaped appearance a staggered tire/wheel combination with diameters of 21 and 22 inches was developed.
Despite their king-sized dimensions - 9Jx21 in front and 12Jx22 on the rear axle - these wheels with five delicate double spokes weigh just 9.9 and 13.5 kilograms. This makes the NOVITEC ROSSO wheels some of the lightest of their type in these sizes. Technology partner Pirelli supplies PZero high-performance tires in sizes 255/30 ZR 21 and 335/25 ZR 22. The popular three-piece NOVITEC ROSSO NF3 wheels with diameters of 20, 21 and 22 inches will continue to be available as an option.
Another NOVITEC ROSSO high-tech development is the hydraulic suspension system for the 458 Spider. At the push of a button in the cockpit the front of the car can be raised by 40 millimeters to navigate safely past curbs or to enter an underground parking garage. At a second push of the button or automatically upon reaching a speed of 80 km/h the front reverts to its original position. In addition, NOVITEC ROSSO sport springs lower the ride height of the Spider by some 35 millimeters. It goes without saying that the standard damper adjustment of the 458 Spider is retained fully.
NOVITEC ROSSO sport sway bars are available to further minimize body roll in fast corners and to improve turn-in.
This makes the 458 Spider perfectly suited for an extra helping of power. The most powerful version to date is the NOVITEC ROSSO Performance Level 1. In this case the 4.5-liter V8 is fitted with a special carbon-fiber air box with modified air routing and a NOVITEC ROSSO high-performance exhaust system. The exhaust system, manufactured from INCONEL, a highly stress-proof yet extremely lightweight material also used on exhausts for Formula 1 engines, consists of two high-performance manifolds, sport catalysts and a rear muffler. The latter is optionally available with a butterfly valve for changing the exhaust note with the Manettino on the steering wheel. The sport exhaust plays not only a crucial role in the increase in power by 39 hp / 28.7 kW, it also weighs 21 kilograms less than the production exhaust.
In order to perfectly coordinate the interaction of all high-performance components the engine conversion also comprises newly programmed engine electronics with custom mapping for ignition and injection.
After the conversion the engine produces a peak power of 609 hp / 448 kW at 9,100 rpm and a peak torque of 569 Nm at 5,400 rpm. Even more important for day-to-day driving situations are the even more aggressive throttle response and the moderately higher redline speed for further improved shift points. The Ferrari 458 Spider with NOVITEC ROSSO engine tuning reaches a top speed in excess of 325 km/h.
NOVITEC ROSSO goes beyond simply offering more power. The engine design itself is of an extremely sporty character with clear-coated carbon-fiber covers that turn the engine compartment into a feast for the eyes as well.
NOVITEC ROSSO also adds some outright racing highlights in the interior with tasteful carbon-fiber touches such as the center console that has been extended downward, the bezels above the speedometer and the climate sensor as well as with shift paddles that are longer than their production counterparts. Naturally there are also exclusive NOVITEC ROSSO all-leather interiors in any color imaginable.
Playboy says:
PLAYBOY COUNTS DOWN THE 25 GREATEST CARS OF ALL TIMEFerrari GTO Speeds to the #1 Spot
Take a drive through auto history in Playboy's new comprehensive list of the best cars of all time. Jaguars, Lamborghinis, and Porsches all find their way onto the list, but the Ferrari GTO gets top honors in The 25 Greatest Rides.
The cars range in price from $7,000 to more than $35 million and date back to the 1940s. Playboy editors Ken Gross and A.J. Baime share their definitive list in the magazine's May issue (on newsstands and on i.Playboy.com Friday, April 20).
Following is the list of cars that made the cut:
1. Ferrari GTO
3. Shelby Cobra
4. Jaguar E-Type
4. Jaguar E-Type
5. Mercedes-Benz Gullwing
6. McLaren F1
7. Chevrolet Corvette
6. McLaren F1
7. Chevrolet Corvette
8. Aston Martin DB5
9. Lamborghini Miura
9. Lamborghini Miura
13. Ferrari 275 GTB/4
14. MG TC
15. Ford Shelby Mustang
16. Chevrolet Camaro
14. MG TC
15. Ford Shelby Mustang
16. Chevrolet Camaro
18. Datsun/Nissan Z
19. Chrysler 300
20. Pontiac GTO
21. Mazda Miata
22. VW Beetle
23. Chevrolet Bel Air
24. BMW 2002
25. Pontiac Firebird Trans Am
19. Chrysler 300
20. Pontiac GTO
21. Mazda Miata
22. VW Beetle
23. Chevrolet Bel Air
24. BMW 2002
25. Pontiac Firebird Trans Am
Tuesday, May 1, 2012
Monday, April 30, 2012
Saturday, April 28, 2012
“THE LAMBORGHINI STORY IS TOLD RAPIDLY: THE OTHERS WEREN’T GOOD ENOUGH.”
The history of ‘Lamborghini Automobili’ officially starts in 1963. Nevertheless, we must consider the far-off roots of this event, and they are the roots of Ferruccio Lamborghini. Born in 1916, this capable, impetuous, strong-willed Taurus was the leading character in the foundation of the company and the early phases of its extraordinary history.
By the time he decided to build a factory of luxury sports cars, Ferruccio was already a very wealthy man. In the period following World War II, he founded his tractor factory, which he launched with energy and determination, creating a major point of reference in this industry. Other business followed, and he amassed his fortune at the perfect time, before his fiftieth birthday. By the early Sixties, Lamborghini was a powerful and successful man who knew exactly what he wanted, but when he said he would build the best super sports car ever, many people thought he was mad. Constructing that kind of car was viewed as an unexplainable extravagance, a hazardous leap in the dark, and something that would squander his fortune without ever turning a profit.
He started working on this project in late 1962, and by May 1963 he had already founded ‘Automobili Ferruccio Lamborghini’, buying a large plot of land in Sant’Agata Bolognese, about 25 kilometres from Bologna, to build a new large and ultramodern factory. Because of the experience he had gained with his other companies, he was in a position to set up the best facilities for his purpose: a very functional structure that, at the time, was unrivalled in its field. The enormous and well-lit central building was adjacent to the office building, so that the management could constantly monitor the production situation. This was ideal for Lamborghini, who would often roll up his shirtsleeves and go to work on the cars personally when he saw something that wasn’t done just the way he wanted.
By the time he decided to build a factory of luxury sports cars, Ferruccio was already a very wealthy man. In the period following World War II, he founded his tractor factory, which he launched with energy and determination, creating a major point of reference in this industry. Other business followed, and he amassed his fortune at the perfect time, before his fiftieth birthday. By the early Sixties, Lamborghini was a powerful and successful man who knew exactly what he wanted, but when he said he would build the best super sports car ever, many people thought he was mad. Constructing that kind of car was viewed as an unexplainable extravagance, a hazardous leap in the dark, and something that would squander his fortune without ever turning a profit.He started working on this project in late 1962, and by May 1963 he had already founded ‘Automobili Ferruccio Lamborghini’, buying a large plot of land in Sant’Agata Bolognese, about 25 kilometres from Bologna, to build a new large and ultramodern factory. Because of the experience he had gained with his other companies, he was in a position to set up the best facilities for his purpose: a very functional structure that, at the time, was unrivalled in its field. The enormous and well-lit central building was adjacent to the office building, so that the management could constantly monitor the production situation. This was ideal for Lamborghini, who would often roll up his shirtsleeves and go to work on the cars personally when he saw something that wasn’t done just the way he wanted.
by Lamborghini
Aston Martin One-77 - Beijing Auto Show 2012
One-77 is the ultimate expression of Aston Martin's engineering excellence, representing the world's most desirable automotive art form. The hugely potent 7.3-litre, naturally aspirated V12 engine and the low mass, high-rigidity properties of a carbon fibre chassis give a unique group of 77 owners around the world a driving experience of unrivalled intensity and excitement.
Friday, April 27, 2012
After Deimos, Lamborghini Huracán
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