Mazda Celebrates A Giant-Killing Targa Finish

Mazda Motorsport is tonight celebrating the end of a highly successful Targa Tasmania campaign which has seen the team secure a dominant Showroom class win and two spots in the outright top six including a stunning fourth overall for the Showroom Mazda3 MPS.

With the Showroom class in the bag courtesy of Brendan Reeves, Mazda Motorsport can now lay claim to having won four consecutive Targa Tasmania Showroom titles.

The manner in which victory was secured this year was particularly impressive with the MPS being the fastest 2WD Showroom car on every stage.

In addition, the MPS made it to the finish in Hobart faster than any of the nine 4WD Showroom cars with a buffer of over eight minutes to its nearest 4WD rival.

Up and coming World Rally Championship driver Brendan Reeves was a happy man as he savoured the win. “We’ve led the 2WD Showroom class from the start of the event but to win in such a manner, beat all the 4WD Showroom cars and also get a fourth outright against much more expensive machinery is something Rhianon and I are very proud of. I can’t speak highly enough of how the Mazda3 MPS has performed this week but I also need to give credit to the Mazda Motorsport team for giving us such a great car every day,” he said.

Determined not be out-done, Jamie Vandenberg today put in an equally impressive performance in the RX-8 SP.

Vandenberg had been steadily climbing the field over the past few days and today took his performance to new heights by winning the epic 58km Mount Arrowsmith stage and lifting himself into the top six outright, narrowly missing fifth place by just one second.

This achievement is made all the more impressive by the fact that this was Vandenberg’s first competitive event in the RX-8 SP.

Mazda Motorsport manager Allan Horsley was full of praise for the entire team. “This is our best ever Targa result and it’s thanks to the efforts of the whole team. Jamie and Brendan obviously played key roles in the success as did co-drivers Simon and Rhianon but we can’t forget the efforts of the Mazda service crews who worked tirelessly all week. To have finished with two cars in the top six in such a gruelling event really shows just how far this team has come,” said Horsley.

The latest crop of models from BMW M GmbH give drivers a wide variety of ways in which to experience the unique fascination generated by the transfer of race track technology to the road. The 42nd Tokyo Motor Show (3 – 11 December 2011) is set to welcome the latest example of high performance designed to be enjoyed on a daily basis.

Hosted by the Japanese capital’s International Exhibition Center, the show will stage the Asian premiere of the fifth-generation BMW M5. Powered by a high-revving V8 engine with M TwinPower Turbo technology, the new M5 uses the seven-speed M Double Clutch Transmission with Drivelogic to channel its 412 kW/560 hp to the rear wheels. Here, the new Active M Differential distributes drive as required to each wheel and therefore ensures optimum traction in ultra-dynamic driving situations and on slippery surfaces.

The result? The new BMW M5 sets a fresh benchmark in terms of dynamics, assurance and poise in the exclusive high-performance sedan segment.

BMW M cars capture the imagination with drive and chassis technology derived directly from motor sport and backed up by peerlessly sporty styling and bespoke design features inspired by technical necessity. Each model marries its engine output, chassis and aerodynamics to precisely choreographed effect. Its well-resolved overall concept ensures that the car’s high-performance blend of talents delivers that inimitable M feeling, both on the track and in everyday use on the road. Hallmark M design features for the interior along with a control concept offering extensive scope for configuring the car’s set-up to personal tastes represent the icing on the cake of the high-octane driving experience.

BMW is showcasing the hallmark characteristics of its M cars at the Tokyo Motor Show 2011 through a rich variety of vehicle concepts. The fourth generation of the legendary BMW M3 sports car is powered by a 309 kW/420 hp naturally aspirated V8 engine, whose power is transferred to the rear wheels by the optional seven-speed M Double Clutch Transmission with Drivelogic. The BMW X6 M, meanwhile, embodies the exclusive combination of a high-performance engine with M TwinPower Turbo technology and an intelligent all-wheel-drive system. Output of 408 kW/555 hp is harnessed by a dynamic-oriented xDrive set-up and chassis technology including Dynamic Performance Control and Adaptive Drive.

2012 BMW M5 At a glance.

Fifth generation of the world’s most successful high-performance sedan in the premium segment of the executive class; new BMW M5 is an exceptionally dynamic high-performance sports car with four doors and five seats; consistent further development of the vehicle concept initiated in 1984 with the first-generation BMW M5; compelling track potential combines with the comprehensive practicality of a luxurious business sedan; groundbreaking character headlined by significantly improved efficiency, supreme long-distance comfort, and innovative driver assistance systems and infotainment functions.

World premiere of a newly developed BMW M high-performance engine: high-revving 4.4-litre V8 engine with M TwinPower Turbo package – consisting of Twin Scroll Twin Turbo technology, cross-bank exhaust manifold, High Precision Direct Petrol Injection and VALVETRONIC fully variable valve control; 412 kW/560 hp at 6,000 – 7,000 rpm, maximum torque: 680 Newton metres (502 lb-ft) from 1,500 rpm; maximum speed: 7,200 rpm; wet sump lubrication optimised for high lateral loads, lag-free power delivery, typical M car thrust.
Significantly improved balance between performance and fuel consumption: acceleration 0–100 km/h (62 mph) in 4.4 seconds, 0–200 km/h (124 mph) in 13.0 seconds, top speed: 250 km/h / 155 mph (305 km/h / 190 mph with M Driver’s Package); average fuel consumption in EU test cycle: 9.9 litres/100 km (28.5 mpg imp); engine output 10 per cent up on predecessor model, maximum torque increased by 30 per cent, fuel consumption cut by more than 30 per cent; extensive Efficient Dynamics technology, including Auto Start-Stop function and Brake Energy Regeneration.
Power transfer to the rear wheels via the seven-speed M Double Clutch Transmission Drivelogic; traction-optimised automatic gear selection; Launch Control; Low Speed Assistance; automatically activated parking mode; M-specific gear selector; M leather steering wheel with shift paddles.
Hallmark M conceptual harmony produces superior performance characteristics with precise interplay of drive and chassis technology, aerodynamics and weight balance; power-to-weight ratio: 3.3 kg (approx. 7 lb)/hp; M-specific suspension (front and rear axle kinematics), M Servotronic steering, Dynamic Damper Control, DSC stability control system including M Dynamic Mode; bodyshell mounting using special panels; lightweight compound high-performance braking system.
Outstandingly agile handling thanks to innovative rear axle differential with Active M Differential; electronically controlled multi-plate limited-slip differential enables fully variable distribution of drive between the rear wheels to optimise traction and stability in dynamic lane change manoeuvres and acceleration out of corners; degree of lock can be varied between 0 and 100 per cent according to the situation; fast, precise and pre-emptive responses thanks to constant data cross-checking between the Active M Differential and DSC stability control system, and monitoring of the accelerator pedal position, wheel speed and yaw rate.
Two individually configured set-ups for the car can be called up using the new M Drive buttons on the steering wheel; range of programmable parameters unique in the segment: engine response, M Servotronic responses, Drivelogic shift program, DSC mode, Dynamic Damper Control and information in the Head-Up Display.
Characteristic body design with familiar M aesthetics reflecting the car’s extremely dynamic yet precisely controllable nature; specific design features contributing to performance characteristics; front apron with extremely large air intakes for the engine and brakes; athletically flared wheel arches to emphasise wide track; hallmark M “gills” with integrated indicator bars; aerodynamically optimised rear apron with diffuser between the right and left-hand pair of twin exhaust tailpipes; gurney-style rear spoiler on the boot lid; 19-inch M light-alloy wheels in exclusive double-spoke design.
Unique combination of sports car cockpit and luxurious ambience for the interior; M-specific instrument cluster in black-panel technology; newly designed, leather-covered centre console; M sports seats; standard specification also includes: Merino leather upholstery with extended features, exclusive aluminium Trace interior trim strips, BMW Individual roof liner in anthracite, electrically operated steering column adjustment, four-zone automatic climate control and ambient light.

Extensive range of driver assistance systems and mobility services from BMW ConnectedDrive unmatched by competitors in this segment and beyond: M-specific Head-Up Display (standard), Adaptive Headlights for standard xenon light, High-Beam Assistant, BMW Night Vision with pedestrian detection, Lane Change Warning System, Lane Departure Warning System, Surround View, Speed Limit Info, internet usage, extended integration of smartphones and music players, real-time traffic information and apps for receiving web radio and using Facebook and Twitter.
Almost all BMW 5 Series Sedan equipment options available, including Comfort Access, M multifunction seats, active seats, doors with Soft Close Automatic function, hands-free tailgate opening, electric glass roof, trailer coupling.
Specifications and performance: BMW M5: V8 petrol engine, M TwinPower Turbo technology with Twin Scroll Twin Turbo, cross-bank exhaust manifold, High Precision Direct Injection and VALVETRONIC variable valve control. Displacement: 4,395 cc, output: 412 kW/560 hp at 6,000 – 7,000 rpm, max. torque: 680 Nm (502 lb-ft) at 1,500 – 5,750 rpm. Acceleration 0–100 km/h (62 mph): 4.4 seconds, acceleration 0–200 km/h (124 mph): 13.0 seconds, top speed: 250 km/h / 155 mph (305 km/h / 190 mph with M Driver’s Package). Average fuel consumption: 9.9 litres/100 kilometres (28.5 mpg imp), CO2 emissions: 232 g/km, exhaust standard: EU5.

Hyundai powers up new Genesis Coupe

Hyundai Motor Company has unveiled its redesigned premium sports coupe, the new Genesis Coupe.

The new Genesis Coupe is an improved version of Hyundai’s first rear-wheel drive sports coupe, introduced in October 2008. As its sportier new look implies, the upgraded Genesis Coupe offers a more dynamic and powerful driving experience.

The eye-catching grille design completes a bold and sporty front look and enhances cooling performance. Additionally, sleeker head lamps, LED positioning lamps, an LED rear combination lamp and distinct character lines reinforce Genesis Coupe’s high-performance sports car image.

High-quality materials and metal accents create a sporty and sophisticated high-tech interior, while the standard multi-gauge located on the centre fascia gives the driver instant feedback for a more dynamic driving experience.

The new Genesis Coupe comes with two engines including the Theta 2.0 TCI (Turbo Charged Intercooler) and the Lambda 3.8 V6 GDi (Gasoline Direct Injection) which significantly increases performance and efficiency by directly injecting fuel into the cylinder.

The new Genesis Coupe delivers maximum output of 257kW and maximum torque of 400Nm. Compared to the previous Genesis Coupe’s engine, the Lambda 3.8 MPi, this represents an improvement of 35kW and 39Nm respectively.

A larger radiator intercooler for the high-performance 2.0 TCI’s turbocharger cools air more effectively and enhances driving responsiveness. The twin-scroll turbo allows for better performance and durability.

Compared to its predecessor, the Theta 2.0 TCi increases maximum output and maximum torque by 48kW and 78Nm to 202kW and 373Nm, respectively.

The more powerful engines are mated to an eight-speed automatic transmission, bringing smoother shifting and a more dynamic driving performance to the Genesis Coupe.

A sound generator has been applied to the Lamda 3.8 GDi model variants to enhance the driving experience.

There is a storm brewing in the great continent of  Terra Australis and with a bit of luck its renown could rival the “Black Box Flight Recorder” and become a recognised and respected Australian Production Supercar worldwide.

It may not travel as fast as most “Black Boxes” in commercial aircraft, but it will exceed 300Klms/Hr if the envisaged Twin Turbo V8 powerplant  (detailed in an official MB press report below) produces an expected 400kW in the super lightweight kevlar carbon-fibre body and composite aluminium and honeycomb space frame. The MB 5.5 V8 TT Power is rated at 400kW (544 PS / 536 bhp) at 5,500rpm and peak torque is a massive 800Nm (590 lb-ft) made between 2,000rpm and 4,500rpm. An even more powerful version with the AMG Performance Package of the 204kg engine will produce 420kW (571 PS / 563 bhp) and 900Nm (664 lb-ft) of torque.

An unassuming Aussie from Victoria, Matt Thomas, named the car after an early Australian gold miner who had the right stuff, and his creation is surely following suit.

A passionate boyhood dream that he was determined to make reality, he has had the guts and patience to follow it through over the last few decades.

Initially from the age of 15, proposing his own design Supercar to the director of the Melbourne Motor Show with the purpose of drawing in the crowds, and finally actually having a car in the 2004 Motor Show that caused a sensation.

Thomas has had extensive experience in F1, and has mostly automotive industry experienced people assisting in the exciting venture of birthing a genuine Aussie Supercar that has the credentials to compete with the best of the worlds offerings from Europe and beyond. The Lamborghini Aventadore AWD is the target performance benchmark, and with approximately 400 Kw and expected minimum weight because of advanced construction techniques, it has the Lambo squarely in its sights.

In addition to the Twin Turbo V8, believed to be sourced from M-B, the manual gearbox will contribute to the overall performance package by enabling “ZeroShift” technology. The Albins “ZeroShift” Manual Gearbox has been selected by the Australian V8 SuperCars racing organisation because it will handle the Holden & Ford race cars output near 600Kw, faster than others with unique selector operation holding  two gears at once with only one transferring the power during changes. Unfortunately all high aspirations have a considerable cost so if you would like to join Matt and invest in building this worldclass masterpiece check out the Joss website here.

Zeroshift helps new supercar set faster acceleration times

1st July 2011

A transmission using Zeroshift’s seamless gearchangetechnology is helping the new Australian Joss JP1 Supercar to set 0-160km/h (0-100mph) acceleration times of  just 6.0 seconds. Integrated into a supercar transaxle developed by high-performance transmission manufacturer Albins, Zeroshift provides a continuous flow of torque during gearshifts that ensures the car’s acceleration is uninterrupted.

“Zeroshift’s seamless shifting between ratios helps the JP1 to deliver uncompromised acceleration and a driving experience that is unforgettable,” says Bill Martin, Zeroshift’s managing director. “The uninterrupted flow of torque also improves vehicle efficiencyand ensures engine power can flow continuously to the wheels. The technology has a low part-count that makes integration into existing packages relatively straightforward.

”The world’s most powerful supercars compete to produce ever faster 0-160km/h (0-100mph) acceleration figures with many achieving times in the order of 6.5 to 7.0 seconds. Gear changes interrupt the power delivery momentarily and this approximately half-second of lost acceleration can represent around 10 percent of  the 0-160km/h time.  Zeroshift eliminates this delay in the Joss JP1, allowing it to out-perform other supercar marques. “After extensive research and technical appraisals, we concluded that no other transmission technology could be applied so readily and deliver such a boost to performance,” said Joss director, Matthew Thomas.

“With Albins and Zeroshift as technical partners, we have succeeded in making the JP1 a unique supercar that challenges the established order. ”Zeroshift’s technology replaces the synchromesh in a conventional manual gearbox with paired interlocking drive rings that change ratio without interrupting the torque. The lightweightshift forks that control the rings can be actuated without hydraulics thus incurring minimal parasitic losses.

The gearbox architecture with a single clutch is retained. The Joss JP1 application builds on a successful ongoing relationship between Zeroshift and Albins. Albins is the sole transmission supplier to the Australian V8 Supercar race series from 2013.

The Mercedes-Benz AMG 5.5 Liter Twin Turbo V8 Press Release

Powerful and efficient: an eight-cylinder developing up to 420 kW (571 hp): Aim: Best in class – top performance in all respects by virtue of a comprehensively efficient powertrain

Affalterbach – AMG is writing another chapter in its “AMG Performance 2015″ drive system strategy: a completely newly developed AMG 5.5-litre V8 biturbo engine with a peak output of up to 420 kW (544 to 571 hp) and maximum torque of up to 900 newton metres will enter the lineup in summer 2010. The new eight-cylinder unit known internally as the M 157 impresses with a wealth of technological highlights such as direct petrol injection with spray-guided combustion and twin turbochargers.

This innovative, autonomously developed eight-cylinder power unit from Affalterbach sets new standards in terms of fuel consumption and exemplary efficiency: the new S 63 AMG, in which the V8 biturbo will have its market debut, consumes only 10.5 litres per 100 kilometres (NEDC combined consumption, provisional figure). This represents a saving of 25 percent compared to the current S63 AMG. An intelligently designed power transfer plays a major part in this: the unique AMG SPEEDSHIFT MCT 7-speed sports transmission combines dynamism with economy, and includes a new start/stop function in the “Controlled Efficiency” driving mode. The new engine/transmission combination is the epitome of exclusivity, sophistication, high performance and economy.

The S 63 AMG showcar is a homage to the impressive history of powerful AMG V8 engines: visually this high-performance saloon resembles the spectacular 300 SEL 6.8 AMG, the racing car that won a class victory and second place in the overall ranking for AMG at the 24-hour race in Spa-Francorchamps (Belgium) in 1971 – and made the company world-famous overnight.

“AMG Performance 2015″ as the continuation of a success story

Mercedes-AMG is continuing this impressive story with its “AMG Performance 2015″ strategy, and meeting its promise to continuously reduce both the fuel consumption and emissions of new models with the new engine/transmission combination – while reaching new heights with the central brand value of “performance”.

The new AMG 5.5-litre V8 biturbo engine will play a major part in the Mercedes-AMG model strategy over the next few years. The unique AMG SPEEDSHIFT MCT 7-speed sports transmission will also guarantee a thrilling yet economical power transfer in future AMG high-performance cars. The new engine/transmission combination is another milestone in the success story of Mercedes-AMG, which began in 1967. Another highlight in the company’s more than 40-year history it undoubtedly the SLS AMG: this gull-wing model due to be launched on 27 March 2010 is the first automobile to be completely independently developed by Mercedes-AMG. It means that as the performance brand within Mercedes-Benz Cars, AMG is not only fielding a masterpiece but also demonstrating development expertise at the highest level.

Direct petrol injection with spray-guided combustion and twin turbocharging

Whilst the AMG 6.3 litre V8 naturally aspirated engine has a displacement of 6208 cc the new AMG 5.5-litre V8 biturbo unit makes do with 5461 cc. The use of direct injection technology results in a reduction of exactly 747 cubic centimetres and increases efficiency. For the first time, AMG is also utilising the advantages of direct petrol injection with spray-guided combustion and piezo-electric injectors: thanks to its higher thermodynamic efficiency, this technology makes more efficient use of fuel and leads to lower exhaust emissions. AMG combines this spray-guided combustion with twin turbochargers. Other highlights include a crankcase wholly of aluminium, four-valve technology with adjustable camshafts, an air/water intercooler, generator management and a start/stop function as standard.

This high-tech package leads to a high output and torque yield, together with fuel consumption figures that are unrivalled in the competitive lineup. The AMG 5.5-litre V8 biturbo engine develops a peak output of 400 kW (544 hp) and maximum torque of 800 newton metres. In conjunction with the AMG Performance package these figures are increased to 420 kW (571 hp) and 900 newton metres. A look at the performance diagrams shows that no other engine in this output class achieves the figures delivered by the new AMG biturbo. The major difference between the two performance classes is an increase in the maximum charge pressure from 1.0 to 1.3 bar.

Quantum leap: fuel consumption reduced by 25 percent

With a provisional NEDC fuel consumption of 10.5 litres per 100 kilometres, the new S 63 AMG is 3.9 litres more economical than the preceding model powered by the naturally aspirated AMG 6.3-litre V8 – despite an increase in output by 14 kW (19 hp) resp. 34 kW (46 hp) and in torque by 170 and 270 newton metres. Engine specialists consider this achieved fuel saving of more than 25 percent to be nothing less than a quantum leap. CO2 emissions have likewise been significantly reduced: at 246 grams per kilometre, the figure is 28.5 percent lower than for the previous model.

With figures like these, the new S 63 AMG is not only considerably better than all its competitors, but also more fuel-efficient than much less powerful cars in this segment. Taking into account its enormous performance and torque figures the new AMG 5.5 litre V8 biturbo engine is in parts twice as efficient as many mid-segment or compact-class diesel engines.

At the same time the S 63 AMG delivers superior performance at sports car level: the high-performance saloon accelerates from zero to 100 km/h in 4.5 seconds, and has an electronically limited top speed of 250 km/h. The 100 km/h mark is reached in just 4.4 seconds with the AMG Performance package, with the top speed increased to an electronically limited 300 km/h.

Engine production – tradition of hand-built excellence

Like all other AMG engines, the new eight-cylinder biturbo is assembled by hand in the AMG engine shop taken into commission in 2002. A single, highly-qualified technician assembles the M 157 according to the “one man, one engine” philosophy, maintaining the very strictest quality standards. This painstaking care is attested to by his signature on the characteristic AMG engine plate.

AMG CEO Volker Mornhinweg: “Efficiency plus performance”

“With the new AMG V8 biturbo engine and the AMG SPEEDSHFT MCT 7-speed sports transmission, we are confronting the challenges of the future and focussing on fuel consumption and exhaust emissions even more intensively than before. Our new high-performance engine shows that AMG occupies a leading position in terms of both efficiency and our brand commitment to “performance,” says Volker Mornhinweg, Chairman of Mercedes-AMG GmbH.

“The new AMG V8 biturbo engine is yet another milestone in our impressive V8 history. For the first time we have combined spray-guided direct petrol injection with turbocharging. With this high-tech package we are “best in class” with respect to fuel consumption, output and torque,” says Friedrich Eichler, Head of Engine and Powertrain Development at Mercedes-AMG.

Key figures at a glance:*

* provisional figures;
** with AMG Performance package

Exciting power delivery, characteristic sound

These on-paper figures raise high expectations which the 400 kW (544 hp) AMG 5.5-litre V8 biturbo certainly meets. The flat torque curve ensures enormous pulling power in all speed ranges: 670 newton metres are already available at 1500 rpm, and the maximum torque of 800 newton metres is delivered just 500 rpm later, remaining constant to 4500 rpm. Even more effortless performance is ensured by the engine variant with the AMG Performance package, which has a peak output of 420 kW (571 hp). In this case the eight-cylinder delivers 875 newton metres of torque at just 2000 rpm, with a constant 900 newton metres available between 2500 and 3750 rpm.

It is not only the unrivalled torque delivery of this turbocharged eight-cylinder that makes the heart beat faster, as the agile responsiveness with no irritating charger delay leads to an effortlessness and dynamism previously unknown in this output class. All perfectly matched by the characteristic, sonorous engine note. Moreover, this AMG high-performance engine naturally meets all the requirements with respect to smooth, quiet running and the comfort on long journeys that is to be expected of a Mercedes.

MCT 7-speed sports transmission with Controlled Efficiency mode and start/stop function

Power is transferred by the AMG SPEEDSHIFT MCT 7-speed sports transmission used exclusively by AMG, which is already familiar from the SL 63 AMG and E 63 AMG and combines high emotional appeal with outstanding driving dyna-mics and a high level of efficiency. The wet start-up clutch replaces a conventional torque converter, and helps to save fuel. The exemplary fuel economy is also in large measure due to the standard start/stop function. This system is active in the transmission’s Controlled Efficiency (“C”) mode, and switches the eight-cylinder engine off when the car comes to a stop. In “C” mode the sports saloon always starts off in second gear, and the transmission shifts to the next, higher gears at a decidedly early stage. With its high torque at low engine speeds, the V8 engine encourages a smooth, effortless driving style.

The eight-cylinder biturbo engine also features the generator management system familiar from the E 63 AMG: whenever the engine is on the overrun or when braking, kinetic energy is used to charge the battery rather than being wasted as heat in the usual way. In all other operating modes a combination of onboard network and generator management enables the generator to be kept at a low voltage. This reduces the load on the engine and makes for fuel savings of around 0.15 litres per 100 kilometres according to the NEDC standard, and up to 0.2 l/100 km in city traffic with its frequent overrun and braking phases.

Welcome to this Porsche Turbo page on the  Turbo Club.

The Porsche Models shown are the different Turbo models of this maker and we welcome your input to the information contained. If you own a similar model and have any photo’s or hints and tips on maintaining or modifying this particular Make then please send them to us for inclusion.

Booked for boost upgrade soon. Help Wanted, Stay Tuned!

The extremely competitive Porsche 944 Turbo of Farzaan Kassam, Canada.
	Not only does this Porsche 944 Turbo perform well, it looks the goods also!
	Extensively tuned suspension of  Farzaan’s 944 Turbo has the competition working hard to try to keep up with his fast times around the track.
	View most Auto crossers see of Farzaan’s Porsche 944 Turbo

1993 Porsche 911 Turbo S Leichtbau (964)
One of only 80 produced in total
One of less than 10 only built in right hand drive
High horsepower 3.3 turbo (381hp)
Lightweight body
Right hand drive
Blue with dark blue leather
Kevlar sports seats
5 speed manual
Factory airconditioning
Electric windows
Blaupunkt CD stereo
Unregistered – Still new with factory delivery mls only

Contact Seller HERE – Listed 2011 September

Twin turbo V8 F40 FERRARI for SALE – BRAND NEW

1990 Ferrari F40 - One of only 1315 produced
Twin turbo V8 (478hp)
Top speed 320kph
Red with Red Suede
Left Hand Drive
5 Speed Manual
Unregistered – Still brand new with factory Delivery Kms Only

Price US $825,000   Contact Seller HERE – Listed 2011 September

The F40 was to a large extent an evolution of the GTO in both form and concept. Though not designed for a particular racing series, it was a car that could be driven to a track and raced competitively at a professional level. It was a leap forward from the GTO in aerodynamic, structural, and performance terms. As befitted a car designed with such dynamic purpose, it had a somewhat spartan interior: the focus was unification of man and machine, combining for awesome acceleration, handling, speed, and presence.

The F40 was the last car introduced and commissioned by Enzo Ferrari himself. Its introduction and its name coincided with Ferrari’s 40th anniversary as an automobile constructor. The car was a celebration of the marque and the man seeking to safely provide owners with a race car for the street, embodying all the finest elements of 1987 automotive engineering.

The F40 employed a clutch and transaxle assembly identical to the GTO, but for a change in the gear ratios. This was a fully synchronised 5-speed manual system with hydraulically actuated single-plate clutch.

The transmission and differential were both housed in magnesium and aluminum alloy cases. To aid in optimal weight distribution, the transmission sat behind the differential, drive going through 180° from the crankshaft to the end of the driveshaft. Gear selection was accomplished by solid rods and forks to ensure positive engagemnt in all conditions. The F40 was also endowed with a transmission oil cooler. Optionally, the F40 could be ordered with a non-synchromesh unit.

The F40′s heart was its engine, a 2,936cc twin turbocharged, alloy 90° V8 putting out an astonishing 478bhp at 7000rpm (163bhp / liter) and 424 lb-ft of torque at 4500rpm.
The engine was substantially evolved from that in the GTO, its displacement, compression ratio, and maximum boost pressure all having been raised. The other basic statistics were the same: dual overhead cams controlling four valves per cylinder, a dry sump lubrication system, separate electronic ignition and fuel injection systems for each bank of cylinders and a Weber-Marelli engine control system.

The forged pistons were redesigned to improve combustion efficiency, and the IHI turbochargers were water-cooled although the Behr intercoolers remained air-to-air. The large tube-steel exhaust system was improved, most notably with a revised wastegate, and by the inclusion of catalytic converters. A horizontally mounted muffler exhausted gasses through three large tail pipes located centrally between the twin rear undertray diffusers.

Ballistic: The 2011 Nissan GT-R Turbo V6  is capable of dashing from 0-100km/h in an amazing 3.0 seconds flat.

Nissan reloads its giant-killing super-coupe for 2011 as the GT-R gets even quicker

28 March 2011

By MARTON PETTENDY and JAMES STANFORD

NISSAN has landed its even quicker new MY11 GT-R in Australia two years after the born-again R35 super-coupe arrived here.

On sale now at selected Nissan dealers in just one specification priced up to $10,000 higher than the benchmark-setting model it replaces, the upgraded all-wheel drive coupe comes with more power and torque, revised suspension, a new-look interior and more standard equipment.

The headline act, however, is claimed 0-100km/h acceleration that is almost half a second quicker than before at an astonishing three seconds dead, maintaining the giant-killing Japanese supercar’s edge over hallowed European competitors that cost twice and in some cases three times as much.

Nissan says it holds a strong order bank for Australia’s single MY11 version, which costs $168,800 plus on-road costs – $6000 more than the outgoing GT-R Premium flagship it effectively replaces and $10,000 more than the discontinued entry-level MY10 GT-R – and is expected to attract 200 customers here this year.

It is just as well because, as with all sportscars, the R35-series GT-R’s popularity has waned significantly since it was released in Australia in March 2009. Nissan has sold just two GT-Rs so far this year and tallied only 77 in 2010 – two-thirds down on the 238 examples it shifted in the new GT-R’s debut year.

Nissan Australia announced a bargain-basement starting price of just $148,800 for the R35 at the Sydney motor show in October 2008, a year after the company’s audacious global chief Carlos Ghosn presented the final production version of his ground-breaking new baby in Tokyo.

Nissan then blamed currency fluctuations for pushing the car’s base price to $155,800 before it had even arrived here, but softened the blow for early adopters by honouring its initial price for the 150-plus Australians who had pre-ordered.

Even with subsequent price increases and the upgraded model’s more substantial price hike, however, the GT-R remains less than half as expensive as Porsche’s iconic 911 Turbo coupe and more than three times more affordable than the top-end supercar yardsticks with which its ballistic performance figures allow it to compete.

Of course, Porsche and Ferrari insist its Nissan badge will prevent any self-respecting European supercar enthusiast that is lucky enough to be in a position to buy a Ferrari 458 Italia ($526,950) or top-shelf 911 GT2 RS ($560,000) from cross-shopping this Japanese upstart with the finest established wares from Maranello or Zuffenhausen.

Of course, Nissan’s GT-R heritage does not stretch back as far as Ferrari’s or Porsche’s, even if Nissan is keen to celebrate this year’s 20th anniversary of the original R32 Skyline GT-R’s historic 1991 Bathurst 1000 and Australian Touring Car Championship double victories, a feat it repeated in 1992.

The fact remains, however, that few others cars – regardless of their pricetag – can match the GT-R’s pace.

For the 2011 model year – in line with Mr Ghosn’s promise to constantly evolve the born-again R35 over its current life cycle – the GT-R comes with a host of engine, suspension, braking, electronic and aerodynamic upgrades.

Visually differentiated primarily by the addition of LED daytime running lights, the MY11 GT-R follows last year’s updated MY10 model, which brought more subtle changes, like better low to mid-range engine response, revised shock absorbers, enhanced cooling and a fresh equipment list.

The headline act for 2011, however, is a 0-100km/h acceleration figure Nissan claims has been lowered to a staggering 3.046 seconds – almost half a second quicker than the MY10’s already-mighty figure.

By way of comparison, Ferrari claims its new 458 does the 0-100 sprint in 3.4 seconds, while – at least officially – Porsche says its 911 GT2 is only as quick as the previous GT-R at 3.5 seconds.

That actually makes the 911 Turbo S (3.3 seconds for the PDK-only coupe) Porsche’s quickest car to the national highway limit, even though we’ve recorded an independently verified 3.2-second pass in the latest standard 911 Turbo – which is around the same pace Porsche promises for its upcoming 918 Spyder plug-in hybrid.

Of course, 0-100km/h acceleration is just one measure of performance and Nissan’s tit-for-tat battle with Porsche and its GT2 to set the fastest time at Germany’s famed Nurburgring has been well documented, with both models allegedly recording lap times under the benchmark figure of 7:30 and Porsche’s blistering new 911 GT2 RS said to have set the latest yardstick at just 7:18.

Whatever the actual pecking order in the upper echelons of the performance car world, the latest GT-R achieves quite a feat by delivering the first significant power boost since the R35 went on sale in Japan in December 2007, while reducing average fuel consumption by 3.5 per cent, from 12.5 to 12.0L/100km, and CO2 emissions to 279g/km.

Not many people would have suggested the GT-R needed any more power, but the hand-made VR38DETT twin-turbo V6 has been revised to reap another 33kW and 24Nm.

The revised 3.8-litre unit, with red rocker covers to link it to the R34 GT-R’s inline six, now generates a whopping 390kW (up from 357kW) at the same 6400rpm, matching Porsche’s 911 Turbo S but not the ballistic new 456kW GT2 RS.

Peak torque of 612Nm (up from 588Nm) is now available all the way from 3200rpm to 6000rpm, rather than only at 5200rpm, making the 2011 GT-R engine more flexible, though still less muscular than the most potent version of Porsche’s twin-turbo 3.8-litre flat six (700Nm).

Nissan engineers increased boost pressure, changed the valve timing and air mixture ratio and added larger inlet pipes. There is also a redesigned faster-acting catalyst.

The GR6 six-speed dual-clutch automated manual transmission remains largely unchanged for the newest GT-R. It still features two wet clutches to ensure pre-selection of the next gear and the ability to change gears so quickly that the engine remains on boost. Like the previous version, the transmission can be controlled using steering wheel shift paddles, which are now made from magnesium.

Nissan has also developed a new ‘Save’ mode for the transmission, which can be selected for more sedate driving during which engine torque is reduced and shift points are raised to avoid unnecessary over-revving and fuel consumption.

Drivers can still select the ‘R’ mode, which orders the transmission to shift faster and harder and the VDC stability control system to be less intrusive, while the GT-R also retains its controversial launch control function, which Nissan refers to only as “starting performance”.

The revised GT-R runs the same ‘Atessa’ all-wheel drive system, which can shoot up to 100 per cent of torque to the rear wheels and up to 50 per cent to the front wheels, but some minor control changes have been made.

It still features a rear-mounted independent transaxle, but there is now a two-wheel-drive mode that comes into play below 10km/h and when the steering wheel is turned beyond the half-lock point, aiding low-speed parking.

Nissan has revised the 10kg-lighter (but still relatively heavy) suspension, although the basic architecture – comprising a double wishbone front-end and four-link rear-end – remains.

Nissan has introduced new shock absorbers it claims are more precise and react faster to driver inputs. The dampers are self-adjusting based on data from 11 sensors, or the driver can select from Comfort, Sport or R modes, which provide different pre-set damping rates.

It fitted a rigid, lightweight front suspension strut brace made from carbon-aluminium honeycomb composite to increase body stiffness, revised front suspension geometry to improve turning grip and straight-line stability, and a different rear roll centre to improve tyre grip and feedback.

There is also an additional support member in the passenger side of the instrument panel, which now connects more rigidly with the engine bay, while Nissan says the fitment of body panels on the production line is more accurate and “a higher-precision G sensor is utilised in checking the instrument panel during the vibration testing of each vehicle body”.

Other changes to the front suspension include retuned springs, dampers and anti-roll bar to “improve the vertical load response of the tyres”, while the front caster angle is increased marginally to improve both turn-in grip and straight-line stability.

At the rear, toe performance is modified by lowering the roll centre height to improve cornering grip and increase road feel, while an aluminium free-piston shock absorber is adopted to increase damping force while reducing friction and improving ride comfort.

Upgraded Nissan-developed brake rotors are now thinner but slightly larger in diameter (390mm up front, 380mm at the rear) and are claimed to improve braking force, fade resistance and pedal control, while extending brake rotor life.

Lighter and more rigid new 20-inch forged alloy wheels are fitted, wrapped with stickier-compound Dunlop SP Sport Maxx GT 600 DSST CTT tyres with improved sidewall rigidity and a tread pattern that Nissan says enhances straight-line stability on rutted roads. The new wheels measure 9.5 inches wide at the front and 10.5 inches wide at the rear, wearing 255/40-section tyres at the front and 285/35s at the rear.

Unless you are a fan, the exterior changes for the 2011 GT-R are likely to go unnoticed. They include the LED DRLs, new front and rear bumpers, an extended rear diffuser, LED tail-lights and new exhaust outlets.

Nissan says the changes to the bumpers, which include fins at the front, have reduced the car’s aerodynamic drag coefficient from 0.272 to 0.268Cd, while the rear bumper revisions are said to generate 10 per cent more downforce.

Perhaps more important to some GT-R buyers is the addition of two new exterior colours – with Daytona Blue replacing Titanium Grey and Metallic Black replacing Kuro Black.

Nissan has also upgraded the cabin, with the aim of giving it a more elegant and luxurious appearance, including a revised instrument panel with new satellite-navigation display and real carbon-fibre centre cluster finish, matt-black switches, a “velour-like” coating for the GT-R badge on the steering wheel and black-smoked (rather than chromed) climate controls.

There are also new door seals to improve the GT-R’s door-closing sound, extra trim mounting points aimed at eliminating squeaks and front seats that are said to offer improved comfort and support and a larger heated section than before.

Standard equipment includes front, side and curtain airbags, a Bose audio system with 11 speakers, including two sub-woofers, iPod connectivity, a seven-inch colour centre screen with graphics designed by Gran Turismo creators Polyphony, satellite-navigation with 3D view, a 9.36GB music hard-drive, keyless entry and starting, Bluetooth phone connectivity, dual-zone climate-control, leather seat trim with suede inserts and a leather-trimmed dashboard.

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