The Ferrari 599 (internal code F141) is an Italian sports car produced by Ferrari. It was the brand's two-seat flagship, replacing the 575M Maranello in 2006 as a 2007 model, but was replaced for the 2013 model year by the F12berlinetta.
Styled by Pininfarina under the direction of Ferrari's Frank Stephenson, the 599 GTB debuted at the Geneva Motor Show in February 2006. It is named for its total engine displacement (5999 cc), Gran Turismo Berlinetta nature, and the Fiorano Circuit test track used by Ferrari.
Hot rods are typically old, classic American cars with large engines modified for linear speed. The origin of the term "hot rod" is unclear. Roadsters were the cars of choice because they were light, were easy to modify, and could be bought for a low price. The term became commonplace in the 1930s or 1940s as the name of a car that had been "hopped up" by modifying the engine in various ways to achieve higher performance.
In Ferrari's first official announcement of the car, the 458 was described as the successor to the F430 but arising from an entirely new design, incorporating technologies developed from the company's experience in Formula 1.
The Mercedes-Benz S-Class is a series of full-size luxury sedans produced by German automaker Mercedes-Benz, a division of German company Daimler AG.The S-Class has served as the flagship model for Mercedes for over fifty years in its various incarnations. The S-Class has debuted many of the company's latest innovations, including drivetrain technologies, interior features, and safety systems.
Aren't there just. First, in 2006, there was the XK, then the XKR arrived with a supercharger to partner the 5.0-litre V8, then along came the XKR-S with yet more power and control, now this, the XKR-S GT. Which is something altogether different.
WHAT IT IS: The four- or five-seat convertible S-class is the spiritual heir to Boss Hogg's white Cadillac (without the longhorns). Like the Ocean Drive convertible concept that appeared at the Detroit show in 2007, the S-class convertible will use a large retractable softtop. Unlike the concept, it will have only two doors. The production car won't look like the slab-sided concept, either, instead following the CLS, CLA, and various other Mercedes models down the path of complex surfacing.
WHY IT MATTERS: This car is part of a three-model strategy to push the S-class upmarket and claim some of the ground the euthanized Maybach was supposed to cover. After all, what says money like a gracious, powerful, ultra-luxury convertible?
PLATFORM : As its name indicates, the convertible rides on the next S-class-sedan platform, which also will underpin the S-class coupe (formerly known as the CL-class). It is constructed primarily of steel, with aluminum used for the doors, hood, and trunklid to save weight. As with the current S-class, the convertible will employ an air suspension.
POWERTRAIN: Both V-8 and V-12 engines figure in the next S-class plan, and there's every reason to expect this high-end softtop version to follow suit.
COMPETITION: Bentley's Continental GTC and the Maserati GranCabrio.
WHAT MIGHT GO WRONG:An exploding sun could render top-down driving unpleasant. Otherwise, we can't think of anything.
ESTIMATED ARRIVAL AND PRICE:The S-class sedan arrives in fall 2013, the coupe in the fall of 2014, and the convertible a year after that. Figure on spending about $150,000 for the droptop.
What It Is: A coupe companion to the recently launched IS that may be badged as the RC. Lexus holds trademarks on both “RC350” and “RC F,” and such a change to the two-door IS’s moniker would make sense considering the trend in this direction—the coupe version of Audi’s A4 being called A5, and BMW recently opting to launch the latest 3-series coupe as the 4-series. This particular example is a step up from the 306-hp IS350 F Sport not just in performance, but in attitude. That’s evident in the flared fenders hiding under that cute curlicue camo, the functional hood scoop, an abundance of oversized intakes and vents, and the lip spoiler.
Why It Matters: Lexus’s vice president of international operations, Mark Templin, told Automotive News, “The coupe market is . . . not an enormous market, but it's an important segment in terms of what it does for image. I think a coupe could change perceptions of our brand." He’s right. And taking the fight to AMG, M, and Quattro is a fine place to start.
Platform: The RC F will make use of the same humble architecture as does the IS350 F Sport and the standard IS, which is a truncated version of the GS’s underpinnings. The IS’s double-A-arm front suspension and multilink rear setup will have spent a substantial amount of time at the Nürburgring being optimized in order to match the times of the RC F’s German competition.
Powertrain: The 5.0-liter V-8 that motivated the IS F likely won’t live to see Lexus’s new-gen F offerings. With the eight-pot unlikely to meet Euro 6 emissions standards, we expect a switch to a forced-induction version of the 3.5-liter V-6 used in a number of “350”-badged Lexuses. This engine features a unique twin-injection setup—that’s direct and port—and was previously supercharged for Toyota’s Japanese-market Mark X +M Supercharger model. In that application, the mill produced 360 horsepower but expect Lexus to get output nearer 450 horses. There is some question, however, as to whether the brand will continue development with the supercharger or if a switch to turbocharging is in the works. Judging by the video below, however, it sounds as though a new-generation V-8 could be powering Lexus's new breed of F variants. But without a clearer audio sample or witnessing the RC F's bark in person, we believe that it's possible that this is the growl of the brand'sbaritone 3.5-liter V-6 in a heavily modified state of tune.
Don’t expect anything other than an automatic—Lexus previously told us it estimated it sold just one manual-equipped IS in all of 2012—and a return of the eight-speed in the current IS F wouldn’t be surprising. It’s possible that Lexus will turn to all-wheel drive, although we believe that with such an emphasis being placed on this car’s emotional component, rear-wheel drive will be the only way to go.
Estimated Arrival and Price: We hear that the RC will bow this fall. There happen to be two shows opening simultaneously in November: Los Angeles and Tokyo. Considering the former is of utmost importance to the brand and the latter is its home market, we’d put our money on one of those two—if not a joint debut. The F variant, however, likely won’t be revealed to the public until some months thereafter. Lexus will have the Germans firmly in its sights, and a base price in the low-$60,000 range—the norm for the segment—seems logical.
Rumors of a 500-hp supercar from Toyota have been floating about for the past year. One insider suggested the car wouldn't launch until Toyota's Formula 1 fortunes include some podium finishes. So, given last season's undistinguished F1 performances, the supercar may still be a way off. Nonetheless, Toyota crews were recently spied testing a prototype on the road.
From these images we can glean that the supercar will be Toyota's most outrageous project to date. Early reports suggested the car would be powered by a mid-engined, detuned version of the Formula 1 V-10. The latest intelligence indicates the engine will be mounted in front and will be a 4.5-liter V-10 jointly developed by Toyota and Yamaha. It won't be related to Toyota's F1 V-10.
The supercar's engine is expected to produce at least 480 horsepower, possibly even 500. One source hinted that the supercar may employ hybrid technology, which would boost fuel economy as well as torque, but we couldn't confirm that.
Problems can arise from such sleek, low-slung bodies, requiring some clever packaging solutions. Even experienced eyes have been stumped by spy photos that show insufficient front air intakes or cooling ducts necessary for a 500-hp engine. The absence of these items seems to indicate a rear-engine placement, but in fact, the engine is in front, and the radiators are in the rear fenders, just below the tacked-on taillights. Camouflage attempts to hide these ducts. These renderings show ducting up front, but we were told it will be for aerodynamics and brake cooling.
Just as Toyota is developing a supercar to take on the likes of Porsche, Mercedes-Benz, and Ferrari, and even the upcoming 450-hp Nissan Skyline GT-R, internal dissension threatens the existence of this project. One faction is concerned that a company so rooted in hybrid powertrains and fuel economy will damage its image by producing a ridiculously high-powered two-seat vehicle. The opposing faction welcomes the supercar but is hotly debating whether to use a high-output version of the 5.0-liter V-8 from the upcoming redesigned Lexus LS sedan or build the V-10. Arguably, the V-10 would give the supercar a bit more prestige and distinction, but a V-8 would cost less, perform similarly, and likely swill less fuel.
So we know there is a V-10 lurking under the hood of the prototypes, but will that change before the $100,000-to-$120,000 car goes on sale as early as 2006? One thing is certain: If the Toyota Formula 1 effort snatches a couple of victories, Toyota will want to celebrate in a big way. What could be better than a supercar?
What It Is: A completely undisguised Lexus GS sedan prototype decked out in high-performance, F-style gear. Lexus’s high-performance F sub-brand is similar in concept to BMW’s M or Mercedes-Benz’s AMG, but has thus far only churned out the IS F sedan and the LFA supercar as full-fledged models, as well as a passel of F Sport–branded trim levels for theIS, GS, and LS. Currently, the GS sedan lineup consists on the GS350, GS350 F Sport, and GS450h hybrid.
Why It Matters: If this test mule indeed previews a production GS F sedan, it would continue the mainstream expansion of Lexus’s F sub-brand, which will also launch the RC F—the F variant of the IS’s coupe sibling—next year. Furthermore, a true supersedan from Lexus finally would give its customers an alternative to stuff like the M5, the E63 AMG, or the Audi S6.
Platform: The GS F would get a completely worked-over chassis, and perhaps even some enhancements to the body structure to further stiffen things up. You can count on the sedan spending a decent amount of time circling Germany’s Nürburgring circuit, because, well, you can’t put out a performance variant anymore without claiming it was tuned on the ’Ring. Visually, the GS F will be set apart by subtly pumped-up styling, some of which is visible in these photos. The stacked exhaust finishers are an F signature, and the rear diffuser element and rear lip spoiler are spicier than even those of the GS F Sport. The front of the car can’t be seen in these shots, but look for the front clip to get sassier.
Powertrain: When our spy photographers recently captured the smaller RC F coupe testing, they managed to snag a video of the car in motion. The audio for that clip seemed to indicate eight-cylinder power, which could mean a V-8 will slide into the larger GS F, too. Currently, no GS offers more than six cylinders. An eight-cylinder engine would go a long way to differentiate the GS F and give it a fighting chance at taking on the M5, S6, and E63 AMG, all of which are powered by twin-turbo V-8s. We expect the Lexus to be rear-drive, but it could potentially incorporate theGS350 AWD’s four-wheel-drive components to better match up with the S6 and E63 AMG 4MATIC.
Competition: Audi S6, BMW M5, Mercedes-Benz E63 AMG.
Estimated Arrival and Price: This GS F prototype seems pretty far along in its gestation, which indicates its reveal is just around the corner. We expect a debut next spring, and it should hit dealer lots a few months later as a 2015 model. Expect to pay a hefty premium over the GS350 F Sport, with the starting price approaching $70,000.
What It Is: Porsche’s upcoming mid-size SUV, the Macan, caught testing wearing almost no camouflage. The Macan, which carried a code name of Cajun—short for “Cayenne Junior”—is smaller than the Cayenne and designed to bring even more buyers into the Porsche fold. Our spy photographers previously captured a Macan prototype out for testing, but it had considerably more camouflage than the car you see here. We’ve also gleaned new details about the Macan’s powertrain in the interim.
Why It Matters: Although brand purists will cry foul, the Macan is poised to become quite the moneymaker for Porsche. Of course, this cash flow will help bankroll the cars these purists love—the excellent Cayman,Boxster, and 911—in a similar fashion to the successful Cayenne and Panamera. The smaller, more affordable Macan also gives Porsche a seat at the table in the ultra-hot luxury-crossover segment.
Platform: If the Porsche Macan’s basic stance and profile seem familiar, that’s because underneath, it’s an Audi Q5. Some dimensions will be altered for the Porsche, including its width (which will grow) and height (which will shrink). As is visible in these photos, the Macan will have Porsche-specific styling, right down to its sporty door mirrors and intake-riddled front end. This prototype is wearing odd headlight and taillight stickers intended to throw off an examination of those critical styling elements, but the cut-line for the front peepers is visible and roughly mimics those of the Cayman and Panamera. The fascia carries a heavy Cayenne vibe, as do the body sides and roofline. Out back, the rear window is steeply raked, and the fast D-pillar is stylishly thick, if detrimental to blind-spot visibility. Overall, the car closely imitates the Cayenne, but with smaller, tighter, and even sportier proportions.
Powertrain: The Macan will come in two trim levels: S and Turbo. Both will be powered by versions of Porsche’s new twin-turbo 3.0-liter V-6 engine, which was introduced via the 2014 Panamera. Expect the base S variant to make 340 horsepower, while the more powerful and sportier Turbo will get a solid 400. (Based on the big wheels, red brake calipers, and quad exhaust outlets on the test car pictured here, it’s a good bet this is the zestier Turbo model.) Look for all-wheel drive to be standard, as it is in the Cayenne. As for the transmission, a seven-speed dual-clutch unit is most likely.
Competition: Audi Q5, BMW X3/X4, Land Rover Range Rover Evoque, Mercedes-Benz GLK-class.
Estimated Arrival and Price: The Macan will be introduced this fall at the Los Angeles auto show, and should go on sale shortly thereafter at a starting price of around $45,000. Actual transaction prices, of course, will depend heavily on how deep customers plunge into Porsche’s vast options and personalization catalog. A well-optioned Macan Turbo could pack an eye-wateringly expensive sticker.
The BMW Z4 sDrive18i convertible is the entry-level model in BMW’s facelifted Z4 range.
It uses a lower-output version of the 2.0-litre turbocharged petrol engine found in the sDrive20i and sDrive28i, resulting in a less expensive list price of £27,615.
Opting for the sDrive18i saves approximately £2100 compared with the previous base model, the sDrive20i, but it also dispenses with some of the kit. Dual-zone climate control and rain-sensing wipers are, for example, optional instead of standard.
As well as the new engine option, the facelifted Z4 benefits from small cosmetic tweaks to keep it fresh among rivals such as the Mercedes-Benz SLK. These include white LED ‘corona’ rings around the headlamps and a smattering of chrome trim.
Under the BMW’s bonnet, you’ll find a 154bhp 2.0-litre ‘TwinPower Turbo’ engine, which features a single twin-scroll turbo and variable valve lift and cam timing control. The combination of these technologies allows it to generate 177lb ft between 1250rpm and 4400rpm.
Although its modest power output translates to a tame but acceptable 0-62mph time of 7.9sec, its wide spread of torque means that the BMW feels flexible and punchy, even in higher gears.
It sounds moderately potent, too, with frequent flutters from its wastegate, audible turbo spooling and a satisfying burble on overrun.
There are no improvements in efficiency, though. The sDrive18i’s combined 41.5mpg and 159g/km of CO2 are the same as the 181bhp 20i’s and 241bhp 28i’s.
Drive is transmitted to the rear by a six-speed manual gearbox. It offers a decent selection of ratios and a short and swift shift action, allowing you to make good use of the power on offer, but its action is baulky and notchy.
The car we drove had several options, most notably 18-inch alloy wheels, adaptive M Sport suspension, sports seats and a Comfort pack that includes a rear wind deflector.
Although the Z4 has sporting pretensions, it doesn’t quite deliver on the road. The steering is precise and has enough weighting to avoid feeling nervous, and there’s plenty of grip, but it lacks feedback or consistency as you apply lock. This can make the BMW feel a little disconcerting around high-speed corners.
The ride, although firm, is tolerable. The BMW Z4’s brakes are also strong and progressive, the clutch smooth and the throttle precise and easily modulated. The quality and layout of the cabin is good, too, the kit levels are acceptable and the folding hard-top drops quickly at the press of a button. In terms of usability, the Z4 is excellent.
Overall, the BMW Z4 sDrive18i is tempting option. For one thing, its stylish looks garner it plenty of attention. It’s also quite fun to drive, comfortable, relatively frugal, well built and refined – even with the top down at motorway speeds.
It’s ideal for those more interested in ease of use and appearance than outright performance. Be careful with options, though, or the final price will quickly spiral. You'll pay £27,615 for the standard model but our test car, with several options, was priced at £36,420.
BMW Z4 sDrive 18i Price £27,615; 0-62mph 7.9sec; Top speed ; 137mph Economy 41.5mpg (combined); CO2 159g/km; Kerb weight 1505kg; Engine 4 cyls in line, 1997cc, turbocharged, petrol; Power 154bhp at 5000rpm; Torque 177lb ft at 1250-4400rpm; Gearbox 6spd manual
New three-cylinder turbocharged engine produces 113bhp, expected to average over 50mpg and claimed to be as refined as a four-cylinder
An all-new three-cylinder turbocharged petrol engine is being added to the Vauxhall Adam line-up next year.
The 1.0-litre unit is the first in Vauxhall's new SGE (Small Gasoline Engine) family and will spawn other lightweight aluminium three and four-cylinder petrol engines of between 1.0 and 1.6 litres. Vauxhall's 1.0-litre Adam produces 113bhp and 122lb ft of torque (available at 1800-4700rpm), and will partner a new six-speed gearbox.
The new 1.0-litre engine, which has a lightweight aluminium cylinder block, uses direct injection and continuously variable valve timing to help deliver the required performance and efficiency.
Countering the typical offbeat running characteristics of a three-cylinder engine is a chain-driven balancer shaft mounted in the sump. Noise reduction features include acoustically-optimised engine covers, a specially tuned intake system and a low-hiss turbocharger compressor.
Refinement is said to match a four-pot’s, while economy is claimed to beat the 44.1mpg of the Astra’s naturally aspirated 1.6-litre petrol engine by 20 per cent, suggesting an combined fuel consumption of around 53mpg.
"In developing this small engine, we not only set out to to minimise fuel consumption and CO2 emissions but we also wanted to demonstrate that three cylinders can be just as refined as four or more," said Dr. Matthias Alt, chief engineer of Vauxhall's Small Gasoline Engines division.
It's a cloudy, muggy, rainy day here in Mumbai, but we've got our own little ray of sunshine today – Jaguar's fabulous new F-Type. Now we already know this is a stunning sportscar, and looking at the spec sheet we can tell it’s going to be seriously quick too. Question is, how well does it work as a GT and a sportscar? And more importantly, how well will it work in Indian conditions? Will it be both useable on a regular basis as well as a hoot to drive when the opportunity arises? Those are the answers we are looking for during our first drive of this car on Indian soil.
The conditions the new F-Type has to face on Mumbai’s streets are nothing short of challenging. With our monsoon-damaged roads looking like they’ve recently been the recipients of a carpet bombing, and traffic at its snarly worst, this 488bhp rag top has its work cut out. There are a couple of areas in and around the island city where we will be able to give this car a brief workout, and we’ll be headed there as well. But enough perspective; now let’s dive straight into the car.
BMW will launch the 1-series in India on September 3 with petrol and diesel engine options. Pre-bookings for the car are on.
The 1-series will come with two engine options, a petrol and diesel. The 118d is powered by the 1997cc diesel motor that we have seen in other BMW models. The motor is, however, detuned to 143bhp for the 1-series, and that gives it an edge over Mercedes' A 180 CDI.
The petrol motor is also a hi-tech 1.6-litre turbocharged direct injection motor that also powers the Mini Cooper and Cooper S. The engine in the 1-series develops a healthy 136bhp of power. BMW claims that the diesel engine-equipped 1-series will return 20.58kpl, whereas the petrol will return16.28kpl. The car will also come with auto Start/Stop function, which should boost efficiency.
Both motors will come mated with 8-speed automatic gearboxes only. BMW will also tweak the suspension of the 1-series to cope with Indian roads.
The 1-series, true to BMW genetics, has a longitudnal engine, rear-wheel drive layout and 50:50 weight distribution, and will surely spice up the luxury hatchback segment here. The German carmaker has already started testing the car in India.
BMW has already begun accepting pre-bookings for the 1-series. What's more, the carmaker is also offering its 'BMW Service Inclusive Plus' package free of cost for the first 100 customers. According to the carmaker, this includes services "as often as necessary" within the inclusive period, with the added bonus of avoiding the inconvenience of discussing cost estimates and undertaking financial transactions at every workshop visit.
The car would be locally produced at the BMW plant in Chennai, so expect prices to be in the range of around Rs 20-25 lakh.
he Jaguar C-X75 prototype supercar won’t go into production, but Jaguar has released a new behind-the-scenes video that gives a tantalising glimpse of what might have been, and which also shows the extensive development work that went into creating the hybrid-powered supercar.
Jaguar unveiled the C-X75 concept car in 2010, and it eveloved from a design study to a fully working prototype in just two years. In that time, Jaguar and development partner Williams Advanced Engineering created an four-wheel drive, plug-in parallel hybrid electric vehicle (PHEV) with Jaguar’s first carbon composite monocoque chassis.
The C-X75 has a combined power output of more than 850bhp and dvelops 738lb ft of torque. Its powertrain comines a 1.6-litre turbocharged and supercharged four-cylinder petrol engine plant that generates 502bhp with two electric motors – one for each axle – that give a further 385bhp.
Jaguar claims the C-X75 can accelerate from 0-100mph in less than six seconds, thanks in partly to a seven-speed automated transmission that with gearshifts that take less than 200 milliseconds. Top speed is expected to be about 220mph.
Despite its performance, Jaguar says the C-X75 can run for about 30 miles in pure electric vehicle mode, while overall CO2 emissions are less than 89g/km. Jaguar took the decision not to build a production version in 2012.
It’s a pity they scraped the project, we hope to see it again some day especially as it could have given real competition to the likes of Ferrari LaFerrari and McLaren P1!
The current Bentley Continental Supersports was released in 2009 and for the 2014 model year Bentley is working on a new high-performance flagship coupe, according to sources from Bentley. The new model will be placed between the current GT Speed that delivers a total of 616 horsepower and the upcoming road-going Continental GT3 rumored to deliver a total of 675 horsepower.
The new Continental Supersports will feature carbon-fiber panels, stiffer suspension and a twin-turbo W-12 engine that will deliver around 650 horsepower. As you can see, the output will represent a modest increase of just 30 horsepower over the GT Speed model, but Bentley officials confirm that "Supersports wouldn’t be all about pure power."
The company will also focus on reducing the car’s total weight, revising the chassis settings and improving braking power. Rumors suggest that in order to reduce the car’s weight Bentley could also drop the rear seats, while the front ones will be made in lightweight composites.
Hit the jump to learn more about the Continental Supersports.
Updated 04/02/2013: Today we have created a very nice rendering for the upcoming Continental Supersports. Let us know what do you think in the comments section below.
History
Bentley unveiled the Continental Supersports at the 2009 Geneva Motor Show and it arrived on the U.S. market in the summer of 2010. The model was not only the most powerful Continental ever launched, but also the first Bentley capable of running on both petrol (gasoline) and biofuel (E85 ethanol).
The model was offered in both coupe and convertible models and shortly after the convertible arrived on the market, it set a new world record on ice, as it hit a top speed of 205.48 mph on the frozen waters of the Baltic Sea. In order to commemorate this event, Bentley offered a special Supersports ’Ice Speed Record’ convertible that was limited to just 100 units.
Competition
Usually Bentley models aim at models from Rolls Royce, but the Supersports version has raised the performance bar pretty high, causing a change of direction.
As promised at the 2013 Geneva Motor Show, Aston Martin unveiled today, May 19, 2013 at the 24 Hours of Nürburgring race the exceptional CC100 Speedster Concept - a vehicle specially designed to celebrate the company’s centenary. The CC100 made its debut by lapping the the circuit together with the 1959 DBR1 - the model that inspired. Behind the wheel was Aston Martin CEO Dr Ulrich Bez.
The new CC100 measures 4,5 m (177.16 inches) in length and 2 m (78.74 inches) in width, and, according to the first details offered by the company it features hint at potential future design direction.
Aston Martin DBR1
Starting in 1956, Aston Martin built the DBR1 to race in the World Sportscar Championship and other races of the era. The DBR1 came with a 250-horsepower 2.5-liter straight-six-cylinder engine, which had a lot to do with its 1959 victory at 24 Hours of Le Mans.
Following the 1959 victory, the DBR1 project was scrapped and the remaining models were sold off to private owners. Its last victory came in 1960 when a privateer piloted the DBR1/2 to a first-place finish in the 1960 Rouen Grand Prix. The DBR1 models lasted another two years in the racing scene until retiring after the 1962 season.
The DBR1 is now one of the most sought after Aston Martin collector cars.
Press Release
Aston Martin is celebrating its centenary in world-class style with the debut today (19 May) of the exceptional CC100 Speedster Concept.
Created as a stunning celebration of the great British brand’s 100 years of sports car excellence the one-off CC100 looks both to the past and the DBR1 – Aston Martin’s greatest sporting triumph on the track – and to the future with its teasing glimpses of potential future design direction.
The 6.0-litre V12-powered concept car today makes its world debut by completing a lap of the famous Nordschleife at Germany’s ADAC Zurich 24 Hours of Nürburgring race. It is lapping the circuit together with the 1000km race-winning 1959 DBR1 with British racing legend Sir Stirling Moss at the wheel. It is the most tangible expression yet of the brand’s year-long 2013 centenary celebrations.
Viewed by tens of thousands of lucky spectators in Germany, the radical speedster is being driven today by Aston Martin CEO Dr Ulrich Bez. He said: “CC100 is the epitome of everything that is great about Aston Martin. It represents our fantastic sporting heritage, our exceptional design capability, our superb engineering know-how and, above all, our adventurous spirit!
“I have nicknamed it ‘DBR100’ because of its affinity to the great 1959 race-winning cars and, of course, our 100-year anniversary in 2013.
“But this car is more, even, than a simple ‘birthday present’ to ourselves: it shows that the soul of Aston Martin – the thing that differentiates us from all the other car makers out there – is as powerful as ever and I very much hope that everyone who catches a glimpse of it at the Nürburgring today enjoys seeing it.”
Designed and constructed in fewer than six months at Aston Martin’s global headquarters in Gaydon, working with key supplier Multimatic Inc, under the leadership of Special Projects and Motorsport Director David King, the finished look of the two-seater CC100 is the work of Design Director Marek Reichman working alongside the brand’s Chief Exterior Designer Miles Nurnberger.
Miles explained: “The brief was very simple, yet enormously testing: create something that reflects the 100 years of Aston Martin heritage and signals the future of the brand.
“The idea of an iconic speedster concept that nods to the Le Mans − and Nürburgring – winning cars of 1959 soon came, and we have had complete freedom to shape this car.”
Marek Reichman said: “I’m extremely proud of the entire team at Gaydon for creating this remarkable sports car concept in such a short time.
“The need to create a truly fitting tribute to 100 years of the Aston Martin brand has brought out the creativity and talent that makes Aston Martin such an exceptional luxury sports car maker.”
Measuring almost four and a half metres nose to tail, and more than two metres wide (including mirrors) the Speedster Concept body is a classic example of the almost infinitely flexible nature of Aston Martin’s trademark Vertical Horizontal engineering philosophy.
With a body and interior crafted from carbon fibre, tooled and provided by low volume specialists Multimatic, the CC100 utilises the latest generation AM11 naturally aspirated V12 gasoline engine mated to a six-speed hydraulically actuated automated sequential manual transmission. Controlled via steering column-mounted paddle shifts the lightweight ‘box delivers truly sporting changes perfectly suited to the Speedster’s track-focused nature.
The drivetrain will power the CC100 from rest to 62 mph in a little over four seconds, while the top speed is limited to 180 mph.
Dr Bez added: “The future of Aston Martin is, very clearly, more exciting now than perhaps at any time in its history and I’m looking forward to seeing the excitement and anticipation that CC100 creates among Aston Martin owners and enthusiasts worldwide.”
