2010 Chevrolet Volt Price Depend on Gas Price

Volt price will depend on gas price, GM says.

Although the conference call was supposed to be all about the progress on designing batteries for the Chevrolet Volt, the issue of the car's price loomed large in observer's minds.

With a potential asking price that's risen from an estimated $30,000 (U.S.) to a loftier $40,000 for the compact four-seater, Bob Kruse, executive director of the program, gave no specifics on its estimated MSRP, but said the price will depend in part on the cost of gas.

"We're not wishing for higher petroleum costs, but the economic viability of what we're doing only gets greater with higher fuel prices," he said. The plan to launch the car in November, 2010, is on schedule. "$1.50 gallon gas is not helping our business case."

The average price of regular gas in the United States was actually $1.96 a gallon earlier this week, according to American government figures.


GM is not sure what the price of the Volt will be, Kruse said, nor has the company established whether it will lease the battery separately from the vehicle itself, as Nissan plans to do with its all-electric vehicle, which is to go on limited sale next year.

"Part of the price will be dependent on fuel costs at the time, which will impact the value equation the Volt provides."

The focus of the update was on the progress of the lithium-ion battery design — as GM has said, once the battery is ready, the Volt will be ready.

It is the advanced battery technology that allows the Volt to promise up to 64 km (40 miles) of electric-only driving; the small internal combustion engine works only to recharge the batteries, instead of stranding the driver, as would have occurred with GM's ill-fated EV1 all-electric vehicle at the end of its range.









"As we've seen with computers, the technology has progressed to the point where they have morphed from large desktop models, down to the size of your Blackberry," said Denise Gray, director of battery systems engineering, while confirming that design work on generations two and three of the Voltec system is happening alongside the production Volt.

"We're looking for the same types of advancements (and cost reductions) in our electronics."

In a Q&A session afterwards with various media, one astute questioner asked at what temperature those promised 64 kilometres of electric-only driving were verified. Turns out, it was the figure achieved in the normal city cycle testing, said Kruse, which is done at 20 degrees Celsius.

So if your winter commute involves regular sub-zero starts and highway driving, the question isn't whether its electric range will decrease, but by how much?















GM was obviously very sensitive about the fact that the battery cells for the first-generation Volt will come from South Korea, courtesy of LG Chem, especially when it is receiving extra money from both state and federal U.S. governments to produce environmentally advanced vehicles in and around Detroit, on top of the federal bailout money it has and will receive to keep it afloat.

The first batch of pre-production prototypes will be produced later this summer, about 80 of them, soon after the world's largest auto battery facility will open near Detroit, said GM.

Overhyped Nano on sale in India

In yet another media-frenzy-generating launch event, Tata Motor officials confirmed that orders will begin being taken in April in India for the Nano, whose super-low starting price of around $2,900 has media outlets around the world breathlessly reporting on the debut of the "world's cheapest car."

Except it's not the world's cheapest car, it's the world's cheapest new car.

Option it up with various luxuries like a right-side rear view mirror, heating and air conditioning, and a cup holder, and that price moves to 172,360 Indian rupees, according to figures available at tatanano.com, or the equivalent of $4,152.

Still, offering any new vehicle at such a low price is a remarkable achievement, even if the lack of airbags and emissions controls would not allow the Nano as is to be sold in most developed markets, and certainly not in regulation-heavy North America.










"The Nano represents the spirit of breaking conventional barriers," said Tata Motors chairman Ratan Tata. "It will provide safe, affordable, four-wheel transportation to families who till now have not been able to own a car." Or at least a new car.

The Nano offers a 35-hp. two-cylinder engine, coupled to a four-speed manual transmission, with a top speed of 105 km/h, for a published estimate of 33 seconds for the small four-seat hatchback to reach 100 km/h.

Plans are in the works to sell an upgraded version of this car to parts of Europe by 2011, the company said; it would a larger 90-hp, three-cylinder engine, available five-speed automatic, dual airbags, ABS and stability control, with a target starting price still under $5,000 (U.S.).

"Driven mainly by the change in demand that we see elsewhere in the world, we suddenly felt we had a product that could be of considerable interest as a low-cost product in western Europe, eastern Europe, the U.K. and even the U.S.," Tata told Reuters at this week's event.










Women's Car of the Year award launched

Female automotive journalists are a relative rarity in this business, but a group of 10 women auto writers from around the world will launch the first Women's Car of the Year award.

The initial group includes two journalists from Canada, as well as India, South Africa, the U.K., Australia and Europe.

"Most awards are chosen by a huge majority of men who tend to view cars differently to women," said Sandy Myhre, the New Zealand-based journalist who initiated the award.

"This award reflects changing times when you consider that today women make the final decision in as much as 85 per cent of all cars sold," according to Myhre.

After noticing that the 2007 World Car of the Year award's 43-member jury of international auto journalists did not contain one woman, Myhre helped organize a Women's COTY program in New Zealand last year, an award which went to the Volkswagen Passat BlueMotion (diesel) wagon.

"Newton-metres [or lb-ft] of torque weren't even considered, but we did look at drivability and sexiness," for those awards, as well as its carbon footprint, family friendliness, value, and, "of course," the range of colours, said Myhre.
Infiniti M to become brand's first hybrid

Playing some serious catch-up to arch-rival Lexus, Infiniti plans to start selling its own hybrid designs in North America next year, starting with its mid-size M sedans, Japan's Nikkei business daily reports.


While the Altima now offers a hybrid option, the hybrid uses leased Toyota hybrid technology, while Nissan, Japan's third-largest auto maker, struggles to come out with its own hybrid designs to rival those of Toyota and Honda.



Other luxury players are starting to jump into the hybrid market as well, with BMW and Mercedes-Benz both planning hybrid SUVs for North America and Europe this year, as well as the Mercedes-Benz S400 BlueHybrid that will compete with Lexus' top-line LS600hl.

2010 Audi A4 allroad quattro Full Details

The Audi A4 allroad quattro is right at home on any road or trail. With its permanent all-wheel drive and increased ground clearance, it offers driving pleasure even on unpaved surfaces.

The Audi A4 allroad quattro also features all the technologies which impart superiority to the A4 model line: powerful and highly efficient engines, the vehicle-dynamics control system known as Audi drive select, the high-tech S tronic transmission, and innovative communication and assistance systems. Sales will begin in early summer, starting at 37,100 euros.

The Audi A4 allroad quattro: A car that knows no boundaries

A car that knows no boundaries: Audi is launching the A4 allroad quattro. With its quattro permanent all-wheel drive and increased ground clearance, this vehicle can handle any road or trail. Starting in early summer, the Audi A4 allroad quattro will be available with one of three powerful and energy-efficient engines, the high-tech S tronic transmission, and a broad range of assistance and communication systems. Its basic price will be 37,100 euros.

A relative of the A4 Avant, the A4 allroad quattro is a clever companion during everyday driving as well as for sports and leisure. The luggage compartment has a capacity of 490 liters (17.3 cubic feet), which extends up to 1,430 liters (50.5 cubic feet) when the split folding rear seat backs are fully folded down. A light touch triggers the standard load-area cover to retract upward. And the reversible loadliner's underside has been designed as a dirt-resistant tray. Audi offers optional extras such as a load-securing set and an electromechanical assembly for the tailgate.












The Audi A4 allroad quattro is somewhat larger than the A4 Avant. It measures 4.72 meters in length (15.49 ft) and 1.84 meters in width (6.04 ft). At a height of 1.50 meters (4.92 ft), it is taller than its A4 Avant sibling: ground clearance has risen to 180 millimeters (7.09 inches). A series of design flourishes underscores the vehicle's expressive nature and superiority on any road or trail. The fenders have become more flared; the wheel arches and the side sills bear vigorous insert strips; and underneath the front end and tail end, the vehicle has a solid stainless-steel underbody guard. 17-inch lightweight alloy wheels in 7-arm design are standard, and the roof is capped off by an offset rail.

Audi will initially offer three different powerful and highly efficient engines for the A4 allroad quattro: a gasoline engine and two diesel units. All three combine the technologies of direct fuel injection and turbocharging. The 2.0 TFSI delivers 155 kW (211 hp) and 350 Nm (258.15 lb-ft) of torque. The 3.0 TDI produces 176 kW (240 hp), which enables a sprint to 100 km/h (62.14 mph) in 6.4 seconds.











The 2.0 TDI with manual shifting provides 125 kW (170 hp), yet requires just 6.4 liters of fuel per 100 km (36.75 U.S. mpg). This is partially due to the synergetic impact of new efficiency technologies by Audi: an energy-recovery system, a start-stop system, and an on-board computer with efficiency program - all standard as of summer 2009.

Whereas the 2.0 TDI links to a six-speed manual transmission, the 2.0 TFSI and the 3.0 TDI can transmit power to Audi's optional, innovative dual-clutch transmission. The S tronic operates very efficiently, switching extremely smoothly among its seven gears at lightning speed. The driver can shift manually or allow this transmission to shift automatically.

Standard: The quattro permanent all-wheel drive system

The quattro permanent all-wheel drive system is also standard equipment in Audi's latest model. It slightly favors the rear, distributing power for sporty handling similar to that of the A4 Avant. The finely balanced distribution of the axle loads and the high-tech chassis play key roles in this regard.












In rough terrain, the Audi A4 allroad quattro relies on a cutting-edge feature: Offroad Detection technology identifies the type of driving surface and accordingly adjusts the control parameters of the electronic stabilization program (ESP). The optional vehicle-dynamics control system known as Audi drive select enables dynamic road handling. The system is paired with Audi dynamic steering, which varies the steering ratio in a continuously variable manner - more directly at low speeds and more indirectly at high speeds.

A wide range of optional assistance systems straight from the luxury class will appeal to customers who set great store by convenience. Audi lane assist helps the driver to remain in a given lane and Audi side assist makes it safer to change lanes. Adaptive cruise control is a radar-assisted cruise-control system which detects vehicles ahead and maintains the proper following distance by accelerating and braking automatically. In dangerous situations, this system alerts the driver via one of two alarms.

There are also appealing multimedia options for this vehicle, from the innovative, high-tech MMI navigation plus system to the Bang & Olufsen sound system. The Audi A4 allroad quattro will be available at dealerships early this summer at a basic price of 37,100 euros.
At a glance

Engines

•Two powerful and highly efficient TDI units and one TFSI engine, output of 125 kW (170 hp) to 176 kW (240 hp)

•Start-stop system and energy-recovery system for the 2.0 TDI and 2.0 TFSI as of summer 2009

Driveline

•S tronic dual-clutch transmission optional on the 2.0 TFSI and 3.0 TDI

•quattro all-wheel drive standard with all engine versions

Chassis

•Elaborate five-link front suspension and trapezoidal-link rear suspension, consisting largely of aluminum

•Wider track, standard 17-inch wheels, large wheel brakes

•Audi drive select (vehicle-dynamics control system) with Audi dynamic steering optional

•Increased ground clearance and ESP with Offroad Detection increase propulsive power on loose surfaces

Body and design

•Plenty of available space and considerable everyday practicality; luggage compartment holds between 490 liters (17.3 cubic feet) and 1,430 liter (50.5 cubic feet)

•Numerous practical details for leisure activities and transporting objects

•Striking design flourishes such as flared fenders and stainless-steel front and rear underbody guard

Equipment

•Generous standard-equipment package, including a deluxe load-area cover

•Optional assistance systems and multimedia components straight from the luxury class

2010 Chevrolet Camaro SS Road Test

The arrival of the Chevy Camaro finally completes Detroit’s pony-car trifecta. Does the Reborn Ponycar Live Up to Its Name?

Since the last pill-shaped F-body Camaro rolled off the line in 2002, the long-fought, often contentious pony-car game has been one of solitaire, played solely by the Ford Mustang.

The Mustang went all retro in 2005, and the ensuing craze prompted Dodge and Chevy to rouse their own dormant nameplates (and fans) to take on the foe-less leader. Dodge was first in 2008 with its resurrected Challenger, and now—just as Ford is launching its significantly updated 2010 Mustang—Chevrolet has finally commenced production of its reborn Camaro, completing the new-age pony-car trifecta.

While we will save the official comparison test for later, we can aver that the neo Camaro offers the freshest and most modern package of the three. Built as it is on GM’s superb Zeta full-size platform, it sports a fully independent suspension, along with evocative, contemporary styling that thankfully misses being totally retro.

We entered into this first test of the long-awaited 2010 Camaro with high expectations. Indeed, with a 304-hp, 3.6-liter V-6, the base Camaro is nearly as powerful as the Mustang GT, and so we were champing at the bit to see what the Camaro could do in SS form, with a 6.2-liter V-8 stuffed under its hood.

How Quick Is It?

With the six-speed automatic, the Camaro SS can hit 60 mph in a scant 4.6 seconds, with the quarter-mile arriving in 13.1 at 109 mph. At 4.8 seconds, the Camaro with the six-speed manual takes 0.2 second longer to hit 60, but overtakes the automatic by the quarter-mile mark, clocking 13 seconds flat at 111 mph. (The L99 V-8 hooked to the automatic is rated for 400 hp and 410 lb-ft of torque, while the LS3/manual combo is good for 426 hp and 420 lb-ft.)

For comparison, both the 315-hp 2010 Ford Mustang GT and the 376-hp, 5.7-liter Hemi-powered Dodge Challenger R/T do the trick in 5.1 seconds. The better-matched but pricier Challenger SRT8—with a 425-horse, 6.1-liter Hemi—hits 60 in 4.8 seconds. So until Ford gets the Mustang GT into the gym and stuffs more power under its hood, Chevy has earned bragging rights in the segment where burliness arguably counts the most.

On a drive that took us along the scenic roads east of San Diego, California, we also found the Camaro’s roadholding to be quite stellar—it grips with 0.92 g on a skidpad—thanks in part to the independent multilink suspension out back and the stickiness of the fat, Z-rated 245/45 front and 275/40 rear tires mounted on 20-inch wheels. The variable-ratio steering rack delivers great on-center feel, similar to that which we’ve praised on the Camaro’s platform-mate, the Pontiac G8.












Quiet + Calm Ride = Surprising Comfort

The Camaro SS packs a few surprises, however. The engine is remarkably—and to some, disappointingly—quiet, at least from inside the cabin (based on the shell-shocked looks on the faces of people we blew by, it appears that it’s plenty loud on the outside).

For high-speed cruising, this is a good thing, as there is no shred of that exhausting boominess that can add misery to long-haul muscle-car motoring. But at the same time, we found ourselves wanting a bit more of an audible reminder that we were driving something with 426 freakin’ horses under the hood. Even at full tilt, the engine didn’t seem to have the trumpet-like blat of the Challenger R/T’s 5.7-liter, let alone the NASCAR-worthy howl of the 6.1-liter in the SRT8.

Another surprise is the eerily serene ride, which makes the quietness seem even quieter. Particularly at freeway speeds, the Camaro’s Zeta roots pay dividends, striking a brilliant balance between lively, grippy roadholding and wonderfully compliant damping. Meanwhile, the SS offers decent feedback through the steering wheel. A guy could cruise all day in this thing and never feel beat up.


















Drives Big

At higher speeds, however, is where one misses things like outward vision. The very low roof, high waistline, and wall-like rear pillars make the car drive big (not good for twisty two-laners), although the Challenger drives bigger yet.

Lane-changing is a point-and-squirt affair rather than anything involving an over-the-shoulder check. The exterior mirrors help, with the bonus that they give you a close-up view of the Camaro’s sexy hips. The interior mirror is utterly useless; all one sees when glancing rearward is an ocean of black roof and C-pillars the width of a Sequoia (the tree or the Toyota).

Also disappointing are the hard plastics that we had hoped were banished from GM interiors, but they’ve clearly found their way inside the Camaro.

Furthermore, the inset dashboard trim piece that was to be rendered—at least optionally—in a cool illuminated band of light-tube trickery has now become a cloth insert. And finally, as great as the high-mounted squircle-shaped gauges and cool center stack look, the script is tiny and the buttons can be ergonomically challenging in operation.
But the Camaro is beguiling.

It has a strong design, a strong heritage, and delivers seriously strong acceleration. It will do well with its established fan base, and should even earn a few more admirers in its new life.

And not insignificantly, the EPA just gave it excellent fuel-economy ratings. Could it be better? Absolutely, but at least its deficiencies involve its interior detailing more than its dynamics. Besides, in these tumultuous, unpredictable times, we should celebrate the mere fact that pony cars like this are here at all.

Welcome to the herd, little pony.

2010 BMW Z4 Road Test

Road Test: 2010 BMW Z4, which officially revealed at the 2009 North America Internationl Auto Show at Detroit. See details after the jump.

Two market segments in particular have been decimated by the Great Recession.

First, the Bentley-Ferrari-Porsche 911 area has effectively been castrated in the past six months.

Second, there are the smaller two-seater premium Euro roadsters we all love so well in the best of times: Porsche Boxster, Mercedes SLK, Audi TT Roadster, and BMW Z4. For these little guys, emasculation similes do not suffice.

BMW has slightly merciful timing on this new Z4. The last-generation coupe and roadster stopped production in Spartanburg right as the collapse was preparing to crush us all in July 2008. Now the new generation Z4 is cranking up in Regensburg, Germany, for a May 9th worldwide launch of deliveries just as a few signs are popping up that the start of the long bottoming-out could be upon us, bolstering at least a little confidence.

And we can all say bye-bye to the costly soft top and fixed top versions approach, since Munich decided a while ago that a folding hardtop covers all needs in this minor profit center segment. For this quickie drive review prior to the full story in next month’s Winding Road, we’ll focus on the key driving points and personality of the third-generation Z4 -- called the E89 internally by BMW.

Seeing the previous two Z4 roadsters sitting beside this new one pretty much tells the full story on how the car has altered its persona. In a modern way, the profile of the new Z4 is as beautiful to our eyes as that of the classic 507 or short-lived Z8.

The proportions are classic rakish Euro roadster with a clamshell-opening aluminum hood that is 5.5 inches longer than that on the last-gen Z4s. To the eye, this positions the two occupants much more to the rear axle though the wheelbase remains the same.

Then, given the packaging needs of the two-piece aluminum folding top, the shape of the rear end is raised a bit and it’s this line that ties it so closely to those classic proportions.

Then the front and rear ends are wider with light elements that emphasize this added width, a visual trick that is all the rage these days at every German builder. Thus, stared at from above, the footprint of the latest Z4 is basically rectangular as on most of the roadster bodies we lust after.

Inside, the form language carries over and everything is a little more generous and elegant than on the previous cars. Cockpit shoulder room is up almost an inch, elbow room by almost two inches, and these touches resolve one of the Z4’s old troubles: we felt hemmed in before and so the Z4 was never the choice for a longer distance drive.

This one stretches out a bit and matures up, thus attracting a different, possibly older, customer with more cash to play with. (The sDrive30i starts at $46,575 pre-tax with standard six-speed manual, the sDrive35i at $52,475.)

The only testers available in our Spanish try-out were top-of-the-line sDrive35i models with the new seven-speed dual-clutch Sport Auto transmission, though we did manage a quick try in a manually equipped 35i for you.

Both are terrific to be sure, but with the seven-speed we are miffed by the automated upshifts close to the 7000-rpm redline even in the Sport+ mode of the Drive Dynamic Control and kickdowns whenever we jam on it for overtaking.

This is a safety choice by BMW and it states clearly that this Z4 even at the top end is now meant for average drivers. Still, if you don’t mind anticipating the ECU police by 100 rpm or so, the shifting is swell and the exhaust sound is burly without being brash.

Playing with the new DDC -- normal, sport, sport+ -- also modifies the suspension and steering and the differences are more subtle than any previous mode system, but Sport+ is our overall choice especially if we find ourselves on these sensational roads above the Andalusian coast.

Our other favorite mode is roof down. The two-piece hardtop weighs 66 pounds more than the old ragtop, takes twenty seconds to open or close, and thankfully looks really good either open or shut.

2010 Mercedes-Benz E-Class Road Test

Twelve million strong and growing, the E-Class is and has been the bread and butter of Mercedes-Benz's lineup.

This premium midsize sedan is set squarely between the company's compact C-Class and flagship S-Class, and Mercedes-Benz considers the all-new 2010 E-Class to be its most important new car of the year.

Over 22 million miles were logged during its testing—the company's most comprehensive development process to date—with the goal of making it the best E-Class yet. Did they get this one right? We spent a couple of days behind the wheel of the V8-powered E550 in Spain to find out.

The Specs
The E-Class's angular new skin creases sharply and has rounded rear haunches that resolve in geometric taillights which complement its squinty, faceted headlights. LED daytime running lights create a mean countenance and its form follows function as well: It boasts a slippery .25 drag coefficient.

Beneath the sheet metal, a steel unibody chassis has been modified to offer improved impact absorption and up to 30 percent more rigidity, thanks to new high-strength steel alloys. Adaptive shock absorbers adjust stiffness according to damping forces.

A new, electronically controlled Airmatic damping system comes standard in the E550 and E550 4Matic, and is available as an option on the V6 E350. Seats with additional foam filling and optional active and massaging functions (trickled down from the S-Class) offer more long-distance comfort.

Eleven standard airbags and the usual litany of electronic aids grace the new E-Class, as well as a lengthy list of high-tech safety features.

Like its predecessor, the E-Class includes the Pre-safe system, which optimizes seat belt tension and airbag actuation when an accident is imminent. Equipped with the optional Distronic radar-based cruise control, Brake Assist Plus uses two short-range radar sensors to detect distance from vehicles ahead and supplements brake pressure to help avoid collision.

Audible and visual warnings accompany the system's braking, and if the driver doesn't apply brakes and an accident is unavoidable, the system will apply full stopping power in order to reduce impact. Mercedes-Benz calls this its "digital crumple zone," and we think it makes a lot of sense.


The E-Class also inherits Blind Spot Assist from the S-Class, which lights up the side mirrors when a neighboring car occupies an area of the adjacent lane the driver cannot see. An audio warning engages if the turn signals are used and there's a car in the way.

The Lane Departure Warning system senses drifting across lanes and gently vibrates the steering wheel to alert the driver and a drowsiness detection system monitors more than 70 parameters including steering angle in order to pick up on clues that the driver is falling asleep.

If the vehicle decides the operator is too sleepy for safe driving, an audible warning chimes and a visual warning appears on the instrument panel. Night View Assist Plus is available as a stand-alone option and improves upon the system originally found in the E-Class's larger stablemate. Night View features clearer visuals and a pedestrian-detection function which highlights human-like shapes with bracket graphics.

The 2010 E350 and E550 sedans will be available this summer in Sport or Luxury configurations. The E350 will feature the 268-hp, 3.5-liter V6, while the E550 will be equipped with the 382-hp 5.5-liter V8. Expect all-wheel-drive 4Matic and the steroidal E63 AMG to arrive later this year, while a 50-state E350 Bluetec diesel is expected by early 2010.



The Drive
We were impressed the moment we climbed into our E550: its tony leather and matte wood-lined cabin is much improved over the outgoing model. It is a serene driving environment. Equipped with the optional leather-lined dashboard, the more angular interior feels ergonomic yet upscale, and the knurled controller is surrounded by function buttons that make it easier to use.

There are just enough controls on the dash to ease functionality without cluttering up the expanses of leather, aluminum, and wood.

The steering-wheel-mounted shifter frees up space on the center console, and when the E-Class gets rolling the driver is met with reassuring feedback. Acceleration is smooth with strong pull in the middle and upper rpm ranges, but in Sport mode, the transmission doesn't shift as aggressively as you might expect.

With an emphasis on comfort and predictability, the E550 seems more concerned with consistency than it does with outright performance. There's enough steering feel to inspire confident maneuvering, though some German rivals offer a bit more of those important communicative sensations enthusiasts enjoy.

But there's plenty to like with the E550; it feels composed, and the seven-speed automatic makes the most of the V8's engine output. Ride quality is generally supple, though larger bumps and potholes upset the chassis more than we expected. In keeping with traditional Mercedes-Benz sedans, the E550 maintains reassuring road manners paired with a luxurious cabin.

Using Night Vision during an evening drive revealed a clear, stutter-free picture of the road ahead. Black cutouts of human silhouettes were placed by the roadside, and the system quickly identified them and tracked their shapes as we passed. This is an impressive safety feature—one we first experienced on the new BMW 7 Series.
On our evening drive we were impressed by the headlamps too—Adaptive headlights turn to follow the road and will dim high beams when cars approach from the opposite direction.

In addition to the E550, we also sampled the Europe-only, manual-transmission E200 CGI BlueEfficiency with direct injection that won't be coming to the U.S. because, Mercedes says, of incompatible gasoline standards. And that's a shame. This model is estimated to yield up to 38 mpg.

We also took a sneak peek at the fire-breathing AMG E63, which promises to assuage drivers who find the E350 and E550 models just a little too pedestrian for their lead-footed needs.
The Bottom Line
The new E-Class is a crucial car for Mercedes-Benz, and it comes at a time when consumers are focused more on core values, rather than flash or ostentatious one-upmanship.

Thanks to its plusher interior and level-headed on-road demeanor, the new E-Class may steal some comfort-oriented BMW 5 Series owners. And when the new E63 rolls around, you can bet the thrill-seeking contingency will be equally impressed.

2010 BMW M3 of Brabham Racing BT92 Road Test

We'll get to the driving hilarity in a second. After all, the stunning 494-horsepower, 2010 Brabham Racing BT92 is based on the stunning 414-hp 2010 BMW M3 Coupe, so it's automatically a thrill and a half.


There's a lot of intrigue surrounding this car, labeled the Brabham Racing BT92 by its creator, Michael Trick. You might remember Jack Brabham, the three-time Formula 1 driving champion, who had nothing to do with this car and is monumentally p.o.'ed (in the form of his sons, IMSA racing champion Geoff and ALMS racing champion David) at this co-opting of the family name by some German upstart. And BMW itself was a little miffed over this new company's impetuous use of the BMW badge on one of its early Web sites, as if this were a BMW-certified project.

So we've had our doubts about this non-Brabham Brabham Racing BT92 thing ever since the car appeared last fall at the 2008 Essen Motor Show, Germany's equivalent of SEMA. But it turns out that the Brabham family had not nailed down any rights to the Brabham trademarks worldwide in recent years, so they were fair game. And that thing with the Web site and the BMW roundel was resolved when company owner Trick ordered the site killed.

Driving and touching and feeling tells the ultimate story about this ultimate M3. And the 2010 Brabham Racing BT92 is tremendous from the driver seat. Despite all that has been altered, however, it still basically looks pretty close to an M3, and we immediately wonder, therefore, about the plausibility of its asking price of nearly $310,000.

Having the Best Costs Dough
Once we sat down with Brabham Racing's Michael Trick and other members of his team in southern Spain, we gradually came around to seeing the 2010 BMW M3 by Brabham Racing for what it is: a really ambitious piece of work that any driving enthusiast will be proud to own (if they can afford it, of course).

The people behind this thing are peerless. All engine work to the 4.0-liter BMW S65B40 V8 over the past two years has been handled in an exclusive deal with longtime BMW engineering pro Oliver Nowack, whose father was mentor to "Camshaft" Paul Rosche, himself the father of BMW Formula 1 racing engines. Technical chief to the Brabham Racing project is Andreas Hainke, the former tech boss of Volkswagen Motorsport.

The BT92's M3 engine has been upgraded to racing specification in almost every respect. The dimensions of the cylinders are now 93.3mm-by-80.2mm against the original 4.0-liter V8's 92.0mm-by-75.2mm, yielding a displacement of 4.4 liters.

A forged crankshaft has been carefully balanced and the camshaft profiles are new, while the cylinder heads have been machined for bigger valves and the pistons have been given a low-friction coating. Naturally, the all-new intake and exhaust systems have been optimized for more power, some 494 hp at 8,300 rpm and 354 pound-feet of torque at 5,700 rpm.

Another aspect to the expensive, 20-day process that converts an ordinary 2010 BMW M3 to the Brabham Racing BT92 is the use of a full complement of carbon-fiber body panels (the M3 roof panel remains, of course). The result of all the carbon fiber is added structural rigidity, together with a weight loss of 110 pounds in the body alone.

The engine can still be serviced at any BMW-certified shop, and it's still compatible with the existing six-speed manual gearbox The standard M3's factory-estimated 4.5-second dash to 60 mph is improved by the BT92 to 4.1 seconds (3.9 seconds with the latest dual-clutch GK gearbox that's being developed as an option, we're told), though the real leap forward in performance comes at higher speeds. Now that the electronic speed limiter has been disabled, the new engine's redline of 8,550 rpm allows a v-max of 188 mph.

Sound and Color
We accentuated our driving experience by keeping the Power button lit most of the time for the full 494-hp output. Even with it unlit, though, the customized dual-tip exhaust system developed in collaboration between Brabham Racing's Nowack and exhaust experts Stüber is a bleeding cannon. Stüber has specialized for years in making those motorcycle exhausts that drive people in gated communities nuts, so the bark of this exhaust over 2,500 rpm sounds like the wrath of engineering being visited on Mother Nature. That is, it's pretty damned loud. When we said this to Trick, he answered, "Yeah, actually it's not yet quite loud enough."

This is a reminder that the Brabham Racing BT92 is not a BMW Alpina exercise in padded refinement and effortless momentum. Brabham Racing wants to, well, race.

As we were photographing the BT92 (the name is simply the conflation of the traditional Brabham "BT" racing designation with the BMW's E92 model label) among the hills of Andalusia, the car's Brabham Blue exterior played visually entertaining games with the light or lack thereof.

At one moment in the hard, low winter sun, the car was screaming bright blue. The next moment, some cloud cover transformed it into a deep, dark, bruised blue. Bernd Paetz, the project's paint expert, refused to divulge the paint code for this magic job, but all Brabham Racing cars will wear it.

Better Than an M3?
For all that money and paint and fury and emotion, is the BT92 really better than an M3? Yes, it is. It freakin' well better be. Fifty buyers total (that's the production run for this limited edition) are bound to find this out, too.

The six-speed manual transmission really seems suited to this lighter, more hard-core version of the M3. With the factory 2010 BMW M3, we prefer the effortless action of the dual-clutch seven-speed transmission and its shift paddles, yet we had a brilliant time slicing and dicing the empty two-lanes all over this part of Spain, with our right arm getting a workout and the gears engaging like buttah.

Weight transfer while slaloming between rock outcroppings is really quick and crisp, as the adjustable coil-over dampers are very nicely calibrated to the BT92, which weighs 330 pounds less at the curb compared to the conventional M3.

These wild two-piece, forged 19-inch wheels (one-piece versions are promised soon) with their nonfunctional dabs of carbon-fiber veneer are a little over the top, but the added feel they deliver to the steering wheel cannot be denied.

The 10-inch-wide front rims wear 265/35R19 tires and the 12-inch rear rims carry 315/30R19 rubber, both of the Dunlop Sport Maxx GT persuasion. Brabham Racing also creates its own high-performance brake sets, and the BT92's floating calipers stop things better than the standard Bimmer items.

It's not a full interior job in the BT92, but we did feel the pleasures of the reupholstered blue seats and thick-rim steering wheel. The high-bolstered sport seats are naturally very supportive, and that always helps things during the wilder moments of rural road racing.

What's the Point, Really?
Much in keeping with the hard-bitten perfectionism of those two racing characters from Australia, Sir Jack Brabham and Ron Tauranac (the "B" and "T" in all the BT designations), Michael Trick and his band of Nürburgring merrymakers have a lot personally invested in this deal. "We could have easily just dropped a V10 BMW engine into the front of this like everyone else does," says Trick, "but our point is to create truly deep and expert engineering statements."

Again in keeping with some of the old Brabham mojo, Trick tells us that the real inspiration for the entire project came, he says, from "falling in love with the BT52 F1 car in 1983 when I was younger and being really moved by the sound of the BMW turbocharged engines in the Gordon Murray chassis back when Bernie Ecclestone owned the team."

This is a valid point made with some honesty, and it's crucial to the BT92's future. In fact, Brabham Racing intends to break the lap record at the Nürburgring Nordschleife for modified production cars, set at 7:20 by a 2009 Dodge Viper ACR last summer.

It will be done with the Clubsport version of the 2010 Brabham Racing BT92, which has been the real goal of the little company's whole M3 project.

In fact, Michael Trick wants to take Brabham Racing into real motorsport with a team of BMWs in the World Touring Car championship and even one day (why not dream big), a team of BMWs for the DTM in a collaboration between Brabham Racing, Alpina and Schnitzer.

A Brabham car in racing again? That sounds good.

Article Source:http://horisly.blogspot.com/2009/03/2010-bmw-m3-of-brabham-racing-bt92-road.html