Soo, back from Geneva. Alot of amazing cars, just in the city of Geneva we had 575 Maranello, SL65 AMG on the streets etc. See this thread.
New pics/info March the 13th:
Porsche 911 GT3
New pics/info 9th of March:
Porsche 911 Turbo
New pics as 8th of March:
Added pics from the BMW M stand (Z4 M Coupe and Roadster, M5 and M6) and BMW Individual (330xd Moonstone, 760Li Rubinschwartz, Z4 Roadster Nachtblau).
New video: Pagani Zonda F.
Additional videos below.
Audi S6 Avant V-10
Audi S8 V-10
White M5 and M6
Alpina B5 Limousine
Alpina D3 Touring
Alpina B5 / B6 / B7 engine
BMW Z4 M Coupe
BMW 760 LI Individual Azuritblack with platinum interiour
BMW 330xd Touring Individual Moonstone Metallic
New pics as 8th of March, M5 and M6
Moonstone 330xd Individual
Nachtblau Z4 Roadster
BMW 760iL Individual Rubinschwartz with Platin interiour
This thread will continually be fileld with pictures and text from Just_me and me and see the title when we update it.
Porsche had some exciting news at this years Geneva show. Two new versions of the latest generation 911 (the 997) was shown for the first time: the 911 Turbo and the 911 GT3. Let´s begin with the Turbo.
This is the sixth generation of the 911 Turbo, which many consider to be the most usable supercar of them all. It´s predecessor, the 996 Turbo, became very popular thanks to it depth of abilities and forced Porsche to increase the production due to the great demand. The new one promises no less and will be available at dealerships throughout Europe as from June 24, 2006.
There have been a lot of rumours circulating about the power-output of the new 911 Turbo. A lot of people hoped for at least 500 bhp but the official output turned out to be 480 bhp at 6000 rpm, an increase of 60 bhp over the 996 Turbo. Since the capacity of the engine is unchanged at 3,6 litres, it means the new one has 133 bhp/litre which is an all-time high for the 911 Turbo. It produces 620 NM of torque from as low as 1950 rpm, but if the car is equipped with the optional "sports chrono package turbo" (approx. 1500 Euros) an overboost-function is available at full throttle. This increases boost pressure in the mid speed range by 0.2 bar for up to ten seconds; torque rises by 60 to 680 Newtonmeters.
As you can see on the picture above, the new 911 Turbo has a modified front end with large cooling air inlets. It also features some new styling details to make it stand out among the other 911-models, for example the integrated LED direction indicators and the foglamps which are moved far to the outside to give the front end a unique, characteristic look.
Here is a closer look of the details mentioned above. The 911 Turbo is, together with the new Audi S6, the first car to feature this kind of LED-lights.
Pictured above is one of the reasons to why the new 911 Turbo performs a lot better than it´s predecessor. This is one of the newly developed turbochargers (it has two of them, of course) which, for the first time in a gasoline engine model, features variable turbine geometry (VTG). Using special materials extremely resistant to high temperatures, Porsche's engineers have succeeded in developing an exhaust gas turbocharger with VTG, able to withstand very high exhaust gas temperatures of up to 1000° C or 1830° F. So now one turbocharger with variable turbine geometry offers the advantages of both a small and a large turbocharger all in one. In practice, this means that the two turbines featured for the first time as a team are able to use exhaust energy at all times and under all opera*ting conditions for an optimum boost effect.
Thanks to the new technology, the new 911 Turbo is considerably more powerful everywhere compared to the old model. While the previous model’s maximum torque (560 NM) was available between 2,700 and 4,600 rpm, the new one produces 620 NM, as mentioned before, available all the way from 1,950 to 5,000 rpm. And what does this mean in reality? It means the new 911 Turbo, with a manual gearbox, can accelerate from 0-100 km/h in 3,9 seconds, 0-200 km/h in 12,8 seconds and has a top-speed of 310 km/h. But it is also available with an automatic gearbox, which is an 2871 Euro option, and in typical Porsche-language called Tiptronic S. Believe it or not, equipped with Tiptronic S the 911 Turbo is even faster. 0-100 km/h 3,7 seconds, 0-200 km/h in 12,2 sec. The top-speed remains the same at 310 km/h. This makes the new 911 Turbo the first car from Porsche with even faster acceleration in the automatic mode than in manual – according to Porsche it´s a result of the interaction of the turbochargers with their variable turbine geometry, Porsche Traction Management (PTM), and the new Tiptronic S set-up.
As the picture above shows, the side air-intakes behind the doors are pretty large (which is necessary to feed the intercoolers with cooling-air). Compared to the standard models of the 911, the design of the Turbo is a little more fuzzy. It isn´t as clean-looking, but it sure looks nice. This particular car is painted in GT-silver, which has a lot more depth than most silver-colours. It is optional and costs 1392 Euros. Another special feature on the new 911 Turbo is that the doors now are made of aluminium, over and above the light-alloy front lid. Thanks to a special production technique, the doors offer the same safety in a collision as the steel doors on the Carrera models. But at the same time they weigh just 11 kilos or 24 lb, reducing the weight of the car in all by 14 kilos or 31 lb. So with its unladen weight of 1585 kg (3495 lb), the new Turbo, despite a wider range of equipment, is 5 kg lighter than its predecessor.
Just as the Carrera S-models, the new Turbo features PASM-suspension (Porsche Active Suspension Management) as standard. This is an electronically adjustable suspension with a normal-mode and a sport-mode. As it´s predecessor, it also features four-wheel drive. But it´s not the same system used in the other four-wheel drive versions of the 911-range. The new generation of the 911 Turbo features a redesigned four-wheel drive with an electronically controlled multi-disc clutch. Porsche Traction Management (PTM) ensures variable power distribution to the two driven axles. Depending on the driving conditions, the four-wheel electronics system constantly determine the optimal torque distribution to ensure the best-possible drive. Responding within fractions of a second to both driving and road conditions, PTM is able to immediately transmit more power to the front wheels whenever required.
Above is a close-up picture of the new wheels that comes as standard on the new Turbo. If you look closely you can see that they actually are in bi-colour. The inside is painted in a grey colour. These wheels are 19" and comes with 235/35-tires at front and 305/30 at rear. The picture also shows that this particular car is equipped with the optional PCCB, Porsche Ceramic Composite Brake. The standard-brakes aren´t that shabby though. Up front the brake concept has been carried over from the Carrera GT, with six-piston brake callipers in conjunction with 350-millimetre (13.78") brake discs. The brake discs at the rear also measure 350 millimetres in diameter and interact with four-piston fixed callipers. Compared to the 996 Turbo, the size of the brake discs has increased by 20 millimetres at both front and rear. The standard brake-system also comes with red callipers.
Here is a closer look of the optional PCCB-system. This is not a new option for Porsche, it was available for the 996 Turbo (even standard on the 996 Turbo S) and is available for the other 911-versions too. The new 911 Turbo features an enhanced PCCB-system though. The front discs have been upgraded to 380 millimetres. Compared to the standard brake-system, these brakes are approx. 17 kg lighter. They don´t come cheap though, priced at almost 8500 Euros.
From this angle the new 911 Turbo looks really muscular. If you look at the spoiler you can see that it slopes downward slightly at the sides. The reason? To nestle into the contours of the rear fenders. A nice touch.
The new 911 Turbo has the same body as the Carrera 4/4S, which means that the rear wheel arches are 22 mm wider than those of the standard Carrera. The tailpipes have also been moved up higher than before, and they route through trapezoidal cut-outs to improve underbody airflow. Rumours say that a sport exhaust system is under development, but don´t expect to see it before 2007.
The base price of the 911 Turbo is, in Germany, 133603 Euros. The standard equipment is pretty impressive, for example bi-xenon headlights, metallic paint, electrically adjustable seats in leather, roofliner in alcantara, BOSE surround sound-system, navigation all comes as standard. But the options-list seems to have no end, so the final price is almost only limited by the buyer´s wallet. Actually, on average only 5 of 1000 911´s are built to the same specifications. So if you´re buying one of these, the chances that you will see another 911 with the exact same specs are extremely small. Have fun ticking those boxes in the options-list
The new Porsche 911 Turbo is a very impressive car, and is capable in so many different areas, but for the hardcore enthusiast this is the car to get. The new GT3! It´s predecessor, the 996 GT3, was very popular and is a common sight at trackdays around the world. European deliveries of the new GT3 begins in May 2006, so expect to see quite a lot of them at Nürburgrings Nordschleife this summer, and in August for the US.
While these two new 911-models, the Turbo and the GT3, have similar performance on paper, the approach on how to reach this kind of performance is totally different. The GT3 uses a high-revving N/A engine producing 115,3 bhp/litre. It is a modified version of the 3,6-litre flat six used in the 996 GT3 and those of you with a mathematical mind can easily calculate that it produces a total of 415 bhp. The rev-limiter kicks in at an impressive 8400 rpm, which is 200 rpm higher than before. Other changes include the variable intake system with a throttle valve enlarged from 76 to 82 millimeters, the optimized cylinder heads and an exhaust system with low backpressure.
The GT3 is only available with a six-speed manual gearbox which now comes with even shorter transmission ratio increments taking the wider speed range of the GT3 power unit into account. So, how does it compare to the Turbo in terms of acceleration? It´s pretty close actually, because the GT3 can compensate for it´s lower power-output with considerably lower weight, it´s almost 200 kg´s lighter. The GT3 can accelerate from 0-100 km/h in 4,3 seconds, 0-160 km/h in 8,7 seconds, 0-200 km/h in 13,5 seconds and has a top-speed of 310 km/h.
As the picture shows, the GT3 sits really low. It has the active PASM-system, just as the new Turbo and the Carrera S-models, but compared to a Carrera it is 30 millimetres lower. But since Porsche know that GT3-customers like to track their cars, the GT3 offers a range of suspension set-up options to adapt the car to specific characteristics of different circuits.
The wheels of the new GT3 are in one-piece and are extremely light thanks to a specially devised alloy construction. They are 19" and come with special sport tyres as standard, 235/35 at front and 305/30 at rear. The wheel centre caps has the GT3-logo as standard, but if you pay 156 euros they will come with the Porsche-crest instead as seen on the car on the pictures. The rear hubs are fitted with 5-millimetres spacers for a wider and more positive stance. A final note about the wheels are that both front rims have large internal diameter, which enables fitment of larger brake units.
As standard the GT3 comes with 350 millimetre discs all around, with 6-piston calipers at front and 4-piston calipers at rear. Naturally it´s also available with PCCB, Porsche Ceramic Composite Brakes, at an extra cost.
From this angle the new GT3 really stands out from other 911-models. At front it looks really agressive too but since the front is very similiar to the standard 911´s equipped with the optional aero-package, it´s from the rear it really looks unique with a newly designed apron with exhaust pipes in the middle. The nicely integrated air-vents are there to expell warm air from the engine compartment.
It´s hard to miss the GT3´s bi-plane wing. Naturally, it´s there to create greater stability at speed. The upper wing element has an adjustable angle of incidence for individual set-up. An interesting detail on the lower wing surface is the smaller rubber spoiler, also called the "Gurney flap". All the aerodynamic changes on the GT3 generates positive downforce on both front and rear axle, while still maintaining an impressive drag coeffecient of just 0.29, as compared to Turbos 0.31.
The new 911 GT3 also comes with a comprehensive package of special features for superior traction at all times. The limited-slip differential, for example, offers asymmetric limited-slip action of 28 per cent under load and 40 per cent in overrun. The new, on-demand Traction Control, carried over form the Carrera GT, serves additionally to ensure safe traction parti*cu*larly on wet surfaces. To provide such superiority, Traction Control combines three electronic control systems with one another: ABD Automatic Brake Differential, ASC Automatic Slip Control, and EDC Engine Drag Control.
The interior of the new 911 GT3 is very similar to that of a standard 911 Carrera, but it has some new features that shows that the GT3 is made for really hard driving. For example, the standard sport-seats is partly upholstered in alcantara, as are the steering-wheel and the shift-knob. Other changes include instrument needles and dial markings in yellow and an upshift light on the rev counter, which is an arrow-shaped indicator that illuminates automatically when an upward gearshift is required.
The base price of the GT3 is 108083 Euros. There are a lot of options available but those of you interested in serious trackday use should opt for the Clubsport package, which is available at no extra cost. Well, the package can only be specified in conjunction with the lightweight bucket seats in carbon fibre. They are derived from the seats in the Carrera GT, reduces the weight of the seats to half and cost 4582 Euros. The Clubsport package also includes a bolt-in rear roll cage behind the front seats, a six-point racing harness, a fire extinguisher with mounting bracket, preparation for a battery master switch and doors fitted with special impact-absorbent padding without the usual storage compartments. But, there is always a but, there is a GT3 RS coming in this fall which will be even lighter and probably even better for trackday use, so the question is if it´s worth the wait? What a dilemma!
Below the beuaty and the beast...
The new 7-speed automatic competitor, the CLK63 AMG
Brabus had several cars, S-class, R-class, B-class and Smart cars.
The Brabus S V12 S was an amazing car, black suit the S-class very well. The car is producing 730hp, 1.100 Nm is available from 2100 rpm. The S V12 S accelerate 0-60 mph in 4.0 sec and 0-125mph in 11.9 sec, the topspeed is electronically limited to 340 km/h.
The engine is a 6.3 litre biturbo. The displacement is increased to 6,233 cc with the help of a custom crankshaft, a larger cylinder bore and forged pistons.
Brabus offer a warranty of three years up to 62,000 miles.
The S V12 S is a perfect Autobahncruiser for those who find their regular S 600 slow and boring.
There was also a CLS V12 S with the same engine as S V12 S. 0 – 62 mph in 4.0 seconds, 0 – 125 mph in 10.5 seconds and a electronically limited topspeed of 350km/h.
The car was black, with black wheels. Im not a CLS fan but this one was pure evil, black exterior and black wheels takes this car to another level. This is a CLS I like a lot.
Colour options for your Brabus. Yellow anyone?
I wonder how many cars Brabus are selling every year? This was actually the first time I studied Brabus in reallife. I have never seen a Brabus on the roads.
I now have my favorite luxury car, the new Audi S8, V10, 450hp, 540nm and of course with Audis wellknown Quattro. S8 has a V10 just like M5. The V10 is the same engine as the Gallardo. Ceramic brakes are an option, I dont know but this must be the first luxury car were ceramic brakes are available?
Both exterior and interior are perfect, nothing to complain on. Both the S65 AMG and 760Li are nice cars but they simply cant beat the S8 when it comes to beauty. The colour and the light leather is a perfect combination. The S8 is simply the most beautiful luxury car today. I only wish there is a RS8 with horsepowers similar to the S65 AMG. Its not like 450hp in a S8 is low but imagine this car with 100 extra horsepower, a worthy opponent to S65
Audi S8 uses a soundsystem from Bang&Olufsen. You can see the loudspeakers, the silver ones. Even the loudspeaker are nicely designed. We tried out the soundsystem and the music sounded very clean and pure. Imagine driving 250km/h on the Autobahn and listening to your favorite song.
V8, 420hp, 430nm and a redline ending at 8250rpm. I think someone wanted the car to rev just as high as the M5
Just like the rest of RS4 versions, Audi is the first carmaker to combine petrol direct injection with a high-revving concept. Sportseats are standard but bucket seats can be ordered as an option.
Maximum torque comes at 5500rpm, 90% is available between 2250 and 7600 rpm. Many cars nowdays seem to come with a startbutton so does the new RS4. Push the button and hear the N/A V8 starting up. I was tempted to start up the car but Im certain it wouldnt work. Imagine everyone starting up the cars. Ok its time for me to stop dreaming.
They had a red Avant and a blue Cabriolet. Personally I would choose The Sedan over Avant and Cabrio. The Interior isnt in the same level as S8 but still very attractive. Those bucket seats are superhot, you sit like a rock, very helpful around sharp curves. I hope the next M3 get similar seats found in the new RS4.
Audi RS4 Cabriolet was an attractive car as well. I have always been weak for blue cars so I enjoyed this Cabriolet. Light leather combined with a dark exterior colour is always nice.
Also notice that the Cabrio have different rearlights design compared to Avant and Sedan.
Pagani Zonda F
First there was the Zonda S. Now there is a new version, called Zonda F.
The creator behind all Zonda’s is Horacio Pagani. Horacio was inspired by Juan Manuel Fangio, a F1 driver that won the world championship five times. Luckily Juan Manuel Fangio had the time to see a Zonda before he died.
The latest Zonda, called F is honorured to Juan Manuel Fangio, the Zonda F is referring to the racedrivers last name.
Zonda F exist in two versions. Standardversion has 602 hp and 760 Nm.
There is also a Clubsportversion with 650 hp and 780 Nm. 0-100km/h in 3.6 sec, 0-200km/h in 9.8 sec and a topspeed more than 345 km/h. Thanks to carbon fibre the weight is only 1230 kg and for the first time on a Pagani, the car is fitted with carbon ceramic discs.
All Zonda’s are powered by a Mercedes Benz AMG 7.3 liters V12 engine.
Pagani Zonda F also exist as a Roadster and it’s the fastest Roadster in the world.
Recently Zonda F broke the record around Nürnburgring. 0,44 sec faster than the former recordholder Porsche Carrera GT. The new record is now 7.32,00 min.
Since the dealer opened up in Switzerland, 8 Zonda’s have been delievered to happy owners.
As you can see there are a lot of details and everything is designed into perfection.
I think you have to spend a lot of time to find all the details, everytime you look you will probably find something new and be amazed about.
Leather bags with carbon is included when you buy a Zonda.
The heart, AMG engine, 7.3 liters V12
Personally I have never seen a Zonda in real-life before. I really liked what I saw, even those big Mickey-Mouse ears looks good. The interior look like a spaceship, perhaps it’s a little too much for me but it definitely look good.
Alot more is coming...