MINI JCW Cooper S Hatch and Clubman Revealed for Geneva Debut

Spiced-up versions of MINI's second-generation Cooper S Hatchback and new Clubman models are to debut at Geneva next month, signalling that Chili simply isn't a hot enough specification for the guys over at JCW. The re-Worksed versions carry adapted performance features from MINI's Challenge race car and offer the full range of John Cooper Works body styling upgrades.

JCW have engineered a MINI Challenge for the road, coupling the race car's 211 hp 1.6-litre unit with newly-uprated sports suspension specifically-tuned for Works MINIs, larger disc brakes with uprated red callipers and a strengthened six-speed manual transmission. Prices are expected to start from £20,500 and £21,700 for the hatch and Clubman respectively.

These uprated features, akin to those on its racing-bred sibling, deliver output of 132 hp per litre and an impressive 40 mpg, while straight-line sprints to 62 mph take just 6.5 seconds in hatchback and 6.8 seconds in Clubman form. A new speedo has been designed to cater for the JCW's new 148 mph top speed.

At the touch of a button behind the gear lever, the on-board computer modifies the engine map for sharper steering responses and more dynamic performance, while an 'Overboost' function increases torque from 260 to 280 Nm over short stints. A host of electronic stability programs coset owners, while deactivating Dynamic Stability Control enables grip-enhancing Electronic Differential Lock, improving handling and traction.

But to ensure that their new-generation Cooper S Hatchback and Clubmans look the part are a new range of JCW body styling products. They include CHALLENGE 17-inch Cross-Spoke alloys with run-flats, large polished stainless steel exhaust tips and cooling-enhancing bonnet intake. Piano Black trim, Anthracite roof lining and a 10-speaker audio system head up the interior enhancements, while John Cooper Works branding adorns boot, grille, wheels and doors.

Press Release

The new MINI John Cooper Works on the starting grid at Geneva
Factory-built JCW Cooper S Hatch and Clubman set for summer launch

• Engine modifications deliver 211hp and 0-62 in 6.5 seconds
• Engine, brakes, suspension settings and transmission adapted from MINI CHALLENGE race car
• Dynamic Traction Control makes MINI debut
• Full range of John Cooper Works body styling products available
• On-the-road prices expected to be £20,500 for the JCW Hatch and Clubman at £21,700
• New speedo design to accommodate the higher maximum speed

Production of John Cooper Works-tuned cars is all set to resume at MINI’s Plant Oxford after the launch of the second-generation MINI Cooper S Hatch and new MINI Cooper S Clubman. From July 2008, customers will be able to order factory-built MINIs that produce 211hp and complete a 0-62mph sprint in 6.5 seconds.

Motor sport has heavily influenced the engineering and development of these new MINIs that feature a larger twin-scroll turbocharger and direct petrol injection with common rail. The four-cylinder engine has had the same modifications as the MINI CHALLENGE race car, along with re-engineered brakes, suspension and strengthened gearing. Each upgrade combines to give the car a remarkable output of 132hp per litre combined with 40mpg.

Expected prices on-the-road are £20,500 for the MINI John Cooper Works and £21,700 for the MINI John Cooper Works Clubman. The cars will be unveiled for the first time to the public at the International Geneva Motor Show in March.

Engine

The engine specially developed for the MINI CHALLENGE race car is fitted to the MINI John Cooper Works cars. The basic unit is the 1.6 litre power plant supplied in the standard MINI Cooper S, but modifications have been made to the air filter, air mass meter, exhaust system and catalyst. Air supply to the modified larger turbocharger is increased through fitment of a larger air intake pipe, which in turn creates a quicker induction phase.

The Works engines from Hams Hall also come with reinforced, specially polished pistons, as well as a strengthened cylinder head for optimised stability and a modified cylinder gasket. The intake valves and valve seat rings have also been upgraded with stronger and more resistant materials. This reduces the engine’s compression ratio.

The new Sports exhaust system is instantly recognisable through the large polished stainless steel twin tailpipes. Modification of the exhaust system has also helped to reduce counter-pressure at the point of exhaust gas recirculation. Ducts in the exhaust manifold and turbocharger are split between two cylinders each. Congestion is therefore minimised when air is inducted to the turbocharger and “turbo lag” is virtually eliminated.

The John Cooper Works MINIs are the first models in the range to fulfil all the requirements of the European EU5 emission standards that come into force in 2009.

The material used in machining the turbine has been upgraded specifically for the Works engine, with maximum charge pressure increased from 0.9 to 1.3 bar, in order to maintain the highest possible temperature for a longer period in the combustion chambers. This lengthening of the combustion process helps to achieve the higher torque curve of the Works car at 260Nm at just 1,850rpm. The Overboost function briefly extends this further to 280Nm. This suits the character of a John Cooper Works car perfectly as Overboost is experienced exclusively through increased torque, not on engine output.

Safety and Driving Dynamics

MINI has always had sophisticated driving stability systems as standard. These include ABS Brakes, EBD Electronic Brake Force Distribution, CBC Cornering Brake Control, EDL Electronic Differential Lock, as well as DSC Dynamic Stability Control and Hill Assist. For the first time, DTC Dynamic Traction Control is added to the list.

DTC allows controlled slip on the drive wheels. For example, on a slippery surface, the driver can pick up speed in a controlled manner with the front wheels spinning slightly. When reaching the upper limit, DSC will intervene as usual. But the driver can deactivate the DSC/DTC systems if he wishes by the touch of a button.

In the DSC-off mode, the standard Electronic Differential Lock can be activated and controls cornering at higher speeds. If one wheel loses grip, drive is transferred to the wheel with better grip promoting the car’s traction and pulling force.

Chassis

The Sports Suspension has been specifically tuned for the Works models. However, even greater chassis rigidity can be achieved by ordering through dealerships the John Cooper Works suspension that lowers the entire car by 10mm.

Extra-large disc brakes adorned with uprated red callipers are fitted to Works cars. In addition, inner-vented discs are positioned behind the front wheels. The front discs are 17” in diameter while the rear set measure 16”. The brake discs are approximately 22mm larger than on the standard Cooper S.

Interior

The options included as standard on the John Cooper Works include a leather sports steering wheel, air-conditioning, interior trim in glossy Piano Black and an Anthracite roof lining.

An upgraded sound system is also included in the JCW package and features 10 speakers and an eight-channel amplifier for increased aural pleasure. For the first time, the MINI speedo has been increased to 160mph on the dial to accommodate the higher maximum speed of the JCW.

The six-speed manual gearbox has been strengthened to handle the powerful new engine.

The standard Sports button, located in front of the gear stick, activates a bespoke engine control map which produces even more dynamic performance and sharper steering response.

Exterior

The Works MINIs come with exclusive 17” light-alloy wheels in JCW Cross-Spoke CHALLENGE design, shod with Run-flat tyres, and weigh less than 10 kilos each.

The Works models can be identified by the newly-designed John Cooper Works logo on the boot and grille and wheels, as well as on the door trim.

Renault Megane II Car 2008

To Americans, Renault is synonymous with bad quality and lousy reliability. These days, however, la Regie is responsible for some stylish and thoroughly well engineered cars, which are as reliable as anything on the European market and nicely screwed together, too.Whatever one thinks of the exterior of the Megane II hatchback—and we rather like the formal proportions to the hindquarters that remind us of a 1920s limousine—the interior is superbly wrought. Indeed, the soft-touch plastics that swathe the dashboard and center console and even surround the window lifts and door pulls are up to Volkswagen standards and make most of the small cars on sale here, whether from Japanese or domestic manufacturers, look decidedly cheesy. Sure, we were driving the upscale Privilege trim level, which costs the equivalent of $20,000 without the British sales tax of 17.5 percent, but all Meganes have the same elegant interior architecture and high grade materials. There's some suitably quirky Frenchness, too, with a flat card taking the place of a key: slot it into a hole in the center console and then hit the Start/Stop button to get going.

The Megane is sold with 1.4-, 1.6- and 2.0-liter gasoline engines as well as 1.5- and 1.9-liter common-rail diesels. The diesels are the nicest to drive, with the 1.9-liter four making 118 horsepower and an amazing 221 pound-feet of torque at an equally astonishing 2000 rpm. All that low-down lugging power ensures the Megane 1.9dCi covers ground remarkably swiftly, aided by a very sweet six-speed manual. Top speed is 122 mph, 0-62 mph is claimed to take 10.5 seconds, and real-world overtaking is remarkably easy. The engine is super smooth and quiet, too: We'd reckon that nine out of ten Americans wouldn't be able to tell what type of engine this is. Better still, in a place where fuel costs $5 a gallon, real world fuel economy of around 40 miles per (U.S.) gallon makes a huge amount of sense.

It's not all good. The Megane is a great highway cruiser, but once the road starts twisting and the surface starts breaking up, the car's MacPherson strut front and rear torsion beam suspension can't quite cope. The car tends to float too much over crests and suffers from lateral motions on bumpy back roads, while the steering is a touch inert. The chassis is competent and the car can be hustled rapidly and safely, but it's hardly inspirational.

Would the Megane catch on in the States? In Privilege form—with power locks and windows, steering column radio controls, automatic air, et cetera—it costs about the same as a well equipped VW Jetta or Golf. It isn't any more entertaining to drive, but is more stylish inside and out and would be a great freeway ride or city commuter. Whether anyone at Renault really wants to try out the American market again is a moot point-and with Nissan doing so well, why bother? What we really like about the Megane, though, is that its design team, led by the underrated Patrick Le Quement, has really managed to come up with a distinctly national style in a way that the multicultural design teams at other major makers-GM and Ford in the U.S. among them-have failed to do.

New Renault Sport Clio V6 Car

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Lyon, France - Imagine a widebody Dodge Neon coupe. Mid-engined. Rear-wheel drive. No longer powered by a humble four-cylinder but by a V-6 borrowed from the 300M. Get the picture? That's essentially the transformation Renault's Clio econo-hatch has undergone at the hands of Renault Sport and Tom Walkinshaw Racing (TWR). The result is the awesome Clio V6, son of the Renault 5 Turbo 2 and Renault's newest racer for the road.

The Clio V6 comes together at TWR's facility in Uddevalla, Sweden, where serious structural reinforcements are required before an engine can be planted in the middle of the car. While they are at it, the Anglo-Scandinavian welding artists stretch the wheelbase and widen the track, front and rear. The suspension is also all new. Up front are damper struts and lower wishbones, with longitudinal and transverse links at the back, abetted by compact spring and damper units. Thick anti-roll bars and four large vented disc brakes complete the chassis setup. Although the doors and fenders are composite, the Clio V6 still tips the scales at a sumo-esque 2955 pounds.

Like its charismatic predecessor, the genetically manipulated Clio does not share many items with its mass-production siblings. Under the hood, where lesser Clios have their engine and transmission, the Clio V6 has a black plastic tray that serves as a bonsai cargo hold. The engine instead looms large behind the front seats. Although sealed off by a well-insulated clamshell capsule, the 24-valve V-6 is still every bit as audible as an angry mother-in-law riding shotgun. Mounted east-west, the 3.0-liter engine, which produces 230 horsepower and 221 pound-feet of torque, is mated to an extremely long-legged six-speed manual transmission. With the exception of anti-lock brakes, there are no electronic watchdogs to aid traction or to sort out any handling imbalance. On grippy tarmac, the wild-looking Renault will accelerate from 0 to 62 mph in 6.4 seconds. The top speed is an even more impressive 147 mph, although it takes a long time to get there. Fuel economy? About 16 mpg.

Visually, the Clio V6 is an absolute treat. The designers created a much more sensuous and sculptured body with prominent lateral air intakes, a massive front spoiler, flared front and rear fenders, sills that are now almost too wide to step over, multi-lens headlamps with xenon bulbs, and a busy rear bumper that incorporates two rectangular breathing gills and a pair of enormous tailpipes. The alloy wheels are shod with well-filling Michelin Pilot Sport SX tires--205/50ZR-17 front and 235/45ZR-17 rear.

Inside, however, the mid-engined Clio is definitely more Renault than Sport. The plasticky dashboard is almost unchanged, and the build quality is more in line with a $15,000 runabout than with a $34,000 hot hatch. Strong points include the comfortable and generously adjustable seats, the conveniently tall shift lever, and the perfectly spaced drilled metal pedals.

Ready for a blast around the block? Then brace yourself for some serious initial understeer. Directional stability can be best described as sporadic, and at-the-limit handling is a take-your-heart-in-your-hands experience. Power oversteer is the essence of this car's character, but you need to plant your right foot quite early to unstick the rear tires, and, occasionally, it helps to point the nose toward the apex of a turn even before you can see it. What can really throw you on winding roads is the extra-wide turning circle and the steering's lack of lock, both of which must be blamed on serious front-end packaging constraints. On the credit side, the Clio V6 deserves full marks for a set of powerful disc brakes and for its intoxicating drivetrain, which is smooth, torquey, responsive, and unexpectedly refined.

Renault Sport and TWR will build no more than 5000 Clio V6s through September 2003. Since orders already exceed the limited supply, the cars are being allocated to preregistered customers via an Internet raffle.

Perhaps DaimlerChrysler should consider a similarly tricked-out Neon. After all, such a car works wonders for the corporate image--and for the adrenaline flow of its lucky owners.

New 2008 Porsche 911 GT3 Track Experience Car

As journalists, we're accustomed to hearing well thought out, carefully planned marketing spin from expertly trained PR professionals. And we're usually very good at ignoring it. We smile at the nice PR rep, grab the keys, and formulate our own opinion.

Porsche reps don't give us lines of BS, though - their company is one of precious few that sell their cars based on engineering merit, not marketing slogans. So when Porsche product reps speak, we listen. And when they say that the GT3 is the closest thing to a race car you can get for the street, they ain't kidding.

We all know that the 911 is the quintessential sports car. You've heard us say it over and over again. It's an everyday supercar. It's rewarding, capable, yadda, yadda, yadda.

Well, I've just driven the 911 GT3 on the track, and to hell with everyday cars. To hell with supercars. In fact, to hell with my own personal 911. By comparison, the GT3 makes it (and just about every other car on the planet) feel like a softly sprung Buick Roadmaster.

I've driven open-wheel cars with less communicative steering. I've driven race cars whose engine sounded only a fraction as testosterone-laden as a GT3's. But I have never, ever driven a car that likes to dance like the GT3.

The GT3's handling is so fluid it could win Dancing With the Stars. Its engine sings so powerfully that it could win American Idol. And it's so down-to-business that it would win The Apprentice in one episode.

Luckily, my drive didn't end disastrously. But unlucky for me, I got to drive the GT3 in the first session in the morning at Barber Motorsports Park, a track I had never before driven. As I became more familiar with the track in successive sessions - in a Cayman, a Boxster S, a 911 Targa 4S, and finally a 911 Turbo - my lap times got faster and faster.

On the track, its 415-hp, 3.6-liter flat-six pulls to its 8400-rpm redline, gear after gear, with such smoothness you can't believe it's not butter. And with such immediacy that you can't believe it's not turbocharged. Cornering grip is blackout-inducing, thanks in part to the Michelin Pilot Sport Cup tires, but even still, there is no body roll. None - not even during tank-slapper slides that would send ordinary 911s into orbit. A little opposite lock and some carefully applied throttle will pull you through, as if the GT3 were a go-kart.

With that said, the GT3 is a neutrally balanced race car, which means that oversteer is always one little mistake away. For an experienced racecar driver, it's a tool to help turn the car. For an inexperienced driver, it could be disastrous, especially because Porsche Stability Control isn't an option on the GT3.

But not once - not for a second - did I smile the way I did while driving the GT3. Not even when the Turbo's monstrous boost slingshot me out of second-gear corners. The Marketing Guys might tell me that the Turbo is the flagship of the 911 lineup, that it's almost as fast as the GT3 around a track, and that it makes a better daily driver. But on the track, there is simply no contest.

I'm ruined for life; I might never enjoy driving another car on the track again. The GT3 is that good. And that's definitely no line of marketing BS.

TechArt GTStreet Cabriolet

The standard Porsche 911 Turbo Cabriolet was never really lacking in the performance department with its 480 horsepower engine, top speed of 193mph, and a 0-60mph time of just 3.8 seconds. This hasn’t stopped tuning firm TechArt from giving an already amazing car a few tweaks. The company will be using the Geneva Auto Show to debut their new GTstreet convertible which is based on the Porsche 911 Turbo Cabriolet.

TechArt’s GTstreet convertible features a powerful 630 horsepower engine which allows the car to reach a top speed of 345 km/h (214 mph). Being shown along side the new convertible is TechArt’s GTstreet coupe which debuted at last year’s auto show. The company considers their GTstreet vehicles to be among the fastest and highest performing road-worthy sport cars in the world.

Press Release

In hall 2 of the 78th International Geneva Auto-Salon, the world premiere of TECHART Automobildesign will be unveiled. Here, the new TECHART GTstreet convertible will be presented to the press and international public; the car is based on the Porsche 911 Turbo Cabriolet.

Uncompromisingly sporty, unreservedly suitable for everyday use. TECHART is continuing this traditional philosophy with its GTstreet convertible. Since 2001, when the Porsche 911 Turbo model from the 996 series was used, vehicles bearing the TECHART GTstreet logo have been among the fastest and highest performing road-worthy sports vehicles in the world.

The new TECHART GTstreet is continuing this impressive trend, based on the current Porsche 911 Turbo generation. At the world premiere on 4th March 2008, this convertible model will stand alongside the GTstreet Coupé, which was officially launched in Geneva in spring 2007 and caused a real sensation.

Unmistakable characteristic appearance and breath-taking performance. The TECHART GTstreet convertible now develops 463 kW (630 hp) and can reach a maximum speed of 345 km/h.

DBS

Truly great luxury sports cars are few and far between. In a world where innovation is all too often hampered by compromise, pure performance is a rarity available only to the genuinely discerning. Designed as the ultimate driving experience, the Aston Martin DBS bridges the gap between road and track – DB9 and DBR9. Equally at home on a twisting mountain circuit as on the open road, the DBS is a true thoroughbred.

The Aston Martin DBS is a 6.0-litre V12 powered, race-bred, two-seater shaped by the aerodynamic demands of high performance, with an exquisite interior that marries beautifully hand-finished materials with the very latest in performance technology. A combination of elegant design, innovative manufacturing processes, race-derived materials and components and Aston Martin’s unrivalled hand-build expertise makes the DBS a luxury sports car without equal.

New Alfa 147 3 doors

Elegant and sophisticated, metropolitan and sporty.

The new Alfa 147 epitomizes the best in Alfa Romeo’s tradition and a new way of living on the move.
Fully refurbished and enriched with new accoutrements, the new Alfa 147 stands out for its compact, slender lines.
Its bold profile, with a low grille and new elongated headlamps, defined by lines steeply slanted towards the shield, unveils the muscle and the dynamic quality of this model, whose design expresses a firmer grip on the road and unparalleled stability. Every detail of the rear section of the new Alfa 147 is an eye catcher, combining elegance with sportiness.
The rear handles blend so smoothly into the car body, they almost go unnoticed in the five-door version.
The headlamps, with a longer, more triangular shape, convey a new impression of strength. Even the tailgate looks smarter, with its exclusive light clusters and newly acquired chromed mouldings.