Mercedes Benz 500 E

                                                           

Source: wikipedia.com

Somewhere in the northern suburbs of Stuttgart, lies the manufacturing complex known as the Rossle Bau factory, famous for belonging to a certain company called Porsche. 

At times of tight financial, Porsche faced a conundrum: drop in sales. What Mercedes got anything to do with it? Well, it had nothing to do with the drop in sales, but rather Porsche knocked at Mercedes door to strike a deal to help them in manufacturing the performance version of Mercedes W124 sedan, known as the 500E. Though still bearing the 3 pointed-star badge, this sleeper is essentially a Mercedes with Porsche's fingerprint.

Though Mercedes had a say on what had to be done to the car, it was Porsche who worked their magic in assembling the mechanical bits.

Plonked under the bonnet was a 5 litre naturally aspirated V8 which was fished out from the 500SL roadster and dropped off at Rossle Bau for Porsche to plonk it into the 500E engine bay; the rear suspension received upgrade from Porsche. While the gaffes at Rossle Bau busied themselves with the technicals, Mercedes dealt their deft touch with a coat of paint. Finally, the car was shuttled back to Porsche for the final assembly.

The result? A bonkers fast performance sedan that can rip off the tarmac with aplomb (well, not literally) to satisfy the need for speed amongst the testosterone-laden hamfisted hooligans (326 worth of ponies, not bad sir!), while its leather-trimmed seats made for a comfortable cruiser (good for a family day out, or for excursion to a fancy restaurant with your significant others).

Luxurious from the outside, a fire-breathing dragon sleeping underneath waiting to unleash its wrath, a dragon in tuxedo skin.

Porsche 959

                                                           

                                                     

Introduced during the 1983 IAA (Frankfurt International Auto Show), this beast called the 959 was intended to be a homologation special for participation into the FIA Group B racing (already defunct since 1986 due to being ungodly dangerously fast) with at least 200 examples of road going version to be built. Nevertheless, anyone lucky enough to own this marvelous piece of machinery will have the liberty to stretch its legs in their grandpa's favourite twisties, or show off Senna-esque 'win at all cost' on god forbid the most Frankestein monster of a race track (Nordschleife we are looking at you).

This car is everything that Porsche can do to augment the taste, the flight of fancy that every 911 owners could dream of. Yes folks, the 959 is basically a 911 with some bonkers going on under the skin, making it arguably Porsche's first true supercar, outfitted with state-of-the-art niceties for its time (mind you, this beast was produced in the late 80s).

                                                               

Source: silodrome.com

The source of 'oomph' lies at the very rear extremity of this beast. What is not to like about the crazy 2.85 litre sequential turbo flat six with its twin cooling system. Yep, this engine is both water-cooled and air-cooled, with water cooling the cylinder head and the turbochargers, and air cooling the cylinder block and crankcase. Ramming air into the cylinders are taken care of by two turbos, one small turbo and one large turbo for consistent boost across the rev range for more smiles per miles. All in all, 450 ponies worth of fun.

All those powers are channeled to a six speed manual transmission and permanent all-wheel drive with driver-selectable driving programs to ensure all those insane powers will keep you from flying off the cliff.

As always in performance realm, going on a diet is the holy grail in translating those huge powers into whatever performance figures that anoraks cherish. The doors and hood for instance, were made of aluminium and the rest of the body was Kevlar-reinforced fibreglass.

The 959 was offered in two trims: sports and comfort. Choose the sports trim, you will have to make do without air-conditioning, power windows and seats, back seats and adjustable ride height control in the name of weight savings. Choose the comfort trim, you have the aforementioned niceties equipped but at the expense of increase weight, but if go-fast is not your thing then this is the trim to choose.

Source: auto.howstuffworks.com

To those who own a 911 or have 911 as their 'cover girl', the 959 is an incredible boost for the 911 experience, with the added performance to put the standard 911 to shame. All in all, the 959 is not a wannabe 911 with 911 cosmetic enhancement per se, but a 911 that will make you clamour for it.  

Tramontana, a Spanish race car for the road

Source: wallpaperscraft.com

Imagine walking down the sidewalk minding your own business, only to be met by a car that resembles the idea of a fighter jet seating position fusing with open cockpit race car-esque bodywork. You gawk at it like as if it is from a different planet. The car from the above picture is manufactured by a Spanish manufacturer called Tramontana.

Open the fighter jet style canopy and you will be met by the fighter jet style seating, with the passenger seat smack dab behind the driver seat, if you option the 2 seat version that is. The car even sports the sidepod that you will typically find on open cockpit race cars like Formula One, GP2 Series, GP3 Series and Formula Renault 3.5. Of course, what sets Tramontana aside from the just mentioned racing series is the front spoiler-mounted headlights, the absence of air intake that sits above the cockpit and the wheel fenders.

Source: dieselstation.com

Onto the rear, you can see another stand-out features that make it distinct from open cockpit race cars, which are the rear tail lamps. Don't see any of these on say F1 cars for instance.

This beauty is powered by a 5.5L twin turbo Mercedes V12 that churns out 720 hp. All those grunt is conveyed to the rear wheels via a 6 speed sequential gearbox that enables it to sprint from 0-62 mph in 3.6s. The chassis is built on a hybrid between aluminium and carbon fibre that endow it with 1268 kg worth of weight. Double wishbone on all 4 corners ensure that all those grunts are not wasted in a cloud of smoke.

What does this writer think of this car? Well, it is rather an interesting idea to let drivers the privilege of an unadulterated driving pleasure with the fighter jet like cockpit as if the driver is piloting a fighter jet rather than driving a monster of a car. I wonder if there would be more manufacturers adopting this style in the near future.   

Borgward, back from the dead with BX7

Source: jalopnik.com

After more than 50 years hiatus, a dormant German marque has been resurrected after decades of inoperation. Borgward is finally back in business and set to launch their SUV model, christened the BX7. 

Borgward was found in 1929 by Carl F.W. Borgward. As a result of financial problem, the marque was liquidated in 1961. Fast forward to 2015, the founder's grandson, Christian Borgward, announced the revival of the marque and will be financially backed by Foton, a Chinese truck manufacturer.

Now onto the new BX7. The BX7's front fascia is decked out by 16 slats vertical chrome grille with the marque's insignia smack dab at the centre of the grille, LED headlights flanking the upper corner of the grille and the horizontal, narrow lower air intake with fog lights flanking the latter.

Source: topspeed.com

The rear fascia sports a horizontal tail lamp with dual exhaust pipe, one on each side. There is also a roof mounted spoiler awning the rear windshield and of course, the marque's name printed between the tail lamps. 

   

The newly restored marque will offer two drivetrain trims: petrol-powered 2.0L turbocharged four cylinders that churns out 225 hp, mated to a 7 speed dual clutch transmission and all wheel drive. Also, a plug-in hybrid version that churns out 401 hp will follow suit. 

Borgward's revival after more than half a decade made this writer wonder; does being defunct after a particular period of time means it is the end of the world for the marque in question? As proven by the likes of Maybach (initially ceased production in December 2012; then revived by Daimler, the parent company, in November 2014 as a sub-brand to the Mercedes S-Class) and TVR (set to launch new models by 2017 with partnership from Gordon Murray and Cosworth), all hope is not lost. Fingers cross for the revival of marques like Pontiac for instance which has been defunct since 2010. 

Unleash the Civic FK2 Type R!

Source: motorstown.com

Race cars, a unique entity that rouses the boy racer deep within our conscience. The thought of slinging them around at insane G's is akin to being a hero taming a wild beast that threatens to rip you apart, and the reward is close to being....a superhero. Throw in a race car on license plate, like the Honda Civic Type R, you have yourself a recipe for hooliganism. Alright enough exaggeration so let's cut to the chase, folks.

Honda has potentially delighted the Type R fans around the world with the introduction of the fourth generation FK2 Civic Type R. As designated by the Type R designation, it may be Honda's way of saying 'more smiles per miles'.

Source: 9carthai.com

So what are the technical changes from the previous generation FD2? Well, unlike the previous generation FD2, the FK2 2.0L i-VTEC four pot engine is boosted by a turbo, upping it's output to 306 horsepower at 6500 rpm and 295 lb ft of torque at 2500 rpm. The new generation Civic Type R revs to maximum 7000 revs compared to it's predecessor's 8500 revs.

If you crave the tactility of 3 pedals, then rejoice as all the grunt from the 2.0L engine will be fed to the front wheels via a 6 speed manual only as Honda believes it gives the drivers more control over the engine's powerband (hat's off to Honda).

The front suspension features a unique Dual Axis Strut that helps counter the dreaded torque steer (similar concept to Renault's PerfoHub, Ford's RevoKnuckle and GM's HiPerStrut suspension), while adaptive damper enables the Type R to feel cushy over bumps and sharper when driving spiritedly.

If you're in the mood for more 'smiles per miles', pressing a '+R' button will unleash what the Type R badge implies.

Source: gearheads.org

So hoping this car will reach Malaysia. It's gonna be a hoot to drive!



                             

To be or not to be: Will Manual stay alive?

Source: elitetransmissionservice.com

Back in the days of distant yore, when people spoke of going fast, manual were king. The thought of fitting a slushbox automatic especially on sports car would be met with derision in yesteryear. But fast forward to present day, all arguments in favour of manual, from performance to fuel efficiency, have gone out the window.

Thanks to advancement in technology, automatics are on par, or even outperformed the same car, same brand, same model, same everything except for its transmission. Just look at all modern supercars nowadays. Majority of them are almost always automatics, though not all of them are torque converter automatics. Rather it is an advanced automated manual transmission spearheaded by the highly popular dual clutch transmission that preselects next higher or lower gears for lightning fast gear change that cannot be rivalled even by the pros.

Furthermore, modern automatics are not just faster but also more fuel efficient. For example, the Porsche Cayman S manual accelerate from 0-62 mph in 4.7s and return 20/28 mpg (city/highway). Outfit it with Porsche's PDK dual clutch transmission, 0-62 takes 4.6s (down to 4.4s if you opt for Sports Chrono Package with Launch Control) and return 21/30 mpg (city/highway). Even modern torque converter automatics are outperforming manual. For instance, the BMW 435i coupe with 6 speed manual transmission accelerate from 0-62 mph in 5.3s and return 20/30 mpg (city/highway); outfit it with the advanced 8 speed automatic 62 mph arrived in just 5.0s and return 21/32 mpg (city/highway).

Source: namu.wiki

In light with the advancement in modern automatics, it is no surprise that automatics dominate the showroom floor; while the manual is consigned to small economy cars and niche market that caters to 'driver's car' moniker.

With automatics getting better and better, will this spell the end of shift-yourself transmission? Well, automatics haven't fully supplanted manual yet. There are sizeable number of marque that offers only manual on certain models such as Honda Civic Type R, Renault Megane RS, Ford Fiesta ST, Porsche Cayman GT4, Porsche Boxster Spyder and Peugeot 208 GTi to name a few.

Clearly, there are still those who clamour for the tactile engagement (including this writer) of dropping the clutch, feeling the cogs meshing under one's palm and of course the satisfaction of nailing rapid fire heel toe downshift. However, the questions on whether manual will soldier on raises question mark as automatics are getting more and more efficient that automakers see no point in offering manual transmission.

To conclude this post, this writer believes that the future of do-it-yourself transmission is hanging by the thread as more and more cars are build with automatics and the demand for manual continues to drop as the world shifts their attention to improving fuel efficiency and minimising carbon footprint to meet the ever tough emission regulations, and (within the performance realm) enable automakers to meet performance milestone.

A look into Regera's radical hybrid drivetrain

Source: Norbert Aepli via Wikimedia Commons CC BY 4.0

Hybrids. With the world shifting their attention to fuel efficiency, automakers look at every nooks and cranny to meet the demands of fuel-conscious consumers. One of the alternatives is the hybrid technology, where electric power join forces with fossil fuel.

How does hybrid improve fuel efficiency? Well, hybrid cars can run on electric power only at low speed, with the internal combustion engine (ICE) kicking in at high speed, a boon for those whose life is made up of exhausting bumper-to-bumper traffic. Such is the benefit of hybrid tech that even the likes of Ferrari LaFerrari, Porsche 918 Spyder, BMW i8 and McLaren P1 are going hybrid. Thanks to hybrid tech, Porsche claims their 887 bhp 918 Spyder can do 3L/100km.

Despite that, one marque express their doubts on hybrids. The marque in question is Koenigsegg, a Swedish supercar brand.

Hybrids add weight, which makes sense due to the extra weight from the electric motor and battery pack. Koenigsegg's policy is weight reduction.

Obviously getting rid of electric motor and battery pack will not make a hybrid, so in the marque's latest hybrid model, christened the Regera, the gearbox is omitted. Yes, you heard it right, there is no multi-speed gearbox to speak off. Rather, the Regera's 5L twin turbo V8 is connected to a final drive with a roughly 2.85:1 ratio via hydraulic coupling, dubbed as Koenigsegg Direct Drive (KDD). According to Koenigsegg, the powertrain minus the gearbox only adds 88 kg. That is impressive. How does it work I heard you ask? 

Source: http://koenigsegg.com/regera/

The engine is supplemented by three electric motors, one on the crankshaft which acts as a generator and starter motor, and two on the driveshaft with one on each side. As illustrated by the above diagram, the electric power is fed by a 9kWh Liquid Cooled battery to the three electric motors. At speed below 30 mph the Regera runs on electric power alone; above 30 mph the V8 beast comes to life channelling a combined power output of roughly 1489 bhp to the rear wheels all the way up to it's 8250 rpm limit. The hydraulic coupling that sits between the engine and final drive directly connects the drive wheel and engine once above the stipulated speed. The three electric motors can fill up the 'torque gap' in the V8's rpm range where it makes less power to ensure an uninterrupted, unadulterated experience around your favourite B-roads.

Well, that's the basic overview on the Regera's innovative hybrid powertrain. Now, what does this writer think of Koenigsegg's ingenious approach? Well, part of the fun of driving is to feel the gear change. It is just natural to feel a bump signalling a change in gears. Speaking from a driving enthusiast perspective, the absence of mechanical tactility stemming from cog swapping may subjectively dilute the visceral pleasure of feeling the cogs meshing, or hearing the throttle blip on downshift. From the technological perspective though, I believe this may present an avenue for manufacturers who are head over heels on hybrid technology but wish to keep weight down to pursue alternatives on implementing hybrid technology without incurring weight penalty that may adversely compromise on the aspect of handling dynamic.