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Ferrari California 2010 Sports car
The 2010 Ferrari California is a throwback to one of the all-time great Ferraris-the 250 GT California Spyder. The new California is the first retractable hardtop the company has ever offered, and the entire package offers owners all the benefits of a nimble grand tourer and a top-down cruiser.
The 2010 Ferrari California Production is a high performance two door sports car with a retractable hard top. Ferrari California even more powerful and even sportier. The new supercharged engine represents an increase in power output for the 4.3-liter V8 with direct fuel injection that delivers high performance, exceptional handling and a better mileage.
In addition to sporting the marque’s classic styling cues, the cabin has also been beautifully trimmed using quality materials by Ferrari’s own skilled artisans. New accessories and equipment, such as the seats, steering wheel, instrument panel and infotainment system, together with optimised aerodynamics ensure that this is a highly ergonomic and enjoyable car to drive regardless of whether the top is up or down.
The aerodynamic kit includes: a new front spoiler, new rocker panels with integrated airfoils and black side markers, a rear diffuser and rear spoiler lip and of course a set of three-piece Novitec Rosso NF3 wheels. The exteriors feature the aluminum retractable hard top, bi-xenon headlights, LED rear lights and mirrors.
The NOVITEC ROSSO specialists fit the eight-cylinder four-valve engine of the California with a mechanical charger driven by the crankshaft via a cogged belt. Boost pressure is limited to 0.4 bars.
The system also includes a water-to-air intercooler, a custom intake manifold and larger injectors.
The interiors are mostly finished in leather and it features the leather seats, sporty steering wheel, TFT Multidisplay, Ipod connector, hard disc, USB connection, 6.5 inches touch screen, Bluetooth and a large luggage space.
The California’s steering wheel is in keeping with the rest of the Ferrari lineup, making use of a wheel-mounted control called the manettino, which allows the driver to adjust the attitude of the various mechanical systems of the car, including engine mapping, traction control and suspension.
Standard safety goodies include control for stability and traction with F1 Trac-a system derived from the F1 racing program which uses predictive software to give a delicate and refined control over drive-wheel spin.
Mercedes SLK 55 AMG
The SLK 55 AMG is a high-performance variant of the successful SLK-Class roadster from Mercedes-Benz. The SLK 55 AMG is now even more dynamic: a new front apron and dark-tinted headlamps give this unique eight-cylinder roadster an even more athletic look even at a standstill. The handling dynamics of the SLK 55 AMG have also been sharpened. As with all AMG models, the SLK 55 sports wider fenders, a lower stance, quad tailpipes, enlarged air intakes, and, of course, a more powerful engine. The SLK 55 AMG is also the only car in its class to feature a V8 engine, while the improved AMG SPEEDSHIFT 7G-TRONIC transmission now offers even faster gearchanges.
Mercedes SLK the biggest change was made under the hood, The SLK55 may be bereft of a supercharger but that AMG 5.5-litre V8 still packs a thumping 355bhp at a bellowing 5750rpm, backed up by 376lb ft at 4000rpm. Even the new Porsche Boxster S can’t get near its 4.9sec sprint to 62mph. A new 911 might just be able to catch it.
The tuner also added sports pistons, sports distribution shafts, exhaust manifolds, catalysts of high-grade steel, sports exhaust silencers, polished cylinder heads, a sports air filter and a long-stroke crankshaft. And the result is a top speed of 192 mph (up from the standard 155 mph).
Redesigned 18-inch AMG wheels feature a multi-spoke design and titanium grey finish. New, high-sheen 18-inch AMG light-alloy wheels in a twin-spoke design are also available. The front brakes have perforated discs measuring 345 x 30 mm. The rear discs measure 300 x 22 mm.
The 55′s steering has also been updated. The all-new direct steering system with variable servo assistance newly designed steering rack. This allows a ratio spread from 15.8:1 to 11.5:1, allowing the driver to experience more responsiveness at around five degrees or more from the centred position. The aerodynamic package includes: carbon front spoiler lips, varnished in black here, a rear diffuser and 19″ polished rim wells of high-grade steel.
The seven-speed 7G-Tronic with AMG Speedshift gearbox (cutting shift times by 35 per cent) is a more serious concern, wresting even more control from the driver. With SL55-style left-for-down, right-for-up metallic buttons mounted on the back of the steering spokes, it’s smooth enough and shifts snappily, but your inputs are rarely adhered to absolutely, and often they’re ignored altogether.
These upgrades include sports pistons, sports distribution shafts, exhaust manifolds, catalysts of high-grade steel, sports exhaust silencers, polished cylinder heads, a sports air filter and a long-stroke crankshaft.this is enough to launch the cabriolet with a speed of 310 km/h. The cost of such performance improvement amounts to 30,785 Euro including installation works and technical inspection fees.
The powerful brakes and decently feelsome steering encourage you to access the broad scope of the chassis’ abilities, too, and soon that ESP triangle set into the instrument binnacle is flashing out of every corner.
Koenigsegg CCGT 2008 Race Car
A new race car has been created by the Swedish supercar maker Koenigsegg, based on the production CC-model range. The Koenigsegg Development team has done a great job by refining the CC into the CCGT.
The CCGT engine is based on the Koenigsegg CCX production engine with the superchargers removed but enlarged to 5.0 litre, The reliability of the race engine is expected be exceptional as it is based on the proven strength and durability of the significantly more powerful road car engine.
The race engine is being developed in-house in parallel with the production units by Koenigsegg engineers, supported by Anders Hoglund from Cargine engineering and JP Motorsport.
Due to the fact the Koenigsegg CC cars are very light and stiff in road configuration, the racing CCGT weighs in at just under an astounding 1,000 kg. This gives the possibility to place 100 kg of ballast freely within the car structure, still following the set rules. This should give Koenigsegg an interesting advantage over the competition.
Koenigsegg will definetly have an advantage over the competition. On the other hand, the CCGT has pretty short overhands which could be an issue when it comes to generating enough downforce. Still, by further developing the clever and “slippery” design concept of the CC range, Koenigsegg believes they have created a unique package incorporating a surprising amount of down-force combined with a very compact package and optimal weight distribution. The advantage over most of the competition will definately be seen in the future racing combats, since since the CCGT has a short overall length and low overall height, whilst still maintaining adequate track width and length. The reliability of the race engine is expected be exceptional as it is based on the proven strength and durability of the significantly more powerful road car engine.
Koenigsegg 2009 is introducing;
- A new touch screen infotainment system
- Lightning fast ATM paddleshift system
- Electronic differential
- A new creation for the future….The Quant
The touchscreen Infotainment system sets new standards for the Supercar industry. This high-resolution, intuitive system features many exiting functions, for example;
- Global Sat Nav
- Bluetooth telephone
- Performance mode – G-force meter, lap timer, power Torque meter
- Climate control
- Music system, with radio and I-pod control
- Outdoor temp
- Warning and Hazard displays
- Setup control for: Chassis, Traction control, Paddelshift etc.
- GPS controlled interior lighting and music volume
The Infotainment system is modular and can be upgraded over time, with new exciting features as we envision them. It is a great platform for us to make the CCX even more communicative. For example, it will be possible for drivers to record lap times, power levels and G-forces. On the CCXR model it will be possible to read ethanol mixture and how much this effects the power level.
The ATM Paddelshift system features a completely new gearbox design, which has been developed for the CCX. The gearbox is engineered to take up to 1100 nm of torque and due to its transversal layout, it is about 30 cm shorter then the manual transaxle gearbox it replaces, which improves weight distribution. The gearbox features a revolutionary synchronization system that allows shift times of 30 milliseconds – a great improvement, compared to existing synchromesh system. Basically it is as fast as a dual clutch transmission, but reduced in size and weight – two important factors in a Supercar.
The gearbox also include an electronic differential control. The E-diff, makes the car easier to drive on the limit of performance, and thereby enhances the experience to most drivers. The gearbox is controlled with ergonomic paddles mounted on the steering wheel. Koenigsegg believes this to be the most optimal solution, as the paddles follow the steering wheel movements at all times.
CCGT has a short overall length and low overall height, whilst still maintaining adequate track width and length, it is thereby gifted with superior agility compared to most of the competition, which should be evident in future heated racing combats.
EDO Farrari Enzo 2009
The Ferrari Enzo with its 660 horsepower is arguably one of the most exclusive cars in the world, both in terms of its driving dynamics and purchase price. Those looking for something considerably faster and more exclusive choose the edo Ferrari Enzo XX Evolution.
A bump in displacement from 6.0 to 6.3 liters, new camshafts, new titanium valve spring retainers and connecting rods, modified cylinder heads, new high performance exhaust headers, high flow catalytic converters, mufflers and air filters: that’s the scope of edo competition’s engine modifications. The standard hydraulic tappets are replaced with newly developed solid tappets, enabling the 12 cylinder engine to rev to an incredible 9,600 rpm. This is unmatched by any other 12 cylinder engine at this time! Additionally the intake system of the V12 was modified, a new high performance clutch – available with „strada” or „pista” friction pads – and a more powerful oil pump were installed. The power output is increased by 180 to 840 horsepower. Without mufflers more than 860 horsepower is possible. The maximum torque of 780 Nm (575 ft-lb) is available at 5,800 rpm.
The edo/KW race suspension from the FIA GT series was retuned for the EDO Ferrari Enzo XX Evolution. The edo-installed tire pressure monitoring system displays the pressures for each of the four wheels. Providing ample grip for the edo Enzo XX Evolution are 19 inch front wheels and 20 inch rear wheels with 335 mm wide tires.
The aerodynamics package is absolutely unique. It includes a complete exhaust system with tips machined from billet aluminum, now relocated to the top of the body. The tips are plasma-coated using a special process. The newly developed rear skirt featuring winglets and a rear wing profile, adjustable in 3 steps, improves the ground effect and can be tuned to the tastes of the driver. The new retractable rear wing is upgraded with a taller flap resulting in increased downforce and stability, especially at high speeds. New LED tail lights round off the rear view of the car.
Features
· Power increased to about 700 hp thanks to new exhaust headers like on the Ferrari FXX,
high-flow catalytic converter, performance muffler, modified intake with ram-air system,
high-flow air filters and ECU recalibration
· Stainless steel muffler with adjustable remote-controlled butterfly-valve, new exhaust tips
Exhaust sound level adjustable at the push of a button
· Wheels can be custom-painted on request
· Tire pressure monitoring system displaying air pressure and tire temperature for each wheel
Sport suspension for the road with adjustable compression and rebound damping like on the FIA GT MC12. Nose lift functionality is retained.
· Special lightweight wheels with Michelin tires
Front: 10 x 19 with 265/35 ZR 19
Rear: 13 x 20 with 335/30 ZR 20
· New high-performance clutch. Extremely lightweight. Two different friction compounds selectable (strada/pista)
With a program called XX, EDO Competition specialists have modified the Ferrari Enzo. The EDO Ferrari Enzo XX comes with a modified V12 cylinder 6.3 liter engine that features new steel cylinders and pistons, camshafts, Titan valve springs, Titan connecting rods and new oil cooling piston pipes. The EDO Ferrari Enzo XX develops 800 hp/(588 kW) at 8.500 rpm and 780 Nm of torque at 5.800 rpm. Due to the modifications, the car now has a top speed of than 380 km/h and is able to accelerate from 0 to 100 km/h in 3.2 seconds, to 200 km/h in 9 seconds and to 300 km/h in just 19 seconds.
Aston Martin DBS 2009
The 2009 DBS promises the best performance yet in a production Aston Martin model, with a zero-to-60-mph time of only 4.2 seconds and a top speed of 191 mph. All that go is courtesy of Aston’s familiar V12 engine from the DB9 and V12 Vanquish models-here 5.9 liters and making 510 horsepower and 420 lb-ft of torque. Power is delivered, with the help of a six-speed manual transmission and limited-slip rear differential, to the rear wheels.
Equipped with a 6.0-liter V-12 engine, the DBS produces 510 bhp at 6500 rpm. That’s 40 more horsepower than the vaunted DB9, which is also V-12-powered. Interestingly, Aston notes the DBS actually produces less torque than the DB9; 420 lb.-ft. at 5750 rpm versus 443. Two tricks are used to increase power output: dual-path intake runners and reprofiled intake ports. When the engine screams to 5500 rpm, a secondary intake path opens up, allowing more air into the engine without sacrificing throttle crispness and torque at lower rpm.
As befits a true sports car, the power from the all-aluminum engine is sent to the rear wheels through a manual transmission, but this one is mounted out back, right in front of the rear axle. This affords two benefits: more leg space for the driver and passenger and better weight distribution. With the transmission not in the middle of the chassis, the engine can be pushed back. Aston Martin considers the DBS a “mid-front engine” design, meaning the engine lies in front of the occupants, but behind the front axle.
While the DBS was launched as a 2-seater, a new 2+2 configuration has been added to the line in response to customer demand. The two covered rear storage spaces of the standard DBS can be replaced with two small jump seats.
Interior materials are more in line with grand touring coupes than some of the performance-above-everything exotic super cars that rank in the same exclusive price range. Seats are trimmed in soft leather and Alcantara, and the interior is trimmed in carbon fiber and chrome, or available wood veneer. The DBS has seating for two, with a small storage area behind the seats, plus a relatively roomy trunk.
The DBS looks the part of a serious super car as well, with distinctive and functional hood vents, an aggressive front air splitter, plus a rear air diffuser and lots of aerodynamic work to help it stay stable at high speed.