Ferrari FF 4wd 4 seater launch in Malaysia for RM2.8 Million

FF stands for Ferrari Four. The FF is a four-wheel drive (a first for the brand) four-seater GT with its engine in a “front-mid” position under that long hood. The powerplant in question is a direct injection V12 displacing 6,262 cc. It makes 660 horses at 8,000 rpm and 683 Nm at 6,000 rpm, 500 Nm of which is available at just 1,000 rpm.

Needless to say, performance is staggering – the 0-100 km/h sprint is covered in 3.7 seconds on to a top speed of 335 km/h. The FF weighs in at 1,880 kilos by the way.
Coupled with a seven-speed F1 dual-clutch gearbox, efficiency has been significantly boosted too, with fuel consumption standing at 15.4 litres per 100 km and CO2 emissions at 360 g/km. This is 25% lower compared to Ferrari’s previous V12s, thanks to the HELE (High Emotions- Low Emissions) System that incorporates Stop&Start technology. Yes, even Ferrari has to think green in today’s landscape.

source and more picture at Paul Tan

News: Chevrolet Camaro Convertible

It was a legend in the ‘60s and ‘70s and today’s Camaro is pretty much a legend all over again in its home territory, where it’s America’s best-selling muscle car and doing a good job of recalling the glory days of Chevy’s Mustang-basher.

From early 2012 we Brits will be able to get a piece of that legend, the Camaro going on sale here through Chevrolet dealers who decide to apply for the Camaro franchise. Both coupe and convertible versions will be offered, and in European homologation trim but only with left-hand drive. What you’re getting is the classic American muscle car format, a muscularly shapely and sizeable body clothing an unnecessarily large 6.2 litre V8 (excellent…) that drives the rear wheels either through a six-speed stick-shift, or an optional £1500 six-speed torque converter auto with paddle shifts.

What’s it like?

It’s the power drop-top version we sample here, at Goodwood’s Moving Motor Show. Which hardly qualifies as an extensive test, but it’s enough to provide an impression. And in theory quite a forceful one if you floor the throttle on the hill’s start line with the traction control turned off, not least because first gear is short to aid tyre-smoking departures.

In theory, because the 426 horses that the 6.2 litre V8 is supposed to muster certainly didn’t feel like Ascot runners, the Chevy launching off the line with a rather disappointing lack of thrust given its supposed muscle. Neither tyres nor exhaust mustered much aural US cop show-style excitement either. Perhaps it was down to operator error or an engine with few miles behind it, but muscular it was not.

The Chevy’s suspension didn’t feel especially sporting either, its softness producing more initial roll than you’d expect, although it firms up once the car has settled and certainly feels decently planted, as you’d hope of a multi-link rear axle. Another surprise is the braking – there might be Brembo callipers clenching its discs, but the Camaro’s pedal needs some firm treading to get this beast to slow convincingly. All of which adds up to a somewhat disappointing dynamic experience, on the basis of this short blast at least, although it’s hard not to be beguiled by the car itself.

This is a big beast, and will probably feel the more so at times with left-hand drive, but it’s an effortless cruiser and a very pleasant one with its fabric lid folded away, especially as the body structure feels pretty rigid. It’s vastly better made than muscle cars of the ‘60s and ‘70s, and if the cabin plastics are hardly in Ingolstadt’s league, it’s well put together and provides some pleasing details such as the nostalgic quartet of minor gauges clustered around the centre console, and their contrast with a modern head-up display. Above all, however, it looks like your quintessential American muscle car, and comes without the crudities of manufacture and functionality that the originals imposed.

Should I buy one?

You’ll probably need to be nursing a weakness for American iron if you’re going to consider this car, even though it’s hugely more sanitary than machines from the era that it so effectively evokes. Other sporting convertibles of this size are far more capable but, this drop-roof Camaro is good value for its size, power and equipment with its starting price of £39,995.

Hopefully that will be enough to induce a few star-spangled romantics into signing up for a car that makes a fine sight and is hard not to like despite its shortfalls. And a longer UK drive in a car more fully run-in might uncover a sharper tool than this Goodwood demonstrator made.

Richard Bremner

Chevrolet Camaro convertible automatic

Price: £39,995; Top speed: 155mph limited; 0-60mph 5.5sec; Economy: NA; Co2: NA; Kerb weight: NA; Engine: V8, 6162cc; Power: 426bhp at 5900rpm; Torque: 410lb ft at 1600rpm; Gearbox: 6-spd automatic

source

News: The Only remaining "GHOST" is up for auction

The car will be on auction in July 30. The estimated price of this car would reach nearly 500K.
This is the only car that were build by a glass that were develop by Plexiglas

NOVITEC ROSSO Edizione 747 Scuderia

Bump into this rare exotics modified in KL.
There is only 3 produced and one in Malaysia. The red one in front of NOVITEC ROSSO Edizione 747 Scuderia is 16M Scuderia. This is the white colour another one is yellow and maybe the other one is in red.
Last time I heard it is imported by Iktikad raya.Don't know whether someone bought it or it still for sale.

More Info about NOVITEC ROSSO Edizione 747 Scuderia


source: ZTH

Porsche 911 GT3 RS 4.0

Before we get into the nuts and bolts of this last and loudest laugh of the 996/997 series of Porsche 911s, you should know its run of 600 units is dictated not by demand, but that thereafter its parts supplies will dry up; and at a price of £128,466, Porsche will make no money from any of them.

Think about that. What you are looking at is the greatest version of the greatest sports car ever built. Porsche knows it could have made thousands and charged half as much again for everyone. But it chose not to.

Instead it is what Porsche calls a ‘thank-you’ to its most loyal customers, the only people with a hope in hell of getting a sniff of one. Most will have already owned at least three GT3s.

What’s it like?

What they will find is so much more than an RS with a bit more poke. Instead it is a heady confection of Porsche’s most extreme road car, the GT2 RS, and its all-conquering racers, the GT3R and RSR. The Rose-jointed rear suspension with its helper springs is pure GT2 RS, the engine courtesy of the race cars, their long-throw crankshaft stroking the unit out to 3996cc, making this the largest engine ever to sit in the boot of a Porsche.

A new suspension tune has been achieved thanks to bespoke spring rates, but much of the car, including the gearbox, its ratios, the steering, brakes and tyres are carried over from the ‘normal’ GT3 RS. Myriad weight saving measures including the carbon bonnet and front bumper from the GT2RS, meaning a base-spec car wearing optional ceramic brakes weighs just 1360kg, about 10kg less than a 3.8-litre RS.

A new aero pack provides more downforce than any previous RS, those natty front winglets essential to balance the extra rear grip provided by that new rear wing with its 9deg angle.

The result? The car we named last year’s best driver’s car in Britain, the 3.8 RS, has not been made to stand aside. It’s been blown off the road.

Look at the stats like the 0.1sec knocked of the 0-60mph time and it’s hard to see why. But drive the 4.0 RS and it’s blindingly obvious. Despite it’s extra 50bhp, it’s not the power you notice, nor even its additional 22lb ft of torque. It’s where that torque is that makes all the difference.

One fault common to all GT3s is their unorthodox blend of a peaky engine and wide gear ratios. With the new motor, those gears finally make sense. On the road you can just park it in fourth gear and go anywhere from shopping to prison. On the track you have to rewrite your mental circuit notes because almost every corner is now a gear higher. It’s faster, yet easier.

Its composure in fast turns something you’d not credit a car with a tax disc, yet even if you turn off all the electronics it remains fundamentally forgiving, something you’d never say about the more expensive, flawed and less-enjoyable GT2RS.

Is it perfect? That car has still yet to be built and you’ll find the 4.0 RS keen to understeer in slow corners and its ride merely impressive rather than exemplary over the worst British B-roads.

Should I buy one?

Ask if there is a car on sale today I’d rather drive on a combination of road and track over the course of the next 20 years and I’ll tell you that if there is, I haven’t driven it.

Andrew Frankel

Porsche 911 GT3 RS 4.0>/h3>

Price: £128,466; Top speed: 193mph; 0-62mph: 3.9sec; Economy: 20.1mpg; CO2: 326g/km; Kerb weight: 1360kg; Engine type: 6cyls, 3996cc; Power: 493bhp at 8250rpm; 
Torque: 339lb ft at 5750rpm; Gearbox: six speed manual

source: autocar.uk

Porsche Panamera 4.8 V8 Turbo S PDK

This is the £122,623 Panamera Turbo S, a riotous extension of Stuttgart’s blown four-door rocketship boasting, at 543bhp, a crowd-pleasing 50bhp more than the standard Turbo. More pertinently, the Turbo S produces 553lb ft, rising to 590lb ft with overboost, compared with the non-S Turbo’s positively asthmatic 516lb ft, or overboosted 567lb ft.

The Turbo S also gets cosmetic upgrades including side skirts, new 20-inch alloys, 5mm spacers behind the rear wheels to widen the track (Porsche says it’s an aesthetic upgrade, not a performance one), revised engine bay styling, a two-tone leather interior and its own unique agate grey metallic paint option. It also comes as standard with a sports exhaust, Porsche Active Suspension Management (PASM), Porsche Dynamic Chassis Control (PDCC) and a Sport Chrono Package, all upgrades that would be cost options on lesser Panameras.

What’s it like?

This is a properly fast car laden with kit. Top speed is 191mph, which is faintly academic, while 0-62mph appears at the touch of a button, thanks to launch control, in 3.8sec, which is faintly ridiculous for a 1995kg saloon.

In-gear acceleration and overboost-enhanced kickdown are roundly impressive too, with the Turbo S capable of dispatching overtakes or reeling-in big chunks of the horizon in a manner that doesn’t befit something so large and luxurious.

But that’s nothing compared with the tricks the Turbo S’s chassis can perform. Don’t be fooled, this is no four-seat 911 in outright handling terms, but the three-mode switchable PASM, PDCC and the Porsche Torque Vectoring Plus (PTV Plus) work together to contain, control and coerce the Turbo S to the extent that it can be hustled along a mountain pass in a way that takes some adjusting to, particularly in the PASM’s lowered Sport Plus mode.

There’s an almost unnatural lack of body roll for such a big car, and it takes ham-footed stabs at the accelerator to find the limits of traction on corner exits. At times you’re aware that there’s a lot going on beyond your fundamental steering, braking and accelerator inputs, but the systems themselves aren’t overly intrusive, and they’re broadly welcome for the combination of dynamic agility and electro-mechanical safety net that they provide.

There is an overall feeling of artificiality to the way the Panamera goes about its business of devouring challenging twisty roads. It is, however, an impressive, accomplished and entertaining experience, although if you explore the limits of the Turbo S’s dynamic repertoire for too long it’s debatable whether your three passengers would enjoy the experience as much as you would from the driving seat.

Should I buy one?

And with performance like this on offer you can start to forgive the Panamera’s more challenging aesthetic disadvantages, but even so, nigh-on £123k is a lot of money to spend in order to transport four people, even if you do want to do so (very) quickly and quite luxuriously. And if you only want to use all four seats on occasion, then the Panamera, any Panamera, is a lot of car to be driving around in for the rest of the time.

As an engineering achievement the Turbo S is a mightily impressive one, but arguing a convincing case for its purchase isn’t quite so clear cut. However, at this price point purchases start to happen beyond the normal conventions of automotive buying decisions, so if you’ve got £120,000 or so gathering dust on the kitchen table then you won’t be in the least bit disappointed if you spend it on one of these.

Tim Dickson

Porsche Panamera Turbo S

Price: £122,623; 0-62mph: 3.8sec; Top speed: 191mph; Kerb weight: 1995kg; Economy: 24.6mpg (combined); Co2: 270g/km; Engine: V8, 4806cc, twin-turbocharged, petrol; Max power: 543bhp at 6000rpm; Max torque: 590lb ft at 2500-4000rpm (overboost)

source:autocar

Ferrari F50 one unit in Malaysia

Audi R8 GT Spyder

The R8 GT Spyder gets lightened to the tune of 85kg, via carbon fibre-reinforced polymer (CFRP) side and rear panels, CFRP front/rear spoilers and rear bumper, lightened transmission, wheels and brakes, and special bucket seats that save 31.5kg alone.

The engine has also been fed through Audi's Bertha-style enhancer, weighing in at 552bhp (up from 520bhp) and will do the 0-62mph dash in 3.8 seconds before steaming off into the horizon at a 197mph. Mercedes SLS roadster, are you paying attention?

As before, you get rear-biased four-wheel-drive together with a standard-fit six-speed R tronic ‘box with launch control. This can help embarrass drivers of lesser cars into rethinking their life choices through a rather fizzy standing start, as well as blow-drying your scalp.

And so the question falls: with just 333 models being produced, would you opt for the hardened R8 Spyder or the SLS roadster? Decisions, decisions...

source: top gear

Ferrari 599

Porsche 911 limited edition

Porsche has unveiled yet another special-edition Porsche 911, this time to celebrate 10 years of the company in China.

The car – based on the Porsche Turbo S model – features a gold exterior, 19-inch alloys, carbonfibre bonnet and rear spoiler and 10th anniversary badging on the door sills as well as an individual plaque.

Inside the special 911 gets Alcantara seats with contrasting gold stitching, carbonfibre touches to the dash and new floor mats.

Power remains the same as the standard model, with the Turbo S’s 3.8-litre engine producing 523bhp and 516lb ft of torque, enough to launch the car to 60mph in 3.3sec and onto a top speed of 196mph.

Although pricing hasn’t been announced, numbers for the anniversary model will be limited to just 10 units.

source:autocar.uk

Mercedes SLS AMG Soft-top

Mercedes has revealed its all-new £180k soft-top version of the SLS AMG, which promises to be one of the most potent and exclusive cabrios on UK roads.

The Roadster is due for launch at Frankfurt in September, but UK dealers will start taking orders next month. The first production slots for right-hand-drive cars are available in November.

As might be expected from a sports car that was conceived from the outset as a soft-top as well as coupé, the Roadster appears a particularly neat conversion. It features new frameless doors with conventional hinges, designed to replace the exotic gullwing design of the coupé.

Because the SLS’s lightweight alloy structure was designed with an open-top body structure in mind, minimal reinforcements have been added, which also keeps weight gain to a minimum.

The thickness of the sill material is beefed up and there are struts off the centre tunnel to support the dashboard ‘cross-car beam’.

Structural stiffness at the rear is boosted by a strut between the soft top and the fuel tank.

Thanks to the roof and its hydraulic motors, the Roadster is heavier than the coupé — but by a fairly modest 40kg. That gives it a kerb weight of 1660kg.

Despite this, Mercedes claims very similar performance figures from the 563bhp 6.2-litre V8: 0-62mph in 3.8sec and a top speed just shy of 200mph.

The three-layer roof can be opened ‘on the fly’ at up to 30mph, and takes 11sec to open. It features magnesium, alloy and steel in its frame construction, and a glass rear window.

Despite folding into a storage area behind the driver and passenger, boot volume only drops by three litres, to 173.

source: autocar.uk