Pontiac Trans Am reborn

OK, not officially, but Lingenfelter Performance Engineering of Indiana has created what it thinks a modern Trans Am might have looked like had General Motors not pulled the plug on the Pontiac brand.

Called the Lingenfelter TA, the car is based on the current Chevrolet Camaro SS and takes the 1971 Trans Am as its design inspiration.

Not many of the Camaro’s panels survive the transformation intact. The front end is completely replaced, as are the rear quarter panels and all of the lights. Finishing off the exterior are 20" wheels, Nitto tyres and a Corsa exhaust system. Meanwhile, the interior is very 70s retro, and it features custom seats, centre console, door panels, carpets and a turned metal instrument panel.

Engine capacity has been increased from 6.2 litres (376 cu in) 7.5 litres (455 cu in) and, with modifications including a ported and polished cylinder head, forged aluminium pistons and a new inlet manifold, it now produces 655 bhp (488 kW / 664 PS) and 827 Nm (610 lb ft) of torque. Drive is via a six-speed manual transmission.

Cost of the V8 SS-based Lingenfelter TA is around $150,000 (about £98,000 / €118,000), including the donor car. However, if a V6 Camaro is used instead the price falls to around $85,000 (£55,000 / €67,000).

Pontiac Trans Am reborn

OK, not officially, but Lingenfelter Performance Engineering of Indiana has created what it thinks a modern Trans Am might have looked like had General Motors not pulled the plug on the Pontiac brand.

Called the Lingenfelter TA, the car is based on the current Chevrolet Camaro SS and takes the 1971 Trans Am as its design inspiration.

Not many of the Camaro’s panels survive the transformation intact. The front end is completely replaced, as are the rear quarter panels and all of the lights. Finishing off the exterior are 20" wheels, Nitto tyres and a Corsa exhaust system. Meanwhile, the interior is very 70s retro, and it features custom seats, centre console, door panels, carpets and a turned metal instrument panel.

Engine capacity has been increased from 6.2 litres (376 cu in) 7.5 litres (455 cu in) and, with modifications including a ported and polished cylinder head, forged aluminium pistons and a new inlet manifold, it now produces 655 bhp (488 kW / 664 PS) and 827 Nm (610 lb ft) of torque. Drive is via a six-speed manual transmission.

Cost of the V8 SS-based Lingenfelter TA is around $150,000 (about £98,000 / €118,000), including the donor car. However, if a V6 Camaro is used instead the price falls to around $85,000 (£55,000 / €67,000).

Mitsubishi i-MiEV costs

The economics of running an electric Mitsubishi i-MiEV are being questioned, incredibly, by Mitsubishi itself.

In figures that were provided to the BBC, the manufacturer seems to be warning anyone considering buying an i-MiEV that a normal petrol-powered car, such as the Fiat 500 Lounge 1.2, could actually be cheaper to own. That’s because the i-MiEV’s lower fuel and servicing costs might fail to offset the biggest cost factor: depreciation.



In fact, according to Mitsubishi, the i-MiEV only becomes a better value proposition when the expense of the London Congestion Charge is taken into account. However, with cars that emit 100 g/km or less of CO2 not having to pay the charge if changes currently under discussion are approved, the i-MiEV (and in fairness other electric cars such as the Nissan Leaf) become an expensive method to achieve free driving in London. And, of course, that is all totally irrelevant if you never drive in London.



Perhaps the point is that the depreciation characteristics of electric cars are a huge unknown. In preparing its numbers, Mitsubishi has just assumed that their car will be worth 49% of its list price after three years, the same as the Fiat 500.



It could easily be 59%, or 39%, or any other number - nobody knows. What potential customers need to consider though is that the i-MiEV and Leaf are first generation electric cars. The technology used is still in its infancy, and it can be guaranteed that the biggest issues - battery cost, life and range - will all be overcome in the coming years.



That could end up making first generation electric cars obsolete, in much the same way that the very first mobile phones are now viewed as antiques. If so, the result will be pitiful residual values.



Either Mitsubishi is being extremely honest, or it has just committed a huge public relations faux pas.



Read the BBC article here.

Mitsubishi i-MiEV costs

The economics of running an electric Mitsubishi i-MiEV are being questioned, incredibly, by Mitsubishi itself.

In figures that were provided to the BBC, the manufacturer seems to be warning anyone considering buying an i-MiEV that a normal petrol-powered car, such as the Fiat 500 Lounge 1.2, could actually be cheaper to own. That’s because the i-MiEV’s lower fuel and servicing costs might fail to offset the biggest cost factor: depreciation.



In fact, according to Mitsubishi, the i-MiEV only becomes a better value proposition when the expense of the London Congestion Charge is taken into account. However, with cars that emit 100 g/km or less of CO2 not having to pay the charge if changes currently under discussion are approved, the i-MiEV (and in fairness other electric cars such as the Nissan Leaf) become an expensive method to achieve free driving in London. And, of course, that is all totally irrelevant if you never drive in London.



Perhaps the point is that the depreciation characteristics of electric cars are a huge unknown. In preparing its numbers, Mitsubishi has just assumed that their car will be worth 49% of its list price after three years, the same as the Fiat 500.



It could easily be 59%, or 39%, or any other number - nobody knows. What potential customers need to consider though is that the i-MiEV and Leaf are first generation electric cars. The technology used is still in its infancy, and it can be guaranteed that the biggest issues - battery cost, life and range - will all be overcome in the coming years.



That could end up making first generation electric cars obsolete, in much the same way that the very first mobile phones are now viewed as antiques. If so, the result will be pitiful residual values.



Either Mitsubishi is being extremely honest, or it has just committed a huge public relations faux pas.



Read the BBC article here.

Lotus Evora S announced

The Europa may have been quietly dropped from the range, and the Elise / Exige line-up is facing an uncertain future in Europe due to emissions legislation, but Lotus is promising some important unveilings at September’s Paris Motor Show.



However, perhaps feeling that the wait might be too much for some, the company has decided to reveal a couple of its new products ahead of the show.



The first is the Evora S, which takes the standard Evora’s 3.5 litre V6 and adds a supercharger. As a result, power output leaps from 276 bhp (206 kW / 280 PS) to 345 bhp (257 kW / 350 PS), a significant 25% increase.

With torque also rising from 350 Nm to 400 Nm, it’s no surprise that performance is improved: 0-62 mph (100 km/h) in the S takes 4.8 seconds, while its top speed is 172 mph (276 km/h). By comparison, the normally aspirated Evora manages 5.1 seconds and 162 mph (261 km/h).



But the extra power is just one element of what makes the Evora S different. The suspension settings have also been fine tuned, there are cross-drilled brakes and a ‘sport’ button comes fitted as standard. Pressing this raises the rev limit, changes the dynamic stability control settings, improves throttle response and activates an exhaust by-pass valve. Visually, the S is distinguished by a larger rear diffuser.



No word on prices for the Evora S yet but, with the standard 2+2 costing £49,995 in the UK, expect a premium for the quicker version of around £8,000 - £10,000?



The second announcement is the arrival of an automatic gearbox option for the 276 bhp Evora. Called Intelligent Precision Shift (IPS for short), the six-speed transmission has been introduced to ‘broaden the appeal of the Evora and reach out to a slightly different market’ according to Dany Bahar, Lotus Chief Executive Officer. That means Lotus is hunting sales in the Middle East, Asian and North American territories, where many drivers either struggle to change gears manually or simply can’t be bothered.

IPS allows the driver to switch between manual paddle shift and automatic drive modes, although performance suffers thanks to the auto ’box and a slight weight increase from 1,382 kg to 1,436 kg. Acceleration to 62 mph will take 5.5 seconds, and top speed drops to 155 mph (250 km/h). Again, pricing for the IPS option is to be confirmed.

Lotus Evora S announced

The Europa may have been quietly dropped from the range, and the Elise / Exige line-up is facing an uncertain future in Europe due to emissions legislation, but Lotus is promising some important unveilings at September’s Paris Motor Show.



However, perhaps feeling that the wait might be too much for some, the company has decided to reveal a couple of its new products ahead of the show.



The first is the Evora S, which takes the standard Evora’s 3.5 litre V6 and adds a supercharger. As a result, power output leaps from 276 bhp (206 kW / 280 PS) to 345 bhp (257 kW / 350 PS), a significant 25% increase.

With torque also rising from 350 Nm to 400 Nm, it’s no surprise that performance is improved: 0-62 mph (100 km/h) in the S takes 4.8 seconds, while its top speed is 172 mph (276 km/h). By comparison, the normally aspirated Evora manages 5.1 seconds and 162 mph (261 km/h).



But the extra power is just one element of what makes the Evora S different. The suspension settings have also been fine tuned, there are cross-drilled brakes and a ‘sport’ button comes fitted as standard. Pressing this raises the rev limit, changes the dynamic stability control settings, improves throttle response and activates an exhaust by-pass valve. Visually, the S is distinguished by a larger rear diffuser.



No word on prices for the Evora S yet but, with the standard 2+2 costing £49,995 in the UK, expect a premium for the quicker version of around £8,000 - £10,000?



The second announcement is the arrival of an automatic gearbox option for the 276 bhp Evora. Called Intelligent Precision Shift (IPS for short), the six-speed transmission has been introduced to ‘broaden the appeal of the Evora and reach out to a slightly different market’ according to Dany Bahar, Lotus Chief Executive Officer. That means Lotus is hunting sales in the Middle East, Asian and North American territories, where many drivers either struggle to change gears manually or simply can’t be bothered.

IPS allows the driver to switch between manual paddle shift and automatic drive modes, although performance suffers thanks to the auto ’box and a slight weight increase from 1,382 kg to 1,436 kg. Acceleration to 62 mph will take 5.5 seconds, and top speed drops to 155 mph (250 km/h). Again, pricing for the IPS option is to be confirmed.

Citroen DS3 Racing

The Citroen DS3 Racing will cost £23,100 when UK sales start in early 2011. That’s a lot for a fancy three-door Citroen C3 but, with right hand drive production limited to just 200 units, demand should comfortably outstrip supply.

Based on the existing DS3 DSport THP 150, the Racing version has an uprated 1.6 lire turbo engine which produces 204 bhp (152 kW / 207 PS) and 275 Nm of torque. Consequently, performance is rapid with the 0-62 mph (100 km/h) sprint taking only 6.5 seconds. Top speed is 146 mph (235 km/h).



To go with that extra power, the chassis has also been tweaked. The DS3 Racing gets bespoke dampers, wider (by 30 mm) front and rear tracks and a lower (by 15 mm) ride height, all of which is claimed to sharpen the handling and enhance control. The brakes have also been beefed up, with Citroen fitting four piston calipers and upgraded front discs.



As would be expected given the price, equipment levels are fairly generous. Standard specification includes climate control and Bluetooth connectivity, although not throwing in satellite navigation too is just being stingy.



Available to order from the beginning of September, the DS3 Racing comes in two colour schemes: Obsidian Black pearlescent body with a Sport Orange roof, or Polar White body with a Carbon Grey roof. Whichever is chosen, the roof colour is carried across to the dashboard fascia, tailgate spoiler, door mirrors, alloy wheels, Citroen chevrons and the grille surround.



Completing the look are plenty of carbon fibre bits to emphasise the Racing’s sporty credentials. On the outside these include the wheel arch extensions and rear diffuser, while inside the centre console, steering wheel and door inserts all get the carbon treatment.



The DS3 Racing is going to be up against other expensive superminis such as the equally fast £21,875 Mini John Cooper Works, or the marginally slower £19,650 Renault Clio Gordini 200. But it’s also worth considering that on price it will actually be competing with hot hatches from the segment above, for instance the £23,160 Renault Megane Renaultsport 250 Cup and the £21,500 Seat Leon Cupra.



However, perhaps what really puts the DS3 Racing’s steep price in perspective is knowing that an extra £3,000 would buy something like a BMW 125i M Sport Coupé, with its rear-wheel drive and 215 bhp (160 kW / 218 PS) six cylinder engine.

Citroen DS3 Racing

The Citroen DS3 Racing will cost £23,100 when UK sales start in early 2011. That’s a lot for a fancy three-door Citroen C3 but, with right hand drive production limited to just 200 units, demand should comfortably outstrip supply.

Based on the existing DS3 DSport THP 150, the Racing version has an uprated 1.6 lire turbo engine which produces 204 bhp (152 kW / 207 PS) and 275 Nm of torque. Consequently, performance is rapid with the 0-62 mph (100 km/h) sprint taking only 6.5 seconds. Top speed is 146 mph (235 km/h).



To go with that extra power, the chassis has also been tweaked. The DS3 Racing gets bespoke dampers, wider (by 30 mm) front and rear tracks and a lower (by 15 mm) ride height, all of which is claimed to sharpen the handling and enhance control. The brakes have also been beefed up, with Citroen fitting four piston calipers and upgraded front discs.



As would be expected given the price, equipment levels are fairly generous. Standard specification includes climate control and Bluetooth connectivity, although not throwing in satellite navigation too is just being stingy.



Available to order from the beginning of September, the DS3 Racing comes in two colour schemes: Obsidian Black pearlescent body with a Sport Orange roof, or Polar White body with a Carbon Grey roof. Whichever is chosen, the roof colour is carried across to the dashboard fascia, tailgate spoiler, door mirrors, alloy wheels, Citroen chevrons and the grille surround.



Completing the look are plenty of carbon fibre bits to emphasise the Racing’s sporty credentials. On the outside these include the wheel arch extensions and rear diffuser, while inside the centre console, steering wheel and door inserts all get the carbon treatment.



The DS3 Racing is going to be up against other expensive superminis such as the equally fast £21,875 Mini John Cooper Works, or the marginally slower £19,650 Renault Clio Gordini 200. But it’s also worth considering that on price it will actually be competing with hot hatches from the segment above, for instance the £23,160 Renault Megane Renaultsport 250 Cup and the £21,500 Seat Leon Cupra.



However, perhaps what really puts the DS3 Racing’s steep price in perspective is knowing that an extra £3,000 would buy something like a BMW 125i M Sport Coupé, with its rear-wheel drive and 215 bhp (160 kW / 218 PS) six cylinder engine.

Vans Car Modify

Vans Car Modify

UK i-MiEV prices slashed

Mitsubishi has finally realised that charging £33,699 for its electric i-MiEV was a bad joke. Even the most environmentally-conscious early adopter was going to have a problem paying that for a city car with a modest 90 mile (145 km) range.

So now the i-MiEV’s UK price has been slashed to a more palatable £28,990 which, purely coincidentally (yeah, right), is exactly what Nissan will be charging for the Leaf.

Taking off the government’s recently confirmed £5,000 OLEV Plug-in Car Grant, that means both the Mitsubishi and Nissan will effectively cost £23,990 when they go on sale at the beginning of next year.

UK i-MiEV prices slashed

Mitsubishi has finally realised that charging £33,699 for its electric i-MiEV was a bad joke. Even the most environmentally-conscious early adopter was going to have a problem paying that for a city car with a modest 90 mile (145 km) range.

So now the i-MiEV’s UK price has been slashed to a more palatable £28,990 which, purely coincidentally (yeah, right), is exactly what Nissan will be charging for the Leaf.

Taking off the government’s recently confirmed £5,000 OLEV Plug-in Car Grant, that means both the Mitsubishi and Nissan will effectively cost £23,990 when they go on sale at the beginning of next year.

Suzuki V-Strom 650A XP

Suzuki’s range of 645 cc V-twin middleweights continues to expand. Following the re-launch of the SV650S back in May, there’s now another member of the V-Strom family.



The V-Strom 650A XP - to give the new arrival its full title - is based on the existing ABS-equipped model. What makes the XP unique is all the extras that Suzuki has thrown at it, in an attempt to appeal to serious touring / adventure riders. So, standard kit includes black aluminium panniers (with a total capacity of 82 litres), a centre stand and plenty of guards (for the engine, sump and rider’s hands).

Available from the end of August in a choice of Candy Max Orange or Metallic Oort Grey, the V-Strom 650A XP has a UK retail price of £7,300, which translates to £7,425 on the road.

An obvious competitor will be the BMW F 650 GS which, with the optional centre stand and ABS specified, costs £7,210 OTR. Of course, at that price it still lacks the various guards and panniers of the V-Strom, but the BMW still has two things in its favour that may appeal to certain riders.



The first is weight, because the F 650 GS weighs 199 kg ready to ride and fully fuelled. That’s considerably lighter than the Suzuki which, in standard V-Strom 650A guise, has a ‘kerb mass’ of 220 kg. Data for the XP version has yet to be released but, given its additional equipment, expect it to be even heavier.



The second is seat height. Although both bikes have standard seat heights of 820 mm, the BMW can be ordered with a 795 mm low seat at no extra charge. Alternatively, for £165 the F 650 GS can be built with tweaked suspension that lowers it down to 765 mm.

Suzuki V-Strom 650A XP

Suzuki’s range of 645 cc V-twin middleweights continues to expand. Following the re-launch of the SV650S back in May, there’s now another member of the V-Strom family.



The V-Strom 650A XP - to give the new arrival its full title - is based on the existing ABS-equipped model. What makes the XP unique is all the extras that Suzuki has thrown at it, in an attempt to appeal to serious touring / adventure riders. So, standard kit includes black aluminium panniers (with a total capacity of 82 litres), a centre stand and plenty of guards (for the engine, sump and rider’s hands).

Available from the end of August in a choice of Candy Max Orange or Metallic Oort Grey, the V-Strom 650A XP has a UK retail price of £7,300, which translates to £7,425 on the road.

An obvious competitor will be the BMW F 650 GS which, with the optional centre stand and ABS specified, costs £7,210 OTR. Of course, at that price it still lacks the various guards and panniers of the V-Strom, but the BMW still has two things in its favour that may appeal to certain riders.



The first is weight, because the F 650 GS weighs 199 kg ready to ride and fully fuelled. That’s considerably lighter than the Suzuki which, in standard V-Strom 650A guise, has a ‘kerb mass’ of 220 kg. Data for the XP version has yet to be released but, given its additional equipment, expect it to be even heavier.



The second is seat height. Although both bikes have standard seat heights of 820 mm, the BMW can be ordered with a 795 mm low seat at no extra charge. Alternatively, for £165 the F 650 GS can be built with tweaked suspension that lowers it down to 765 mm.

Corvette UK-bound?

Following the official announcement that Chevrolet is to start offering its Camaro in the UK, the latest rumour is that the Corvette will be joining it.

According to Auto Express magazine, sales are due to start next May. The Corvette hasn’t been available here since Dutch importer Kroymans went bust, an event that was also responsible for the temporary non-availability of Cadillac in Europe.



In the US, prices for the Corvette start at $48,950 for the 430 bhp (320 kW / 436 PS) Coupe with entry-level 1LT trim, rising to $111,100 for the 638 bhp (475 kW / 646 PS) ZR1 variant.

At today’s exchange rates, that would mean UK prices of around £31,380 to £71,220. However, the reality probably won’t be that simple, and potential customers should be prepared for Chevrolet to just swap the ‘$’ symbols for ‘£’ signs, leaving the US numbers pretty much unchanged.



The Corvette should be exclusive though, with predicted annual retails of just 100 units. Presumably, given that kind of volume, the steering wheel will remain firmly on the left.





All images © GM Corp.

Corvette UK-bound?

Following the official announcement that Chevrolet is to start offering its Camaro in the UK, the latest rumour is that the Corvette will be joining it.

According to Auto Express magazine, sales are due to start next May. The Corvette hasn’t been available here since Dutch importer Kroymans went bust, an event that was also responsible for the temporary non-availability of Cadillac in Europe.



In the US, prices for the Corvette start at $48,950 for the 430 bhp (320 kW / 436 PS) Coupe with entry-level 1LT trim, rising to $111,100 for the 638 bhp (475 kW / 646 PS) ZR1 variant.

At today’s exchange rates, that would mean UK prices of around £31,380 to £71,220. However, the reality probably won’t be that simple, and potential customers should be prepared for Chevrolet to just swap the ‘$’ symbols for ‘£’ signs, leaving the US numbers pretty much unchanged.



The Corvette should be exclusive though, with predicted annual retails of just 100 units. Presumably, given that kind of volume, the steering wheel will remain firmly on the left.





All images © GM Corp.

458 Italia wrecked

If proof were needed that money can buy a Ferrari 458 Italia, but not necessarily the driving talent to go with it, this YouTube clip is it.



Apparently the video shows a customer picking up his pride and joy from the Maranello factory, only to get it very intimate with a tree the next day. Luckily there were no serious injuries, thanks to the car's crumple zone and airbags.



Should be an interesting one to explain to the insurance company.

458 Italia wrecked

If proof were needed that money can buy a Ferrari 458 Italia, but not necessarily the driving talent to go with it, this YouTube clip is it.



Apparently the video shows a customer picking up his pride and joy from the Maranello factory, only to get it very intimate with a tree the next day. Luckily there were no serious injuries, thanks to the car's crumple zone and airbags.



Should be an interesting one to explain to the insurance company.

World’s fastest saloon

A new record for the world’s fastest saloon car was established earlier this year by German tuner G-Power. Its Hurricane RS - based on the BMW M5 and boasting 739 bhp (551 kW / 750 PS) - reached 228.2 mph (367.4 km/h).



But now that record has been broken… by G-Power. This time though, it used the Hurricane RR. A development of the RS, the RR’s power is taken up to 789 bhp (588 kW / 800 PS) thanks to twin ASA T1-316 superchargers, Mahle forged pistons, redesigned connecting rods, strengthened piston pins and a remapped ECU.

With its extra 80 bhp, the Hurricane RR managed to hit 231.2 mph (372.1 km/h). The only change made to the car ahead of its record attempt was substituting the standard 20” wheels for 19” items. That was to accommodate special Michelin Sport Pilot tyres, certified for speeds over 230 mph (370 km/h).



Obviously, though, there are other benefits from having all that horsepower: G-Power reckons the Hurricane RR will accelerate from 0-62 mph (100 km/h) in 4.35 seconds, 0-124 mph (200 km/h) in 9.5 seconds and 0-186 mph (300 km/h) in 25.8 seconds.



The RR package also includes the ‘Highline’ body kit, which is designed for high speed stability while increasing air flow to the engine to aid cooling. High performance brakes are fitted and the suspension features G-Power RS coilover suspension that is adjustable for ride height, compression and rebound. Changes to the interior are confined to plenty of carbon fibre trim, a G-Power steering wheel and a replacement speedometer that reads up to 250 mph (400 km/h).



Customers can order the Hurricane RR as a complete car, with prices starting at €252,100 (about £206,100). Alternatively, individual components can be fitted to an M5 - and that includes the touring.

World’s fastest saloon

A new record for the world’s fastest saloon car was established earlier this year by German tuner G-Power. Its Hurricane RS - based on the BMW M5 and boasting 739 bhp (551 kW / 750 PS) - reached 228.2 mph (367.4 km/h).



But now that record has been broken… by G-Power. This time though, it used the Hurricane RR. A development of the RS, the RR’s power is taken up to 789 bhp (588 kW / 800 PS) thanks to twin ASA T1-316 superchargers, Mahle forged pistons, redesigned connecting rods, strengthened piston pins and a remapped ECU.

With its extra 80 bhp, the Hurricane RR managed to hit 231.2 mph (372.1 km/h). The only change made to the car ahead of its record attempt was substituting the standard 20” wheels for 19” items. That was to accommodate special Michelin Sport Pilot tyres, certified for speeds over 230 mph (370 km/h).



Obviously, though, there are other benefits from having all that horsepower: G-Power reckons the Hurricane RR will accelerate from 0-62 mph (100 km/h) in 4.35 seconds, 0-124 mph (200 km/h) in 9.5 seconds and 0-186 mph (300 km/h) in 25.8 seconds.



The RR package also includes the ‘Highline’ body kit, which is designed for high speed stability while increasing air flow to the engine to aid cooling. High performance brakes are fitted and the suspension features G-Power RS coilover suspension that is adjustable for ride height, compression and rebound. Changes to the interior are confined to plenty of carbon fibre trim, a G-Power steering wheel and a replacement speedometer that reads up to 250 mph (400 km/h).



Customers can order the Hurricane RR as a complete car, with prices starting at €252,100 (about £206,100). Alternatively, individual components can be fitted to an M5 - and that includes the touring.