Elite Auto Rental Blog

The everyday sports car from Lotus.

BY JAKE HOLMES, PHOTOGRAPHY BY CARPIX AND THE MANUFACTURER
July 2008

When it comes to exclusively refining BMWs, HAMANN-Motorsport is one of the first addresses. Again, the Laupheim-based company gives proof to this by introducing its latest refinements for the new BMW 6-series. By developing an entire tuning programme not only for the coupé, but also the convertible, HAMANN-Motorsport renders an additional sportive and individual touch to the facelift already applied by BMW.

Already the design elements create this impression and increase the aerodynamics as well. The front- and rear spoiler reduce the buoyant forces of the HAMANN 6-series which has a significant effect on the car´s handling and agility. This is also achieved with an additional pair of side skirts which significantly calms the air flow between both axles. The roof- and rear spoiler also ensure the necessary surface pressure on the asphalt. Mainly on country roads with winding sections, the HAMANN-aerodynamic package unfolds its strengths and generates pure enjoyment of driving.

At HAMANN-Motorsport, the individual wishes of our customers are also top of the list. This has been taken into account when designing the tuning package for the BMW 6-series. Due to the large interest in different optical programmes, our designers developed another aerodynamics package called EDITION RACE. This turns the BMW in an impressive sports car, as it consequently emphasizes the broadening components. New front wings, 4-part wing broadenings in the back and enormous side skirts transform the BMW 6-series into an automobile which looks like a race car from the German Touring Car Masters or other touring car championships.

But there is even more to the HAMANN sport tuning elements under the bonnet. When developing the 6-series programme, our technicians rather concentrated on evolution instead of revolution. Basically, the sport limousine has a good motorisation, therefore we put a special focus on the performance enhancement for the 630i, 650i and the diesel 635d. Adapting the motor management with up to 21 hp more and the powerful torque increase can be felt immediately when accelerating. Moreover, HAMANN customers can look forward to the Vmax abolition. This enables the 650i to boost the maximum speed from 250 to 270 km/h.

The HAMANN sport exhaust system renders an earthy and impressive sound. The stainless steel muffler with its four round tail pipes can be optically perked up with metal catalysts, sport fan manifolds and a middle pipe set.

The rim programme is also impressive in terms of dimension and diversity. No matter if you are looking for something sporty, elegant or noble – HAMANN offers varying wheel-designs and sizes. The designation HM EVO reveals a one-piece wheel with 20 inches. Its modern style is underlined with its black-lacquered varnish, diamond-grinded hub star and a discreet recess. Five extended and vaulted triple spokes display the optical and technical finesse. The recommended front wheel-tyre combination is 8,5Jx20 inches with tyres measuring 245/35ZR20 and 10,5Jx20 inches with 285/30ZR20 tyres in the back.

One of the technical highlights of the offered tuning programme is the 21-inch model called HM EVO “FORGED”. Manufactured in forge technology, it is extremely light and improves the handling, acceleration and braking characteristics by its reduced unsuspended masses. The front wheel-tyre combination is offered in 9,0Jx21 inches with tyres measuring 255/30ZR21 and 10,5Jx21 inches with tyres measuring 295/25ZR21 in the back. Prices starting at 7,620 euros.

HAMANN recommends high performance tyres type S1 EVO from its technology partner HANKOOK.

The extended product programme of HAMMAN´s sport accessories includes progressively coiled chassis springs for lowering the chassis, a height adjustable coil-overs and a sport braking system. HAMANN tunes the interior with a 3-spoke sport steering wheel with an air-bag, a black instrumental dial with a scale up to 300 km/h as well as matching pedals, leg rests and hand brake handles made of aluminium.

The new BMW 7 series:

* World’s first Night Vision system with individual pedestrian recognition
* World’s first production car with front side view camera
* First BMW Saloon with speed-related Integral Active Steering
* First BMW with Lane Change Warning
* BMW 7 Series to feature EfficientDynamics for class-leading CO2 emissions and fuel consumption

The launch of the fifth generation of the BMW 7 Series sets a new benchmark in automotive luxury, technical innovation and class-leading driving dynamics, combined with emissions reducing and fuel saving technology.

The flagship of the BMW model range debuts in November with a host of world firsts and will initially be offered with a choice of three powerplants, one diesel and two petrol engines. The two petrol-powered cars will be offered with a long-wheelbase body too. All three engines produce more power yet use less fuel and produce less emissions than the models they replace.

The BMW 730d sets a new benchmark in terms of drivetrain performance. The new all-aluminium 3.0-litre straight-six cylinder diesel engine produces 245hp at 4,000rpm. Its effortless real world driving smoothness comes courtesy of a peak torque figure of 540Nm attained from 1,750rpm through to 3,000rpm.

The 2,993cc powerplant posts the lowest ever CO2 figure of any previous BMW 7 Series and it is also the most economical 7 Series ever. Its 192g/km emission figure is class-leading for conventionally powered luxury cars, while no other competitor comes close to its 39.2mpg combined consumption figure. It can accelerate from zero to 62mph in 7.2 seconds and has a 153mph top speed.

To put the BMW 730d’s competitive advantage in context this luxurious vehicle records near identical fuel consumption and CO2 emissions to the Mercedes C320CDi – a car that is two market segments below the 7 Series and is smaller and lighter than the BMW.

The impressive performance of the 730d is, in part, possible due to third-generation common-rail direct injection technology, incorporating piezo injectors, that operates at a peak pressure of 1,800 bar. This system ensures a near perfect combustion process. Weighing 185kgs the new six-cylinder diesel engine is also 5kgs lighter than its predecessor.

The BMW 750i and 750Li are the range flagships. The new 4,395cc V8 engine from the recently launched X6, featuring twin-turbochargers and high-precision direct injection technology, produces 407hp from 5,500rpm to 6,400rpm; impressive figures that are backed up by an equally stunning 600Nm of torque from 1,750rpm to 4,500rpm. Such breathtaking performance sees the BMW 750i accelerate from zero to 62mph in 5.2 seconds (5.3 seconds for the 750Li) before going on to an electronically-limited top speed of 155mph. Consumption on the combined cycle is 24.8mpg, while CO2 emissions equate to 266g/km.

The all-aluminium V8 engine powering the 750i and 750Li also features its own world first - twin-turbochargers and catalysts that are placed within the V-space of the engine block. This not only optimises packaging but the reduction in manifold length and larger cross sections mean the engine breathes better for enhanced performance. Double-VANOS variable valve technology and high-precision direct injection technology further aid engine performance to the degree that all the innovations combine to offer a V8 engine that has an equivalent output of a traditional 12-cylinder unit.

Aimed at customers who prefer the characteristics of a petrol-powered BMW six-cylinder engine, the BMW 740i and 740Li are also offered. Using an internationally-acclaimed 2,979cc powerplant, the BMW 740i musters 326hp and 450Nm of torque for rapid yet serene performance. The twin-turbocharged engine features high-precision direct injection and Double-VANOS variable valve technology to achieve optimum performance. The car accelerates from zero to 62mph in 5.9 seconds (6.0 seconds for the 740Li) before going on to an electronically-limited top speed of 155mph. The 3.0-litre BMW 740i and 740Li post combined fuel consumption figures of 28.5mpg and 28.2mpg respectively, while returning emissions figures of 232g/km and 235g/km.

All BMW 7 Series models come with a six-speed automatic gearbox as standard.

Three versions are planned for the launch (730d, 740i e 750i) with the following details:

750i: petrol V8 Twin Turbo and direct injection (High Precision Injection)
Power: 300 kW/407 CV a 5.500–6.400 revs/min.
Max. torque: 600 Nm a 1.750–4.500 revs/min.
Acceleration [0–100 km/h]: 5.2 s (Li: 5.3 s)
Max. speed: 250 km/h
Average consumption: 11.4 l/100 km (Li: 11.4 l/100 km)
EU CO2 emissions: 266 g/km (Li: 266 g/km)

It has been responsible for some of the most iconic cars in recent history and last night Norfolk-based Lotus unveiled another classic of the future - its first new model in 13 years.

Only known as Eagle, its project name, until the official debut at the British Motor Show next Tuesday, the car is already on the waiting lists of high profile collectors including top Hollywood star Patrick Dempsey.

It is the Hethel-based company’s first all-new car since the iconic Elise in 1995 and as the only mid-engined - where the engine sits between the rear and the front axles - four-seater sportscar in production it is one of the most eagerly anticipated projects on the market.

Project Eagle is the first of three new models included in CEO Mike Kimberley’s five year strategic business plan launched in October 2006 to propel Lotus forward.

It is powered by a 3.5-litre V6 engine and even in the very early stages of development testing, Lotus ride and handling engineers reported it was considerably faster around the famously demanding Nürburgring circuit than the Elise and more stable at speed than the Exige.

Styled in-house by Lotus Design the leather cockpit-like surroundings feature high-tech controls.

A spokesman for Lotus said: “The Project Eagle’s sleek, sophisticated and attention-snaring lines brilliantly disguise its ability to accommodate passengers in the rear of the cabin, giving the car the external characteristics of a small, nimble sportscar whilst belying its internal space.”

Lotus CEO Mike Kimberley.

As well as being sold in a two plus two configuration, with rear seats designed for children or small adults on short journeys, the car will also be available as a purely two-seater, with the space in the rear being allocated to luggage storage.

Other derivatives are also planned for the future, including a convertible and an ultrahigh performance version.

Deliveries of Project Eagle will begin in Spring 2009, and with only 2,000 of the hand crafted cars planned each year, it is creating a real stir with a number of celebrity enthusiasts, including Mr Dempsey, star of Enchanted and Grey’s Anatomy, on the waiting list for a test drive.

Mike Kimberley, CEO of Group Lotus plc, had this to say about the new model: “Project Eagle is the biggest milestone Lotus has achieved since the Elise was born 13 years ago.

“We are currently working at broadening appeal of the Lotus brand through an aggressive five-year model plan of which this car represents the first exciting step.”

Russell Carr, head of design, said: “Project Eagle’s dynamically sculptured form and dramatic proportions communicate visual drama, speed and agility even when the car is standing still.

“Sportscars are primarily an emotional rather than a rational purchase and so the design must seduce with its beauty and distinctive character.

“However, the modern customer also demands that the product offers real-world usability as well as exotic imagery. Therefore every element of the car’s exterior and interior has been carefully designed to create a product that offers comfort and convenience as well as traditional performance car attributes.”

Lotus has not yet named the price of the new model but it has previously been reported as expected to sell for between £45,000 and £ 48,000.

Meanwhile work is also under way on the top-secret replacement for the company’s hugely successful Esprit model which is expected to retail around the £80,000 mark

This month will see the debut of the Lightning GT electric sports car at the British Motor Show on July 23. The nano-titanate battery pack will provide 740-HP and a 0-60 sprint in just four seconds. Those batteries have also been spaced around the car to give it a 48/52 weight balance, which could theoretically give it the kind of handling to match its looks.

The batteries power four permanent magnet brushless motors, one at each wheel, which negates the need for a gearbox, axles, and transmission — or transmission troubles. Each wheel will also boast independent traction control and regenerative braking. Inside, the car gets all the mod-cons, including A/C, satnav, and leather.

The makers claim a 90-mile range on a ten-minute charge, and running costs will be at least five times less than a car that gets 50-mpg U.S. That is, of course, assuming the car actually makes it to market. If so, and it’s priced somewhere close to the Tesla, it should do well.

TERRY BOX

No one laughs at your lime-green car when it’s a Lamborghini.

They might smile slightly as you bend, fold and stuff yourself into the Lamborghini’s impossibly low driver’s seat (aimed, I guess, at the car’s primary demographic group, millionaire gymnasts.) They may grin when you have to stop and electronically lift the front of the pavement-skimming Italian 4 inches before pulling into a driveway – lest you relieve the Lambo of several thousand dollars’ worth of low-hanging composite and carbon-fiber pieces.

But when the 512 horsepower awakens with its spine-tingling, flat bellow – the barely muted thunder of violent storms in 10 smallish cylinders – the smiles stop.

After all, even metallic lime-green cars look good at 200 mph – or so I’m told.

The 2008 Lamborghini I had recently is the last of the Gallardos with the current 5-liter engine. In ‘09, the V-10 gets punched to 5.2 liters and blasts out an extra 50 horsepower. To be honest, I’m not sure I missed it much – and, yes, that does indeed sound like someone who’s getting old. Maybe it’s temporary.

But 10 years ago, a car with the Gallardo’s speed and power would have been delivered with one seat in it, open exhausts, huge slick tires and a number on the door.

This is a 3,300-pound midengine exotic with all-wheel drive, highly sophisticated suspension pieces and an edgy 302 cubic-inch V-10 that churns out 512 horsepower on pump gas – without any turbocharging or supercharging. How much is enough?

You’ll appreciate that pump-gas part, too. The Gallardo is rated at 11 miles per gallon city, 17 highway – and I can report that 11 might be a lot closer to reality. (I saw 5.5 a few times.) Once again, I presume, we won’t be featured in this week’s Environmental Defense Fund newsletter.

I suppose I could claim that the main reason I was interested in this stunning $195,000 car was to sample one more example of high-end hot-rod technology.

As you know, virtually all of the advances in performance, handling and safety typically arrive first in six-figure cars. (Imagine that.) We need to know what’s going on with rich guys’ cars, right?

But the truth is I’d probably be willing to streak the next Belo annual stockholders meeting just for the chance to rip around the block in a Gallardo.

The car is so good it’s as hard to get into as an elitist Ivy League college – and I’m not talking expense. The procedure is you find enough room to open the door fully, stick one leg in, push with the other and drop into the seat.

The Gallardo, by the way, is so low that its roof hits me just below my chest – giving me a rare chance to tower over something. When I leaned out the door, I could easily put my hand on hot Dallas pavement.

Inside, the highly bolstered bucket seats and leather-covered dash are stitched in lime green to match the, uh, metallic shimmer of the exterior.

Thanks to Audi, which owns Lamborghini, the interior has more German order than you would find in a typical exotic – and I’m not talking BMW’s brand of order. Although kind of plain, the black center stack contains all of the switches and controls you need to tune the radio, navigate, deal with the climate-control system – or lift the front end.

Don’t ask, however, about the Gallardo’s operating temperature or oil pressure. The windshield is raked so steeply that I would have needed binoculars to see those gauges, which were housed in a slot at the top of the dash.

With the engine on and spouting wonderful Italian-sounding noises, that won’t matter much. When you pull the right side paddle on the steering wheel, engaging first in the automatic-manual six-speed transmission, your eyes will be riveted to the tach and speedometer in front of you and the road ahead. Way ahead.

Zero to 60 arrives in a noisy rush in less than four seconds. Like lots of cars that make more than 100 horsepower per liter, the Lambo isn’t blessed with much low-end torque.

And that peaky power curve is made more noticeable sometimes by the car’s goofy transmission – basically a six-speed manual without a clutch pedal shifted by a computer – which can be as clunky at low speeds as my bad foot.

But all is forgotten and forgiven in the howling rush from 4,000 rpm to the 8,000-rpm redline – a wild, intoxicating, lightning ride. And kind of addictive, officer. (I was going how fast?)

First gear will get you 60 mph, second 100, third jail time – and fourth catapults you into a different time zone, I think.

As with most all-wheel-drive cars, the Gallardo steers heavily. With all-wheel drive, 19-inch wheels and 235/30 tires up front – as well as 295/30s on the rear – there’s lots of mass to move.

I never quite got used to some numbness off-center, either. Nonetheless, the 3,600-pound car reacts quickly to inputs and clings to corners with a ferocity that can inflate your confidence.

Just don’t push it too far. With enough speed and g-forces, all-wheel-drive cars can lapse into big-time understeer.

But for the most part on the street, you can ignore the Lambo’s mass and trust its grip. This is a car far happier at speed than loafing along in the slow lane.

And you will feel that competence in every bump on Dallas’ battered streets. Firm, uncompromising rides don’t much bother me anymore (I long ago abandoned the notion that life might be a smooth cruise down Easy Street).

The Lambo, however, is way beyond firm and well into harsh – stepping stiffly over virtually every imperfection. But, hey, you won’t need to bother stopping for that overpriced latte for the morning drive.

But the ride just reinforces the sense that this car is the real deal – intensely real.

It’s good to be green, kids

Fans of Harley-Davidson motorcycles are going to be flocking to Milwaukee this weekend for the opening of the new Harley-Davidson Museum, an interactive experience featuring 450 of the popular motorcycles and a first rate collection of Harley-Davidson memorabilia. The museum will even feature the room where the first Harley-Davidson motorcycle was built in 1903.

“It’s great that Harley-Davidson is creating a museum to celebrate an American icon,” says Ron Sturgeon, owner of a company that specializes in luxury car rental in Dallas TX.

The Harley-Davidson Museum will have many interactive exhibits, including one where patrons sit on a historic bike. Other exhibits feature Elvis Presley’s Harley and a hog once owned by stunt rider Evel Knievel.

Sturgeon, an avid collector and proprietor of a museum devoted to automotive toys in DFW understands what might attract Harley Davidson fans to visit the museum.

“Harley-Davidson has passionate and loyal customers because they make the experience of owing a Harley unforgettable for those lucky enough to do so. Opening a museum for Harley fans is a terrific way to celebrate a uniquely American motorcycle,” said the Fort Worth author and public speaker.

Milwaukee’s local NBC television affiliate TMJ4 interviewed James Fricke, the curatorial director of the new Harley-Davidson Museum.

“We know that this place is going to be a mecca for Harley-Davidson enthusiasts and motorcycling fans, but I think we were successful in taking all of these amazing resources and stories and creating something that literally anyone who walks through the door could find something engaging here,” Fricke said in the TMJ4 interview.

The Harley-Davidson Museum is hosting a grand opening this weekend in Milwaukee. The ceremony kicks off at 10:00 am on Saturday, July 12. The museum will also feature a restaurant, a café and a retail store.

Kate Miller-Wilson is a freelance writer living in the Twin Cities. Visit her website or email her for information about her freelance writing services.

ANAHEIM, California — The company is relatively new, but the name behind it and the products should seem familiar to fans of Steve Saleen, who’s been tastefully modifying pony cars for 25 years. Saleen’s most recent project with his new company (SMS), the 570X Challenger, was announced in May. Now, his SMS Limited has recently taken the wraps off Saleen’s 25th-Anniversary Mustang Concept.

“My anniversary cars were always the most powerful of the breed, and this car continues that tradition,” says Saleen.

Power comes from a supercharged 5.0-liter V8 under the hood that gets help from the SMS Red Butterfly induction system and aluminum heads to lay down an impressive 720 horsepower and 667 pound-feet of torque. SMS also upgraded the stopping power with the addition of 15-inch six-piston cross-drilled front brakes and 12-inch cross-drilled brakes in the rear.

The unique LightBlade LED taillights wrap around the rear end of the car, and SMS helped give this concept a more aggressive look with carbon-fiber side splitters, two-piece billet-aluminum hood vents and the flashy Chromosome silver paint. Step inside and see a comfortable leather-wrapped interior and a six-speed manual.

What this means to you: This Mustang’s S7-competing numbers are a great way to celebrate 25 years in the business. — Mike Lysaght, Correspondent

You may be a confirmed stick and clutch-pedal guy. You may think dual-clutch transmissions, which add paddles and subtract a pedal, take the skill, the challenge, the fun out of driving, and have no place in a performance car. You haven’t driven the BMW M3 DCT.

Developed in conjunction with Getrag, and available as a $2700 option, BMW’s new seven-speed dual-clutch transmission (DCT) is the gearbox the M3 was designed for — the missing link between the screaming 4.0L V-8 under the hood and the almost preternaturally alert and agile M-tuned chassis.

Our track-test numbers tell the story: The DCT car is a tenth of a second slower than the regular six-speed manual version to 30 mph, even to 40 mph, and then it’s all over. Zip to 60 mph in the M3 DCT takes 4.1 sec, two tenths quicker than in the stick version, and by 100 mph,the gap has stretched to four tenths of a second. The standing quarter mile comes up in 12.6 sec at 113.2 mph versus 12.7 sec at 111.3 mph.

With the DCT, the 414-hp M3 closes the straight-line performance gap to the sturm-und-drang 451-hp Mercedes-Benz C63 AMG. It’ll run wheel-to-wheel with the thundering Mercedes to 60 mph and is a tenth faster to 100 mph. Quicker acceleration off the line gets the gruntmeister Benz to the end of the quarter in a tenth of a second less, but the trap speeds are virtually identical.

The reason for the performance boost, of course, is the DCT virtually eliminates the time lost switching between gears because the transmission already has the next gear selected. The Getrag ‘box uses two oil-cooled, wet multi-disc clutches, one controlling the odd gears, the other the evens. The transmission can be driven in full automatic mode, where you let the electronics do all the work, or in full manual mode, with shifts actuated by either the centrally located lever, or paddles on the steering wheel.

You can set up the transmission 11 different ways. There are five shift settings, ranging from soft to sporty, available in either automatic or manual modes, and a sixth, a full-commando racetrack mode that’s available only in manual mode with the stability-control system switched off.

There’s also a launch-control function, accessible only when the transmission is in track mode. You push and hold the shift lever forward until a checkered-flag motif appears on the dash. Take your foot off the brake and flat-foot the gas while holding the shifter forward, and the revs will rise to a fixed point (and those race-savvy BMW engineers allow you to choose a number between 4600 and 6100 rpm, using the cruise-control lever, to take into account the available traction). Then simply let go of the shifter, and keep your right foot buried. The DCT automatically machine-guns through the first five gears as you power down the quarter.