2008 Cadillac CTS Coupe Concept

In the early part of the decade, Cadillac realized that it was going to have to seriously re-structure its lineup in order to shed the image of boring, poorly engineered cars aimed solely at the elderly. A huge amount of effort went into creating an entry-level mid-size vehicle that would be able to compete with the top luxury brands in the world – namely, BMW and Mercedes. The end product was the CTS, a four door sedan that was available with a wide range of engines and transmissions from mild to wild, with the top of the line being the 400 horsepower CTS-V. The CTS was a solid performer both in sales and on the streets, and it helped Cadillac rebuild their reputation as a relevant manufacturer.

In 2008, Cadillac decided that they needed to expand the CTS line to include a coupe, and the 2008 Cadillac CTS Coupe Concept was born. More than just shortening up the sedan and stretching out the roof, the CTS Coupe Concept rolled onto the stage at the Detroit Auto Show looking like a natural extension of the CTS family. The back story behind the vehicle is that the CTS design team had initially created the Coupe as a side project, but it so impressed management that a concept vehicle got the green light. The Cadillac CTS Coupe Concept therefore benefited from an almost clean slate when it came to style and engineering expectations, as there was no pressure to have the vehicle conform to any pre-existing sales goals or demographics.

The Coupe Concept maintains the new CTS sedan’s diamond-cut styling, with a multi-faceted front end replete with clean, sharp edges. The grille is quite large, and vertical headlamps are matched with rectangular LED style fog lights in the bumper. The clean lines continue down the side of the car, which is remarkably free of ornamentation – not even door handles spoil the sheet metal, as doors are opened via proximity sensors. The CTS Coupe is a hardtop, meaning no B-pillar separates the front and rear side-window glass, similar to the Mercedes CL coupe. 20-inch wheels in the front and 21-inchers in the back combine to provide a sizeable portion of the CTS-V’s muscular bad attitude. A more severely raked windshield serves to help set the coupe apart from the standard sedan, as does LED lighting to highlight the dual exhaust outlets under the rear bumper.

As is popular with coupes in today’s marketplace, the Cadillac CTS Coupe Concept has an interior modeled after a traditional 2+2 arrangement, with a long center console dividing the cabin into distinct halves. Many interior components are shared with the sedan, but the coupe gets new Recaro seats and different interior colors.

Cadillac has said that they intend to use the same power train options found in the CTS sedan when the coupe comes to market. This means that the base model will most likely be powered by a 304 horsepower 3.6 liter direct injection V6, with the possibility of a 2.9 liter diesel eventually making it into showrooms. This diesel motor generates 250 horsepower and an astonishing 406 lb-feet of torque. If offered, this would mark the first time in decades that any domestic automaker has chosen to power a car with a homegrown diesel motor. All engines in the coupe are mated with a 6 speed manual transmission.

The Cadillac CTS Coupe Concept is a thing of beauty, and would be the perfect answer to the BMW 3-Series coupe as well as the larger Audi A6. An eventual CTS-V edition of the coupe would make Cadillac a legitimate contender in the world of high-powered personal luxury.

2007 Bentley Continental GT Speed

Bentley has always held themselves to be the standard by which other ultra-luxury cars should be judged. They also have a reputation for being able to make extremely heavy and large cars handle like they are half the size. For many years, prior to their purchase by German interests, Bentley refused to divulge the details behind their horsepower and torque numbers, merely stating that they were ‘adequate’. New ownership has made that kind of coy attitude a thing of the past, and Bentley now routinely bashes competitors over the head with the excessive power figures being developed by their excellent engine program.

The 2007 Bentley Continental GT Speed represents the ultimate in personal luxury for the buyer with an infinite wallet and no desire to compromise. This beautiful and elegantly sculpted 2-door coupe is based on the standard Continental GT coupe with one big difference: what you can find under the hood. Injecting 50 more horsepower into the mix, the ‘W’12 engine sitting in front of the GT Speed’s driver puts out a whopping 600 horsepower and 553 lb-feet of torque. These stump-pulling numbers lead to some truly astonishing performance figures from the very heavy Bentley: a 0 to 60 miles per hour time of 4.3 seconds and 0 to 100 miles per hour in only 10.3. The car uses a 6-speed automatic transmission with paddle shifting to help the driver row through the gears. A special lock-up torque converter helps firm up shifting to better replicate a manual driving experience.

This excess of speed is complimented by a revised suspension system which includes a lowered ride height and thicker sway-bars, as well as speed-sensitive steering and stiffer rear bushings than those found on the regular GT. The car sits on self-leveling airbags, and ride height is controlled dynamically during driving. The engine programming has been tuned in order to respond aggressively to throttle inputs, and large 20-inch wheels keep everything connected to the pavement through Pirelli tires. The car also employs an all-wheel drive system in order to ensure maximum traction during launches and high-speed maneuvers. Even with all-wheel drive split 50:50 between the front and rear axles, there is so much power in the GT Speed that a special stability control program was written in order to give the car the ability to instantly restore power to the affected wheels once traction has returned. This makes it react more aggressively in low-traction conditions, and provides greater transparency to the system. If the traction control system doesn’t prove to be up to the task, the driver can quickly bring things back down to a standstill with the largest brakes fitted to any production car on the market.

Aesthetically, there is not much to identify the GT Speed from its slightly slower sibling other than darker chrome on the front of the car and wider exhaust pipes out back. The interior of the car is an exercise in excellence. The GT Speed uses the same Mulliner interior that is option on the standard GT, and this gives the driver a choice of different woods for accents, special leather seats, a three spoke steering wheel and drilled alloy foot pedals. The word ‘Speed’ is engraved onto the doorsills.

There simply aren’t any other cars out there that can be added to the list when shopping for something like the 2007 Bentley Continental GT Speed. It truly is in a class all by itself. There are of course vehicles which are faster, and vehicles which may be more luxurious, but there are none which combine both speed and pampering to such amazing effect. The Continental GT Speed is a special car in the world of exotics.

2007 Alfa Romeo 8C Competizione

The finalised version of the attractive and exclusive Alfa Romeo 8C Competizione limited edition debuted the 2006 Paris Motor Show. Designed by Alfa Romeo themselves, the model is an evolution of the concept car that attracted huge interest at the Frankfurt Motor Show in 2003, and is the result of the best industrial and technical skill and knowledge that the Alfa-Maserati Sports Center has on offer. This close co-operation between the two manufacturers existed to ensure perfect harmony between the Maserati production team and the Alfa Romeo design departments.

Styling and Exterior Design

The Alfa-designed shape of the 8c Competizione, with its dual bucket seats, means that the model is unique among the Gran Turismo scene, and plenty of work was put in behind the scenes to ensure that the vehicle’s performance and aerodynamic requirements did not take the end result too far away from the original concept.

However, it is not only the shape of the 8C that allows it to achieve exceptional levels of aerodynamic efficiency. In addition to the vehicle’s unbroken contours, all pillar and glass surfaces have been optimised through mathematical calculations, as have the shape and position of the wing mirrors. The result was then put through rigorous wind tunnel testing. Engineers paid careful attention to the 8C’s ground effect, producing a negative lift coefficient that makes the car more stable at high speeds, and is normally found on track racing cars.

The Engine

The 8C Competizione is fitted with a brand new, 90° V8 powerplant with a capacity of 4691cc. This engine was designed with one specific aim: to provide outstanding performance with a smooth, adaptable drive. The result is a vehicle that can be used in all circumstances, be it on the race track or in urban traffic. The specific performance figures are impressive: maximum power of 450 bhp at 7,000rpm, with torque peaking at 347 lb/ft at 4,750rpm. Maximum rotation speed is 7,500 rpm.

The vehicle is equipped with a 6-speed gearbox, featuring computerised speed selection technology via levers behind the steering wheel. This guarantees slick shifting between gears, and is available in Manual-Normal, Automatic-Normal, Manual-Sport, Automatic-Sport and Ice modes.

Inside the 8C Competizione

The unique look of the car is a result of the wide use of composite materials on both the facia and interior panelling. As well as being a technical-based decision, this feature also provides the 8C Competizione with its distinctive personality and spirit. The same concept is behind the use of anatomical seating made from carbon fibre. These seats can be customised and adjusted in line with the physical makeup of the driver – a luxury that is usually the sole reserve of racing vehicles.

Behind every design choice lies the ultimate aim of user-friendliness for both driver and passenger, from the comfortable driving position and ever-visible instruments, to the computerised gear levers on the steering column, which can be operated without requiring the driver’s hands to be moved from the steering wheel.

2006 Honda S2000

The S2000, with its combination of aggressive racetrack performance and daily functionality, is the icon of the Honda marque. The 2006 version retains the best features of its predecessor, but has been refined and updated for improved performance.

The 2006 S2000 now comes with an electronically controlled “Drive by Wire” (DBW) Throttle System, Vehicle Stability Assist (VSA), headrest speakers as standard, an exterior thermometer, maintenance minder system, a distinctive alloy wheel design and an upgraded console and seat setup.

According to John Mendel, senior vice president of American Honda Motor Co., Inc, “It’s a car designed by enthusiasts for enthusiasts, and it represents the ultimate expression of the fun-to-drive characteristic found in all Honda’s vehicles.”

The engine

The S2000 carries a high-revving, 2.2 litre 4-cylinder, DOHC, VTEC engine. This represents the high end for performance in terms of naturally aspirated engines, with an output of 237 bhp at 7,800 rpm. Torque peaks at 162 lb/ft at 6,800 rpm. The Honda is equipped with a close ratio six-speed manual gearbox with direct linkage, giving perfect shifting and short throws.

New for 2006

The Drive-by-Wire throttle control setup removes the need for any physical, mechanical connection between the pedal and the engine. This allows the throttle pedal to be continuously monitored and adjusted, creating an outstanding convergence of control, precision and timing.

The addition of Honda’s VSA system provides the 2006 S2000 with increased stability during road driving and in adverse conditions. The VSA monitors steering input, yaw rate, braking pressure and throttle input. It ensures that the car follows the intended course, with each disk brake able to be operated separately. Should the increased acceleration, braking and cornering control not be required, it can be switched off with the touch of a button.

The rear-wheel-drive setup and powertrain system give the S2000 a perfect 50:50 front/rear weight distribution, and its unibody construction creates outstanding structural durability. Front and rear double wishbone suspension, torque-sensitive limited slip differential and precise power steering result in an accomplished, high-performance car for the real enthusiast.

Styling and features

The S2000 comes with a powered convertible top as standard, along with 17-inch aluminium alloys, leather trim seats and High Intensity Discharge (HID) headlamps. Options include a hardtop and XMO Satellite Radio.

The interior has been overhauled for 2006, including a new seat and console design. The digital gauges are racecar style, and echoes of Formula 1 can be seen in the driver-oriented controls. An AM/FM stereo and CD player, electric windows, central locking and keyless entry are standard. The maintenance minder system advises the driver of service intervals, basing its information on oil condition and road conditions, not on standard mileage or time deadlines

2006 Honda Civic Type-R

The name “Type R” was first introduced by Honda Motorcycles, with the letter “R” added to normal bike names as an indication of high performance derivative. The earliest Type R car was the NSX-R, which was a lightweight version of the Honda NSX super car. It was designed following claims that the NSX was not powerful enough to compete with rival models from Ferrari and Porsche. The key feature of Type R derivatives, as shown by the NSX-R, was the importance of the weight to power ratio.

Type R philosophy

The Type R philosophy developed by Honda is not aimed at building the fastest, most powerful vehicle on the planet. Instead, its goal is the production of a car which is well-engineered and exciting to drive. As a result, every car bearing the Type R moniker should feature a number of key characteristics.

A Type R should provide an exhilarating driver experience, and should have the feel of a car designed for the racetrack. It should provide plenty of feedback to the driver in terms of steering response, agility, handling and sound, making the driver feel part of the machine. Whilst speed is an important facet of the Type R experience, it should also encompass superior gear changing and braking, without interference from driver aids or soundproofing, which serve only to distance the driver from the car’s performance credentials.

The Type R philosophy also extends to the engineering of each individual vehicle. A Type R should be stripped-out to minimalise weight, doing away with unnecessary luxuries such as satellite navigation, and leather trims. Inside, it should feel like a racing car. Turbochargers are done away with, and all Type R’s are naturally aspirated, delivering smooth power across the rev range, and thus improving both acceleration and traction. Type R Hondas are equipped with a stiffer chassis, bringing improved adjustability and balance through torsional rigidity. Also missing are high-tech gadgets such as traction control, four-wheel drive or stability control systems. The Type R’s appeal is based in clever, yet simple and lightweight engineering features as opposed to complex technology.

The 2006 concept

At the unveiling of a new Honda sports concept, anticipation is always a factor, and the 2006 Honda Civic Type R is no exception to this rule. In order to keep enthusiasts happy, Honda have come up with a “super hatch” design, delivering incredible performance with the same power output as the old version. Producing 200 bhp, the 2006 Honda Civic Type R is more aggressive, lowered and has a wider stance than its predecessor. Under the bonnet is a brand new, 2.0 litre engine. The model will be built in Britain, and is expected to go on sale early in 2007, priced in the region of Ł18,000.

2004 Acura RSX Type-S A-Spec

The Acura RSX Type-S is an exceptional car with a difficult job – to fill the shoes of the respected Integra which it replaced in July 2001. Upon its release, after-market suppliers began the frantic development and production of parts and accessories to allow owners to customise their vehicles. Whilst modifications can increase both style and fun, this can often be at the expense of the manufacturer’s warranty, as well as mechanical reliability.

Having realised that 40% of their RSX sales were for the Type-S, Acura took the decision, in 2002, to introduce their own range of factory-fitted performance modifications. Following the example set by Honda, the idea was to offer owners the chance to take the performance of their Type-S to the next level without encountering the pitfalls outlined above. In 2004, Acura introduced the name ‘A-Spec’ to signify its performance upgrade package, helping to feed enthusiasts’ demand for top class sporting machines.

The A-Spec package

The RSX Type-S is capable of 200 bhp, and features a smooth six-speed gearbox. For the real petrolhead, the ‘A-Spec’ package builds upon this already impressive performance, enhancing the fun and performance of the Type-S. The package includes stiffer springs and shocks, lowering the car by around and inch. Also included are upgraded 17 x 7 ˝ inch multi-spoke alloys, featuring higher performance rubber tyres.

The sport-tuned suspension offers improved cornering ability, although the understeer, which was a prominent feature of the unmodified Type-S, is still present. However, the A-Spec version allows for oversteer on quick switchbacks, unlike its standard sibling. The A-Spec version has a more stable, road-hugging feel than the normal Type-S, yet this is achieved without too much sacrifice of ride quality.

No upgrade package would be complete without customisable elements, and this is true of the A-Spec. To help make each model as distinctive as possible, Acura offer a colour-matched front air dam and trim kit, as well as an optional rear wing. Inside, a metal gear knob is offered, as well as several different badging combinations. the overall result is an aesthetically pleasing vehicle which, whilst lowered, manages to avoid the usual pitfalls of underbelly damage. Nevertheless, owners should be careful in car parks and over speed humps, as scraping can still be an issue.

The RSX Type-S A-Spec package is available at an additional cost of around $4,000-$5,000, not inclusive of dealer installation charges. The bonus is that, for those who cannot afford the upgrade at the time of purchase, it is available as an after-market option. In the higher price bracket, Acura also offer the A-Spec package for the TL. Either way, the result is an Acura which is edgier, features improved handling, and still has its warranty intact.

2005 Maserati MC12

Maserati MC12 specs
Top Speed: 205.1 mph / 330 km/h
0-60 mph: 3.8 seconds
Engine: 6-liter V12

Now owned by it's once most fierceful rival Ferrari, Maserati made MC12, a two door coupe sports car which is designed first and foremost to annihilate its competition on the racing track in FIA GT Championship. While MC12's design is slightly related to the famous Ferrari Enzo, it is a trully respectable competitor not only to Lamborghini or Porsche supercars, but to Ferrari's own power beasts.
MC12 has a V12 engine that was downtuned from the supercar Ferrari Enzo 660 PS to 630 PS (at 7000 rpm). However it remains a DOHC with 65 degree with four valves per cylinder.
MC12´ gearbox is also identical to the one used in Ferrari Enzo sports car, it´s Ferrari´s six-speed manual gear shifting box with paddles behind the steering wheel for quick and easy access.
Only 25 models of fast car MC12 were built in 2004 and another 25 in year 2005. Only the luckiest sports car and supercar collecting enthusiasts were able to obtain themselves one of these exotic car beauties.