Click here for video of track testing
Video announcement on T1
Friday, June 29, 2007
Caparo T1 Update
Caparo T1: Racing Car for the Street
Taking a Ride in the Latest 200-mph Supercar
By Alistair Weaver, Contributor
Date posted: 06-14-2007
Let's start with some raw numbers, since the Caparo T1 is really all about numbers, and they're especially raw.First, the Caparo T1 offers 575 horsepower and weighs 1,213 pounds. This represents a power-to-weight ratio that's twice as good as the $1 million Bugatti Veyron. From a standing start, the Caparo T1 is expected to sprint to 60 mph in around 2.5 seconds and reach 100 mph in less than 5 seconds. It will cost $378,000.This is, of course, not the first time an unknown company has made outrageous claims for its new supercar. Most such projects end in abject failure quickly followed by financial ruin, but there are at least three good reasons why the Caparo T1 might be different.First, Caparo is a significant player in the manufacture of both steel and vehicle components (largely in India), and it has yearly revenues of more than $1.3 billion. Second, the T1 is the brainchild of Ben Scott-Geddes and Graham Halstead, engineers already known for their work on the 1994 McLaren F1 supercar. And third, we've had a ride in the Caparo T1 at the famed Goodwood Motor Circuit in Britain.The Inspiration"I have no desire to be the next Enzo Ferrari," says Angad Paul, the 37-year-old CEO of Caparo. "The T1 is a showcase, a marketing tool for the brand. It allows us to develop our know-how and demonstrate our technical prowess. This will help us to sell more components."Although Paul says he enjoys vehicles and owns a couple of Ferraris, he is not building the T1 for the sake of vanity. Faced with a desire to expand his steel business into composites production, Paul happened upon the opportunity to build a supercar as a way to demonstrate his company's skills.The project actually started in 2005, when Scott-Geddes and Halstead started up Freestream, a company that would build the T1, very much like the car you see here only powered by a 2.4-liter V8 derived from a Formula 1 design. It quickly became the automotive answer to Paris Hilton in British car magazines, its colorful image splashed across pages of the usual hype and speculation. Freestream was acquired by Caparo in March 2006 and then the Caparo T1 officially debuted at an exotic car show in Monaco in April 2006.The ConceptAlthough Scott-Geddes and Halstead helped develop both the F1 and the Mercedes-Benz SLR McLaren while working for McLaren Group (well-known for its involvement in Formula 1 racing), they decided from the outset that the T1 should be a very different kind of car. "No one can knock the Bugatti Veyron; it's a fantastic car," says Scott-Geddes. "But it cost billions of [dollars] to develop and VW loses money on every one it sells. I can't see anyone doing another." Instead, he believes the established makers of supercars will become victims of their success, forced to focus on practicality, quality and safety, leaving specialty companies such as Caparo to pursue ultimate performance.While the McLaren F1 had been designed as a road car that could prove equally adept on the racetrack, the Caparo is a road-legal track car. The T1 has been designed so you will be able to drive your car to a track day, complete 50 laps and then drive it home again — in theory, at least."This is an odd project," admits Scott-Geddes. "It is not really like a road car and it's not really like a racecar." He admits that the T1 would fall afoul of most racecar regulations. "To get the maximum performance from as little mass as possible, we basically cheat — we don't have to contend with any of the restrictions facing normal racecar design. You could enter the car into an open formula race, but you'd be so fast that you'd piss off everybody else."The CarThe T1 is reminiscent of a prototype sports car for the 24 Hours of Le Mans, a hand-built, midengine, rear-wheel-drive racing car wearing 200-mph clothes. A racing-style monocoque made from carbon fiber and aluminium honeycomb forms the basic structure of the car and encloses a narrow, two-passenger cockpit. A dedicated impact-absorbing crash structure of carbon composite is attached to the front of the monocque, while a tubular spaceframe at the rear carries the engine and transaxle.Just as with a racing car, the double-wishbone suspension at each corner is fully adjustable, with five-way adjustable dampers and cockpit-adjustable antiroll bars. Track-day enthusiasts will also be able to fiddle with the aerodynamics, including the angle of the sizable rear wing. Just like a racing car, the T1's ride height and rake are crucial for aerodynamic downforce, and the car is designed to afford just 2.8 inches of ground clearance on the track.The T1's wheelbase measures 114.2 inches while the overall length is 160.1 inches and the overall width is 75.1 inches. The tip of the air inlet for the engine is just 42.3 inches off the ground.The Caparo T1's engine comes from Menard, a DOHC 3.5-liter V8 that began life as a Nissan-designed unit for IRL Indycar racing. It's calibrated to produce 575 hp at 10,500 rpm with 310 pound-feet of torque at 9,000 rpm.The racing industry also supplies the T1's gearbox, just as it does many of the car's components. It's a Hewland-designed, non-synchromesh sequential-shift six-speed transmission that's operated pneumatically by shift paddles on the steering wheel. A limited-slip differential is fitted and the production car will feature driver-adjustable electronic traction and launch control.Taking a RideCaparo is adamant that nobody outside the company will drive the T1 before it is finally in production. Instead, we were able to clamber into the passenger seat of a prototype for two laps around the Goodwood Motor Circuit.We take our spot in the passenger seat, just beside and a bit behind the driver, and adopt a reclined posture. It helps to have slim hips to squirm into the seat bucket, but it isn't half as uncomfortable as it looks, and this 6-foot-3 passenger had no trouble finding room. Production cockpits will come dressed in either leather or suedelike upholstery, but the interior is distinctly businesslike, not luxurious. A canopy will be offered for wet weather protection, although Scott-Geddes admits that it gets uncomfortably hot inside the car when the canopy is in place.Noise restrictions at the Goodwood circuit imposed a limit of 7,000 rpm on this largely unmuffled T1 prototype, which is right at the bottom of the engine's power band.Caparo is claiming that a T1 fitted with slick-tread racing tires will exceed 3gs of both cornering grip and braking force. We'll have to reserve judgment on that until we've driven the Caparo ourselves, but this taste of the prototype proves that the T1 feels more like a single-seat racecar than a conventional road-going supercar. The engine noise is angry rather than cultured and the gearshift action feels as rapid as anything we've experienced.If you want to get the most from the Caparo T1, you'll have to have more than a little driving skill, and some courage besides.Is This a Real Car?Scott-Geddes admits that he's surprised that more than 50 percent of customer inquiries have come from the U.S. Chad Mann, the president of Mann Motor Company, has been appointed to import and distribute the car in America, but it remains unclear as to whether the car can be made street legal.Scott-Geddes also admits that his team at Caparo still faces a challenge in making the car reliable. Both the T1 prototypes at Goodwood suffered a series of problems during the day, and the event had to be cut short. Customers in this price bracket will not enjoy the prospect of racecar fragility, even if racecar performance is the reward.What times we live in that so many people are building cars like this.The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
Find this article at: http://www.edmunds.com/insideline/do/Features/articleId=121253?tid=edmunds.il.home.photopanel..1.*#19
Taking a Ride in the Latest 200-mph Supercar
By Alistair Weaver, Contributor
Date posted: 06-14-2007
Let's start with some raw numbers, since the Caparo T1 is really all about numbers, and they're especially raw.First, the Caparo T1 offers 575 horsepower and weighs 1,213 pounds. This represents a power-to-weight ratio that's twice as good as the $1 million Bugatti Veyron. From a standing start, the Caparo T1 is expected to sprint to 60 mph in around 2.5 seconds and reach 100 mph in less than 5 seconds. It will cost $378,000.This is, of course, not the first time an unknown company has made outrageous claims for its new supercar. Most such projects end in abject failure quickly followed by financial ruin, but there are at least three good reasons why the Caparo T1 might be different.First, Caparo is a significant player in the manufacture of both steel and vehicle components (largely in India), and it has yearly revenues of more than $1.3 billion. Second, the T1 is the brainchild of Ben Scott-Geddes and Graham Halstead, engineers already known for their work on the 1994 McLaren F1 supercar. And third, we've had a ride in the Caparo T1 at the famed Goodwood Motor Circuit in Britain.The Inspiration"I have no desire to be the next Enzo Ferrari," says Angad Paul, the 37-year-old CEO of Caparo. "The T1 is a showcase, a marketing tool for the brand. It allows us to develop our know-how and demonstrate our technical prowess. This will help us to sell more components."Although Paul says he enjoys vehicles and owns a couple of Ferraris, he is not building the T1 for the sake of vanity. Faced with a desire to expand his steel business into composites production, Paul happened upon the opportunity to build a supercar as a way to demonstrate his company's skills.The project actually started in 2005, when Scott-Geddes and Halstead started up Freestream, a company that would build the T1, very much like the car you see here only powered by a 2.4-liter V8 derived from a Formula 1 design. It quickly became the automotive answer to Paris Hilton in British car magazines, its colorful image splashed across pages of the usual hype and speculation. Freestream was acquired by Caparo in March 2006 and then the Caparo T1 officially debuted at an exotic car show in Monaco in April 2006.The ConceptAlthough Scott-Geddes and Halstead helped develop both the F1 and the Mercedes-Benz SLR McLaren while working for McLaren Group (well-known for its involvement in Formula 1 racing), they decided from the outset that the T1 should be a very different kind of car. "No one can knock the Bugatti Veyron; it's a fantastic car," says Scott-Geddes. "But it cost billions of [dollars] to develop and VW loses money on every one it sells. I can't see anyone doing another." Instead, he believes the established makers of supercars will become victims of their success, forced to focus on practicality, quality and safety, leaving specialty companies such as Caparo to pursue ultimate performance.While the McLaren F1 had been designed as a road car that could prove equally adept on the racetrack, the Caparo is a road-legal track car. The T1 has been designed so you will be able to drive your car to a track day, complete 50 laps and then drive it home again — in theory, at least."This is an odd project," admits Scott-Geddes. "It is not really like a road car and it's not really like a racecar." He admits that the T1 would fall afoul of most racecar regulations. "To get the maximum performance from as little mass as possible, we basically cheat — we don't have to contend with any of the restrictions facing normal racecar design. You could enter the car into an open formula race, but you'd be so fast that you'd piss off everybody else."The CarThe T1 is reminiscent of a prototype sports car for the 24 Hours of Le Mans, a hand-built, midengine, rear-wheel-drive racing car wearing 200-mph clothes. A racing-style monocoque made from carbon fiber and aluminium honeycomb forms the basic structure of the car and encloses a narrow, two-passenger cockpit. A dedicated impact-absorbing crash structure of carbon composite is attached to the front of the monocque, while a tubular spaceframe at the rear carries the engine and transaxle.Just as with a racing car, the double-wishbone suspension at each corner is fully adjustable, with five-way adjustable dampers and cockpit-adjustable antiroll bars. Track-day enthusiasts will also be able to fiddle with the aerodynamics, including the angle of the sizable rear wing. Just like a racing car, the T1's ride height and rake are crucial for aerodynamic downforce, and the car is designed to afford just 2.8 inches of ground clearance on the track.The T1's wheelbase measures 114.2 inches while the overall length is 160.1 inches and the overall width is 75.1 inches. The tip of the air inlet for the engine is just 42.3 inches off the ground.The Caparo T1's engine comes from Menard, a DOHC 3.5-liter V8 that began life as a Nissan-designed unit for IRL Indycar racing. It's calibrated to produce 575 hp at 10,500 rpm with 310 pound-feet of torque at 9,000 rpm.The racing industry also supplies the T1's gearbox, just as it does many of the car's components. It's a Hewland-designed, non-synchromesh sequential-shift six-speed transmission that's operated pneumatically by shift paddles on the steering wheel. A limited-slip differential is fitted and the production car will feature driver-adjustable electronic traction and launch control.Taking a RideCaparo is adamant that nobody outside the company will drive the T1 before it is finally in production. Instead, we were able to clamber into the passenger seat of a prototype for two laps around the Goodwood Motor Circuit.We take our spot in the passenger seat, just beside and a bit behind the driver, and adopt a reclined posture. It helps to have slim hips to squirm into the seat bucket, but it isn't half as uncomfortable as it looks, and this 6-foot-3 passenger had no trouble finding room. Production cockpits will come dressed in either leather or suedelike upholstery, but the interior is distinctly businesslike, not luxurious. A canopy will be offered for wet weather protection, although Scott-Geddes admits that it gets uncomfortably hot inside the car when the canopy is in place.Noise restrictions at the Goodwood circuit imposed a limit of 7,000 rpm on this largely unmuffled T1 prototype, which is right at the bottom of the engine's power band.Caparo is claiming that a T1 fitted with slick-tread racing tires will exceed 3gs of both cornering grip and braking force. We'll have to reserve judgment on that until we've driven the Caparo ourselves, but this taste of the prototype proves that the T1 feels more like a single-seat racecar than a conventional road-going supercar. The engine noise is angry rather than cultured and the gearshift action feels as rapid as anything we've experienced.If you want to get the most from the Caparo T1, you'll have to have more than a little driving skill, and some courage besides.Is This a Real Car?Scott-Geddes admits that he's surprised that more than 50 percent of customer inquiries have come from the U.S. Chad Mann, the president of Mann Motor Company, has been appointed to import and distribute the car in America, but it remains unclear as to whether the car can be made street legal.Scott-Geddes also admits that his team at Caparo still faces a challenge in making the car reliable. Both the T1 prototypes at Goodwood suffered a series of problems during the day, and the event had to be cut short. Customers in this price bracket will not enjoy the prospect of racecar fragility, even if racecar performance is the reward.What times we live in that so many people are building cars like this.The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
Find this article at: http://www.edmunds.com/insideline/do/Features/articleId=121253?tid=edmunds.il.home.photopanel..1.*#19
Monday, June 25, 2007
Tuesday, June 19, 2007
Gale joins Chrysler reunion Cerberus adds former design chief to team of advisers
AutoWeek.com
Gale joins Chrysler reunionCerberus adds former design chief to team of advisersBy BRADFORD WERNLE AUTOMOTIVE NEWS AutoWeek Updated: 06/19/07, 9:52 am et Revered former Chrysler design guru Tom Gale has joined several other key former executives on the Cerberus advisory team for Chrysler.The team of advisers could serve as a shadow executive team when Cerberus Capital Management LP completes its purchase of the Chrysler group from DaimlerChrysler. The deal is expected to close in late July.
Cerberus officials, headed by founder Stephen Feinberg, met with 17 members of the Chrysler national dealer council June 7 at Cerberus headquarters in New York. During a three-hour meeting, dealers aired their concerns, and the parties began developing a to-do list for Chrysler CEO Tom LaSorda and his team.
A Chrysler reunion
If LaSorda and his team get into a fix, Cerberus has no shortage of experts waiting to offer advice. In fact, the Cerberus adviser list is beginning to look like a former Chrysler executive roster.Attending the dealer meeting were former sales chief Gary Dilts; former Chrysler COO Wolfgang Bernhard; Thomas Gilman, ex-CFO of DaimlerChrysler Services; and Jerry Farrell, former president of Chrysler Financial Corp.
Bernhard is best known as the product whiz who championed the Chrysler 300C during his years at Chrysler headquarters in Auburn Hills, Mich. He has been a key adviser to Cerberus in the acquisition, spending a lot of time at Chrysler headquarters.
Gale, who retired in 2002, developed the cab-forward design concept used in the Chrysler 300M and other LH cars. Gale is also known for the PT Cruiser, Dodge Viper, Plymouth Prowler and numerous concepts. In a recent story, Motor Trend magazine described Gale as "the man who helped Motown find its mojo."Dilts was Chrysler's top sales official until he left the company in June 2006 after a dispute with now-departed global sales chief Joe Eberhardt.
During Gale's tenure, Chrysler developed its modern design style: dramatic, rounded passenger cars; muscular pickups and SUVs; and the retro PT Cruiser, a combination minivan and 1930s hot rod. Hot concepts Gale was noted for producing exciting concept vehicles that quickly turned into production models.
In one case, the 1991 concept Neon, the concept was actually displayed after the production version was approved. Gale also showed his love of hot rods with the 1993 Prowler concept, later a production model.Besides the pending Chrysler deal, Cerberus owns the majority stake in GMAC Financial Services. That has raised speculation that the backroom operations of the GM and Chrysler finance units could be merged.
Gilman and Farrell will be key players in assessing that issue.Cerberus retains executives as advisers to help with companies the hedge fund buys. Some of those executives are full-time Cerberus employees.
Others, like Dilts, keep their current jobs. Dilts is senior vice president, U.S. automotive, for J.D. Power and Associates.Homecoming at Chrysler
The growing Cerberus-Chrysler advisory team includes several high-powered Chrysler alumni.Wolfgang Bernhard - Former Chrysler wunderkind, champion of the Chrysler 300C. Perhaps remembered most for thundering into the Detroit auto show on the 10-cylinder Dodge Tomahawk motorcycle. Ran Volkswagen brand before leaving in 2006 management shakeup.
Tom Gale - Innovative designer and author of the cab-forward look that dominated Chrysler cars in the 1980s. Also designed on Gale's watch were the retro PT Cruiser, the muscular Dodge Ram pickup and the Dodge Viper.
Gary Dilts - Sales chief who left Chrysler last summer after butting heads with Joe Eberhardt, ex-global sales and marketing chief. Dilts, who was at Chrysler 30 years, revamped sales and dealer operations. Now senior vice president for U.S. automotive at J.D. Power and Associates.
Jerry Farrell - Former president and COO of Chrysler Financial. Started automotive real estate trust called Kimco AutoFund. Now a Cerberus adviser.
Thomas Gilman - Worked 27 years at Chrysler, including stints as CFO of Chrysler Financial and manager of global dealer credit operations. Gilman served on the Daimler-Benz/Chrysler Corp. integration team after the 1998 merger. After leaving Chrysler, he served as CFO of Asbury Automotive Group, a public dealer chain.
I bet that you forgot just how significant a deigner Tom Gale was...
Eyes on Design honors Chrysler stylist Tom Gayle
By Richard A. Wright
Thomas C. Gale was honored at the 2002 Eyes on Design show at Chrysler Technology Center with an exhibit of concept cars which reflect his styling leadership. He received the 2002 Eyes on Design Lifetime Achievement Award.
Gale is widely credited with playing a key role in strengthening Chrysler when it faced major challenges more than 20 years ago. His creativity and insight are reflected in the wide range of designs from functional K-Car to styling centerpieces such as the Chrysler Concorde and Dodge Intrepid.
Gale joined Chrysler Corp. in 1967 and was elected a vice president in 1985. He retired from his position as a member of the Board of Management, DaimlerChrysler AG, and executive Vice president - Product Development & Design, Chrysler Group, in December, 2000.
Around 1985, with the success of the K-Car behind him and his elevation to vice president, Gale convinced top management to put into effect a "proactive" approach to design by making a third of his staff "advanced product designers". They began to develop a procession of concept cars, many of which found their way into production.
One of the most powerful designs of Tom Gale's leadership was the high-performance Dodge Viper. This is the 1989 prototype Dodge Viper.
One of Gale's team's triumphs was the Dodge Viper. While low-volume, it established Chrysler Corp. as a player in the "super car" game and was an important image enhancement.
"The Chrysler PT Cruiser took the rule book and threw it away," Gale said of the highly successful vehicle with retro styling cues and modern functional design.
Gale says good design is good business. "It's as simple as that, although good design is not simple. Design is a corporate strength. It is a strategic weapon."
Gale has been an active participant in Eyes on Design since its creation 15 years ago. He is also a member of the Board of Trustees of Center for Creative Studies and is a charter member of the National Advisory Council of the Michigan State University College of Arts and Letters.
The first of Chrysler's so-called retro designs was this 1993 Prowler concept car evoking the street rods built on '30s roadsters, which went into production as the Plymouth Prowler.
Richard A. Wright is a Detroit-area free-lance writer. He can be contacted via e-mail at ac8328@wayne.edu
By Richard A. Wright
Thomas C. Gale was honored at the 2002 Eyes on Design show at Chrysler Technology Center with an exhibit of concept cars which reflect his styling leadership. He received the 2002 Eyes on Design Lifetime Achievement Award.
Gale is widely credited with playing a key role in strengthening Chrysler when it faced major challenges more than 20 years ago. His creativity and insight are reflected in the wide range of designs from functional K-Car to styling centerpieces such as the Chrysler Concorde and Dodge Intrepid.
Gale joined Chrysler Corp. in 1967 and was elected a vice president in 1985. He retired from his position as a member of the Board of Management, DaimlerChrysler AG, and executive Vice president - Product Development & Design, Chrysler Group, in December, 2000.
Around 1985, with the success of the K-Car behind him and his elevation to vice president, Gale convinced top management to put into effect a "proactive" approach to design by making a third of his staff "advanced product designers". They began to develop a procession of concept cars, many of which found their way into production.
One of the most powerful designs of Tom Gale's leadership was the high-performance Dodge Viper. This is the 1989 prototype Dodge Viper.
One of Gale's team's triumphs was the Dodge Viper. While low-volume, it established Chrysler Corp. as a player in the "super car" game and was an important image enhancement.
"The Chrysler PT Cruiser took the rule book and threw it away," Gale said of the highly successful vehicle with retro styling cues and modern functional design.
Gale says good design is good business. "It's as simple as that, although good design is not simple. Design is a corporate strength. It is a strategic weapon."
Gale has been an active participant in Eyes on Design since its creation 15 years ago. He is also a member of the Board of Trustees of Center for Creative Studies and is a charter member of the National Advisory Council of the Michigan State University College of Arts and Letters.
The first of Chrysler's so-called retro designs was this 1993 Prowler concept car evoking the street rods built on '30s roadsters, which went into production as the Plymouth Prowler.
Richard A. Wright is a Detroit-area free-lance writer. He can be contacted via e-mail at ac8328@wayne.edu
Fortune magazine: Cerebus Signs Ex-Chrysler Design Chief Tom Gale
Fortune magazine: Cerberus Signs on Ex-Chrysler Design Chief Tom Gale
June 05, 2007
Former Chrysler Design Chief Tom Gale, reportedly has signed on as one of the many expert advisors by Cerberus Capital Management that is buying Chrysler, according to a profile on Cerberus in the June 18 issue of Fortune magazine.
Adding Gale to the growing roster of automotive experts suggests Cerberus is serious about turning Chrysler around and gets what needs to be done: get Chrysler's styling mojo back!
One of Chrysler’s major problems of late –- which under Gale had been its major strength –- is styling. Chrysler hasn't had a major design hit since the Chrysler 300, now long in the tooth.
Rumors have been rampant, even before the Cerberus purchase, that current Chrysler design chief Trevor Creed is on his way out. The betting is he’ll depart when the Cerberus deal is inked this summer.
Word on the street also is that Chrysler is trying to recruit hot designers from its competitors, particularly for interior design, a particularly weak area for Chrysler at the moment.
Cerberus already has signed on former Chrysler-VW exec Wolfgang Bernhard, with whom Gale worked. Chrysler CEO Tom LaSorda insists Bernhard will not be an employee of Chrysler, no one believes that. Some speculation has Bernhard replacing LaSorda at some point in the future. Bernhard has been spending a lot of time at Chrysler and reportedly is house-shopping in Detroit.
Ex-Ford executive David Thursfield heads Cerberus’ auto unit.
Gale's Pedigree
Despite his retirement from Chrysler, Gale has remained extremely active in the automotive design community. He plays a major role in the Eyes on Design, a classic car show held on at the Edsel Ford estate every Father's Day to raise money for eye research.
Gale, in his early 60s, has a son who is a designer at Chrysler.
Gale graduated from Michigan State University with an engineering degree, worked summers at General Motors and was hired at Chrysler in 1967, during the age of Barracudas and Chargers.
Throughout Chrysler's roller coaster history, Gale played a major role. He was promoted to design chief at age 42 in 1985, a particularly dreary styling period of K-car-based cars at Chrysler.
Gale personally designed the Plymouth Prowler hot rod and led the industry's change for the way it uses concept cars -- no longer a fantasy but as a development and marketing tool.
Under Gale's leadership, Chrysler unveiled industry-significant concept cars including: the 1987 Portofino that embodied cab-forward design; the 1991 300 concept, the first of many concepts that hearkened to past Chrysler icons; the 1992 Cirrus that hinted at Chrysler's upcoming midsize cars; and the 1992 Viper.
As part of the Bob Lutz team, Gale oversaw development of the cab-forward LH cars (Concorde, Intrepid), the bold Dodge Ram pickup and the retro PT Cruiser, vehicles that helped Chrysler turn around.
June 05, 2007
Former Chrysler Design Chief Tom Gale, reportedly has signed on as one of the many expert advisors by Cerberus Capital Management that is buying Chrysler, according to a profile on Cerberus in the June 18 issue of Fortune magazine.
Adding Gale to the growing roster of automotive experts suggests Cerberus is serious about turning Chrysler around and gets what needs to be done: get Chrysler's styling mojo back!
One of Chrysler’s major problems of late –- which under Gale had been its major strength –- is styling. Chrysler hasn't had a major design hit since the Chrysler 300, now long in the tooth.
Rumors have been rampant, even before the Cerberus purchase, that current Chrysler design chief Trevor Creed is on his way out. The betting is he’ll depart when the Cerberus deal is inked this summer.
Word on the street also is that Chrysler is trying to recruit hot designers from its competitors, particularly for interior design, a particularly weak area for Chrysler at the moment.
Cerberus already has signed on former Chrysler-VW exec Wolfgang Bernhard, with whom Gale worked. Chrysler CEO Tom LaSorda insists Bernhard will not be an employee of Chrysler, no one believes that. Some speculation has Bernhard replacing LaSorda at some point in the future. Bernhard has been spending a lot of time at Chrysler and reportedly is house-shopping in Detroit.
Ex-Ford executive David Thursfield heads Cerberus’ auto unit.
Gale's Pedigree
Despite his retirement from Chrysler, Gale has remained extremely active in the automotive design community. He plays a major role in the Eyes on Design, a classic car show held on at the Edsel Ford estate every Father's Day to raise money for eye research.
Gale, in his early 60s, has a son who is a designer at Chrysler.
Gale graduated from Michigan State University with an engineering degree, worked summers at General Motors and was hired at Chrysler in 1967, during the age of Barracudas and Chargers.
Throughout Chrysler's roller coaster history, Gale played a major role. He was promoted to design chief at age 42 in 1985, a particularly dreary styling period of K-car-based cars at Chrysler.
Gale personally designed the Plymouth Prowler hot rod and led the industry's change for the way it uses concept cars -- no longer a fantasy but as a development and marketing tool.
Under Gale's leadership, Chrysler unveiled industry-significant concept cars including: the 1987 Portofino that embodied cab-forward design; the 1991 300 concept, the first of many concepts that hearkened to past Chrysler icons; the 1992 Cirrus that hinted at Chrysler's upcoming midsize cars; and the 1992 Viper.
As part of the Bob Lutz team, Gale oversaw development of the cab-forward LH cars (Concorde, Intrepid), the bold Dodge Ram pickup and the retro PT Cruiser, vehicles that helped Chrysler turn around.
This IS The Best News From Cerebus-Chrysler!
Former Chrysler design god Tom Gale joins Cerberus advisory team
Posted Jun 18th 2007 8:03PM by Chris TutorFiled under: Hirings/Firings, Chrysler
Looks like Cerberus is getting the Chrysler band back together. Automotive News reports (sub. required) that the latest former Chrysler exec to come back is Tom Gale. You probably remember Gale as the force behind Chrysler's design revival in the 90s. Motor Trend recently called Gale "The man who helped Motown find its Mojo," which is hard to argue with when Gale is credited with bringing to life the Viper, Prowler, PT Cruiser and 300M. This should be big news for anyone doubting the buyout by Cerberus. Gale is no bean counter brought in to cut the company to the bone. Gale is one of us. He's a car guy and hot rodder who started at Chrysler in 1968 as an engineer then moved into design. This is a very good sign for the new Chrysler and points to the possibility of amazing products in its future.In fact, in Motor Trend's article (which is definitely worth a read, btw), Gale has a seemingly prescient quote."When you get the opportunity to be head of design, you should always try to get your company to the point where you're being proactive and the others have to react to what you're doing. That gets you design leadership. It's not something you can just proclaim; it's something you have to earn." Welcome back, Tom. We can't wait to see what's up your sleeve.
Posted Jun 18th 2007 8:03PM by Chris TutorFiled under: Hirings/Firings, Chrysler
Looks like Cerberus is getting the Chrysler band back together. Automotive News reports (sub. required) that the latest former Chrysler exec to come back is Tom Gale. You probably remember Gale as the force behind Chrysler's design revival in the 90s. Motor Trend recently called Gale "The man who helped Motown find its Mojo," which is hard to argue with when Gale is credited with bringing to life the Viper, Prowler, PT Cruiser and 300M. This should be big news for anyone doubting the buyout by Cerberus. Gale is no bean counter brought in to cut the company to the bone. Gale is one of us. He's a car guy and hot rodder who started at Chrysler in 1968 as an engineer then moved into design. This is a very good sign for the new Chrysler and points to the possibility of amazing products in its future.In fact, in Motor Trend's article (which is definitely worth a read, btw), Gale has a seemingly prescient quote."When you get the opportunity to be head of design, you should always try to get your company to the point where you're being proactive and the others have to react to what you're doing. That gets you design leadership. It's not something you can just proclaim; it's something you have to earn." Welcome back, Tom. We can't wait to see what's up your sleeve.
Driver Survives A 75G Crash
Kubica's crash data disclosed
By Mathias Brunner and Pablo Elizalde
Wednesday, June 20th 2007, 11:27 GMT
Data from the Robert Kubica's horrific accident during the Canadian Grand Prix has been disclosed, showing the Pole survived a 75-G impact.
Kubica made contact with Toyota's Jarno Trulli when trying to pass the Italian, the BMW Sauber driver losing his front wing and going off track.
Data showed the Pole impacted against the wall at 230 km/h, and the G-forces on Kubica peaked at around 75 G in a millisecond.
The onboard accident data recorder (ADR) is built in the BMW Sauber car, placed behind the driver below the fuel tank. The device, roughly 15 by 15 centimetres big, is capable of logging data from the whole race.
The data was studied at Indianapolis by former Lotus engineer Peter Wright, now head of the FIA safety commission, together with his colleagues Andy Mellor and Hubert Gramling.
A report by them came to the conclusion that all the safety measures - survival cell, enhanced crash boxes, HANS device, cockpit head rest and helmet - worked perfectly.
"While we were completely shocked about the violence of the accident, we were over the moon to see Robert relatively unharmed and were very content about the behaviour of the chassis as survival cell," said BMW Sauber's technical director Willy Rampf.
"We are never doing any compromises regarding the chassis, never going nearly to the limit regarding weight for instance. We stay always on the safe side and that payed off.
"One must not forget that such a cell is quite complex, consisting of over 1,000 parts of carbon fibre, Kevlar, honeycomb structures and metal."
By Mathias Brunner and Pablo Elizalde
Wednesday, June 20th 2007, 11:27 GMT
Data from the Robert Kubica's horrific accident during the Canadian Grand Prix has been disclosed, showing the Pole survived a 75-G impact.
Kubica made contact with Toyota's Jarno Trulli when trying to pass the Italian, the BMW Sauber driver losing his front wing and going off track.
Data showed the Pole impacted against the wall at 230 km/h, and the G-forces on Kubica peaked at around 75 G in a millisecond.
The onboard accident data recorder (ADR) is built in the BMW Sauber car, placed behind the driver below the fuel tank. The device, roughly 15 by 15 centimetres big, is capable of logging data from the whole race.
The data was studied at Indianapolis by former Lotus engineer Peter Wright, now head of the FIA safety commission, together with his colleagues Andy Mellor and Hubert Gramling.
A report by them came to the conclusion that all the safety measures - survival cell, enhanced crash boxes, HANS device, cockpit head rest and helmet - worked perfectly.
"While we were completely shocked about the violence of the accident, we were over the moon to see Robert relatively unharmed and were very content about the behaviour of the chassis as survival cell," said BMW Sauber's technical director Willy Rampf.
"We are never doing any compromises regarding the chassis, never going nearly to the limit regarding weight for instance. We stay always on the safe side and that payed off.
"One must not forget that such a cell is quite complex, consisting of over 1,000 parts of carbon fibre, Kevlar, honeycomb structures and metal."
Wolfy Is Back At Chrysler... and Tom Gale Isn't Far Behind
A Familiar Face Back at Chrysler
How Cerberus Will Employ Bernhard's Strong Hand in Chrysler Turnaround
By GINA CHON May 31, 2007; Page A10
Early this month, as speculation about who would buy DaimlerChrysler AG's Chrysler Group intensified, some Chrysler employees spotted a familiar figure striding through the main lobby at the Auburn Hills, Mich., headquarters. Wolfgang Bernhard was back.
In the days since the announcement that Cerberus Capital Management LLP would take an 80.1% stake in Chrysler, Mr. Bernhard, the former No. 2 executive at Chrysler and now a Cerberus adviser, has taken an increasingly visible role at his old employer.
The day after DaimlerChrysler announced its plan to sell a majority stake in Chrysler to Cerberus, Mr. Bernhard was at a meeting with Chrysler Chief Executive Tom LaSorda. The same day, Mr. Bernhard, who was Chrysler's chief operating officer during its turnaround effort earlier in the decade, attended crucial meetings with Chrysler's union leaders, along with Mr. LaSorda and Cerberus founder Stephen Feinberg.
Mr. Bernhard, 46 years old, is making the rounds at Chrysler's design studios, pointing out in detail what he likes and what he doesn't like and doling out assignments to employees the way he used to when he was No. 2 at Chrysler to Dieter Zetsche, now Daimler's chief executive, people familiar with the matter said.
Company officials have stressed that Mr. LaSorda will remain chief executive. Mr. Bernhard, however, is poised to have a prominent role, as well. A person familiar with the matter says he will answer to Mr. Feinberg, not Mr. LaSorda, on Chrysler's performance. Mr. Bernhard already has an office on the executive floor at Chrysler's headquarters.
RIDING SHOTGUN?
• Familiar Face: Chrysler alumnus Wolfgang Bernhard, now a Cerberus adviser, has a key role at Chrysler.
• At the Top: Officials stress that Tom LaSorda will remain CEO, but he will work closely with Mr. Bernhard.
• Getting Along: Observers say two executives in lead roles could be a challenge, but their skills may also complement each other.
Mr. Bernhard isn't a "background kind of guy," says Canadian Auto Workers union President Buzz Hargrove, who praises Mr. Bernhard as straightforward, bright and tough. "He was always good to deal with because you could always hold him to his word and if he said a problem would be solved, it would get solved," Mr. Hargrove said.
Many at Chrysler, including Mr. LaSorda, who worked under Mr. Bernhard in the past, say they welcome his return. Whether the smooth sailing will last remains to be seen, especially if Mr. LaSorda's restructuring plan fails to deliver better financial results fast enough. Chrysler had a $1.48 billion operating loss last year as it grappled with a consumer shift to more-fuel-efficient cars and high costs in North America, and it projects it will return 2.5% profit on sales by 2009, which Mr. LaSorda has acknowledged is a modest goal.
Messrs. Bernhard and LaSorda weren't available for comment for this article.
Cerberus and Chrysler have made it a point to emphasize that Mr. LaSorda is in charge at Chrysler, trying to quash speculation that Mr. Bernhard could take over his job. Mr. Bernhard won't be a part of Chrysler's executive team, the company says.
Cerberus is known for expecting fast turnarounds, and a person familiar with the matter said Mr. Bernhard will help keep the pressure on Mr. LaSorda and other Chrysler executives to bring Chrysler back in the black.
Catherine Madden, a senior auto analyst with research company Global Insight, said Messrs. LaSorda and Bernhard may establish a nontraditional relationship at Chrysler, which could work to their advantage. She noted that at General Motors Corp., Vice Chairman Bob Lutz is in the media spotlight as often as Chairman and CEO Rick Wagoner. But the roles of Mr. Lutz and Mr. Wagoner are clear, with one being a product guru and the other a finance man.
Messrs. LaSorda and Bernhard also have complementary attributes, with Mr. LaSorda having a strong manufacturing background and Mr. Bernhard having a knack for products.
Ms. Madden said if it appears the two men share leadership roles, it would present a challenge, as employees need to know who is in charge and have confidence in that person. The situation must not deteriorate "into a challenge between the two people. Only time will tell if this can last."
Mr. LaSorda said this month that he and Mr. Bernhard are close friends and it would be "crazy not to tap him," given his experience and talents when it comes to product development, cost cutting and operations. Mr. LaSorda also said he doesn't have an ego when it comes to asking for help when it is needed, and he will look to Mr. Bernhard when he wants his assistance.
"I've got a great bench at my disposal," Mr. LaSorda said.
Mr. Bernhard was hired by Cerberus this year following a turbulent three-year period during which he sought to lead wrenching overhauls at two storied auto makers, Mercedes-Benz and Volkswagen, only to be forced out after clashes with his superiors.
In 2004, DaimlerChrysler named Mr. Bernhard head of Mercedes. The company rescinded the appointment three months later, after Mr. Bernhard clashed with then-CEO Jürgen Schrempp over corporate strategy. Mr. Bernhard left the company later that year.
Mr. Bernhard then went to Volkswagen AG to eventually become head of the core Volkswagen brand. At Volkswagen, Mr. Bernhard persuaded the company's powerful German union to accept a 20% wage cut for some workers by threatening to shift production of a planned sport-utility vehicle outside Germany. VW Chief Executive Bernd Pischetsrieder, who had backed Mr. Bernhard, was pushed out late last year, and Mr. Bernhard followed in January.
Now, Mr. Bernhard could get an opportunity to prove himself again, albeit in a different role. When Mr. Bernhard was at Chrysler the first time, he and Mr. Zetsche helped lead a turnaround that for a time appeared to prove that a big Detroit auto maker could overcome the handicaps of high-cost labor and weak brands with a combination of aggressive cost cutting and smart, stylish vehicles. The Chrysler 300 sedan, brought out on Mr. Zetsche's and Mr. Bernhard's watch, was a runaway hit.
The success proved fleeting, and the company was back in the red in 2003 and again in 2006.
This month, Mr. LaSorda acknowledged that the pressure is on to produce a durable, sustainable recovery at Chrysler, a challenge that has eluded leaders of the company since Lee Iacocca. Mr. LaSorda says he and Cerberus have faith in his restructuring plan that calls for 13,000 job cuts and a $3 billion investment in engine systems. Mr. LaSorda has also said he knows his job could be in danger if he doesn't produce results, but he said that would be the case no matter who owned Chrysler.
"They [Cerberus] have deep pockets, but we've got to deliver," Mr. LaSorda said at a news conference.
Write to Gina Chon at gina.chon@wsj.com1
URL for this article:http://online.wsj.com/article/SB118057383970719451.html
Hyperlinks in this Article:(1) mailto:gina.chon@wsj.com
How Cerberus Will Employ Bernhard's Strong Hand in Chrysler Turnaround
By GINA CHON May 31, 2007; Page A10
Early this month, as speculation about who would buy DaimlerChrysler AG's Chrysler Group intensified, some Chrysler employees spotted a familiar figure striding through the main lobby at the Auburn Hills, Mich., headquarters. Wolfgang Bernhard was back.
In the days since the announcement that Cerberus Capital Management LLP would take an 80.1% stake in Chrysler, Mr. Bernhard, the former No. 2 executive at Chrysler and now a Cerberus adviser, has taken an increasingly visible role at his old employer.
The day after DaimlerChrysler announced its plan to sell a majority stake in Chrysler to Cerberus, Mr. Bernhard was at a meeting with Chrysler Chief Executive Tom LaSorda. The same day, Mr. Bernhard, who was Chrysler's chief operating officer during its turnaround effort earlier in the decade, attended crucial meetings with Chrysler's union leaders, along with Mr. LaSorda and Cerberus founder Stephen Feinberg.
Mr. Bernhard, 46 years old, is making the rounds at Chrysler's design studios, pointing out in detail what he likes and what he doesn't like and doling out assignments to employees the way he used to when he was No. 2 at Chrysler to Dieter Zetsche, now Daimler's chief executive, people familiar with the matter said.
Company officials have stressed that Mr. LaSorda will remain chief executive. Mr. Bernhard, however, is poised to have a prominent role, as well. A person familiar with the matter says he will answer to Mr. Feinberg, not Mr. LaSorda, on Chrysler's performance. Mr. Bernhard already has an office on the executive floor at Chrysler's headquarters.
RIDING SHOTGUN?
• Familiar Face: Chrysler alumnus Wolfgang Bernhard, now a Cerberus adviser, has a key role at Chrysler.
• At the Top: Officials stress that Tom LaSorda will remain CEO, but he will work closely with Mr. Bernhard.
• Getting Along: Observers say two executives in lead roles could be a challenge, but their skills may also complement each other.
Mr. Bernhard isn't a "background kind of guy," says Canadian Auto Workers union President Buzz Hargrove, who praises Mr. Bernhard as straightforward, bright and tough. "He was always good to deal with because you could always hold him to his word and if he said a problem would be solved, it would get solved," Mr. Hargrove said.
Many at Chrysler, including Mr. LaSorda, who worked under Mr. Bernhard in the past, say they welcome his return. Whether the smooth sailing will last remains to be seen, especially if Mr. LaSorda's restructuring plan fails to deliver better financial results fast enough. Chrysler had a $1.48 billion operating loss last year as it grappled with a consumer shift to more-fuel-efficient cars and high costs in North America, and it projects it will return 2.5% profit on sales by 2009, which Mr. LaSorda has acknowledged is a modest goal.
Messrs. Bernhard and LaSorda weren't available for comment for this article.
Cerberus and Chrysler have made it a point to emphasize that Mr. LaSorda is in charge at Chrysler, trying to quash speculation that Mr. Bernhard could take over his job. Mr. Bernhard won't be a part of Chrysler's executive team, the company says.
Cerberus is known for expecting fast turnarounds, and a person familiar with the matter said Mr. Bernhard will help keep the pressure on Mr. LaSorda and other Chrysler executives to bring Chrysler back in the black.
Catherine Madden, a senior auto analyst with research company Global Insight, said Messrs. LaSorda and Bernhard may establish a nontraditional relationship at Chrysler, which could work to their advantage. She noted that at General Motors Corp., Vice Chairman Bob Lutz is in the media spotlight as often as Chairman and CEO Rick Wagoner. But the roles of Mr. Lutz and Mr. Wagoner are clear, with one being a product guru and the other a finance man.
Messrs. LaSorda and Bernhard also have complementary attributes, with Mr. LaSorda having a strong manufacturing background and Mr. Bernhard having a knack for products.
Ms. Madden said if it appears the two men share leadership roles, it would present a challenge, as employees need to know who is in charge and have confidence in that person. The situation must not deteriorate "into a challenge between the two people. Only time will tell if this can last."
Mr. LaSorda said this month that he and Mr. Bernhard are close friends and it would be "crazy not to tap him," given his experience and talents when it comes to product development, cost cutting and operations. Mr. LaSorda also said he doesn't have an ego when it comes to asking for help when it is needed, and he will look to Mr. Bernhard when he wants his assistance.
"I've got a great bench at my disposal," Mr. LaSorda said.
Mr. Bernhard was hired by Cerberus this year following a turbulent three-year period during which he sought to lead wrenching overhauls at two storied auto makers, Mercedes-Benz and Volkswagen, only to be forced out after clashes with his superiors.
In 2004, DaimlerChrysler named Mr. Bernhard head of Mercedes. The company rescinded the appointment three months later, after Mr. Bernhard clashed with then-CEO Jürgen Schrempp over corporate strategy. Mr. Bernhard left the company later that year.
Mr. Bernhard then went to Volkswagen AG to eventually become head of the core Volkswagen brand. At Volkswagen, Mr. Bernhard persuaded the company's powerful German union to accept a 20% wage cut for some workers by threatening to shift production of a planned sport-utility vehicle outside Germany. VW Chief Executive Bernd Pischetsrieder, who had backed Mr. Bernhard, was pushed out late last year, and Mr. Bernhard followed in January.
Now, Mr. Bernhard could get an opportunity to prove himself again, albeit in a different role. When Mr. Bernhard was at Chrysler the first time, he and Mr. Zetsche helped lead a turnaround that for a time appeared to prove that a big Detroit auto maker could overcome the handicaps of high-cost labor and weak brands with a combination of aggressive cost cutting and smart, stylish vehicles. The Chrysler 300 sedan, brought out on Mr. Zetsche's and Mr. Bernhard's watch, was a runaway hit.
The success proved fleeting, and the company was back in the red in 2003 and again in 2006.
This month, Mr. LaSorda acknowledged that the pressure is on to produce a durable, sustainable recovery at Chrysler, a challenge that has eluded leaders of the company since Lee Iacocca. Mr. LaSorda says he and Cerberus have faith in his restructuring plan that calls for 13,000 job cuts and a $3 billion investment in engine systems. Mr. LaSorda has also said he knows his job could be in danger if he doesn't produce results, but he said that would be the case no matter who owned Chrysler.
"They [Cerberus] have deep pockets, but we've got to deliver," Mr. LaSorda said at a news conference.
Write to Gina Chon at gina.chon@wsj.com1
URL for this article:http://online.wsj.com/article/SB118057383970719451.html
Hyperlinks in this Article:(1) mailto:gina.chon@wsj.com
Viper Owner Loses Car For Speeding Violation
Good bye baby: Speeder pays ultimate price, loses Viper
Posted Jun 23rd 2007 9:34AM by Chris ShunkFiled under: Convertibles, Coupes, Government/Legal, Supercars, Dodge
If you're going to wrecklessly disregard traffic laws in the state of Illinois, make sure to do it in a Dodge Stratus.
The driver of a black 2000 Dodge Viper learned this lesson the hard way when he was clocked doing 127 MPH in a 35 zone. The clueless motorist was caught red-handed, but he decided that his 450 HP beast was quick enough to evade the long arm of the law. The driver then hid in a parking lot where he was later captured. The local law enforcement knows a compromising situation when they see one, so the fuzz decided to keep the pricey snake for their own as a promotional vehicle for D.A.R.E.
This is no doubt an extremely steep price to pay for a moving violation, but since the driver of the Viper disregarded the lives of others during the chase, the consequences could've been far worse.
[Source: Motor Authority]
Posted Jun 23rd 2007 9:34AM by Chris ShunkFiled under: Convertibles, Coupes, Government/Legal, Supercars, Dodge
If you're going to wrecklessly disregard traffic laws in the state of Illinois, make sure to do it in a Dodge Stratus.
The driver of a black 2000 Dodge Viper learned this lesson the hard way when he was clocked doing 127 MPH in a 35 zone. The clueless motorist was caught red-handed, but he decided that his 450 HP beast was quick enough to evade the long arm of the law. The driver then hid in a parking lot where he was later captured. The local law enforcement knows a compromising situation when they see one, so the fuzz decided to keep the pricey snake for their own as a promotional vehicle for D.A.R.E.
This is no doubt an extremely steep price to pay for a moving violation, but since the driver of the Viper disregarded the lives of others during the chase, the consequences could've been far worse.
[Source: Motor Authority]
Lexus LF-A Prototype Video
Video link
2009 Lexus LF-A Packs V10 Power
By Ed Hellwig, Senior Editor
Date posted: 06-19-2007
Toyota's reputation for building sensible cars for the daily commute should change drastically with the release of the 2009 Lexus LF-A. We weren't blown away by the design of the LF-A concept that appeared earlier this year, but after listening to a prototype at the Nürburgring, there's little doubt in our minds that this is a serious sports car.While some have speculated that the switch from V10 to V8 engines in Formula 1 might have forced Toyota to rethink the LF-A's power plant, the shriek from its triple tailpipes puts that notion to rest. Compared to the muffled tone of a BMW V10, this LF-A sounds almost uncorked.A displacement of around 5.0 liters is expected and the output should be around 500 horsepower or more. Lexus executives have suggested that a production version of the LF-A could have a top speed approaching 200 mph. Then again, they usually follow up with vague comments about whether the car will be built at all, so it's hard to know if this is a serious number.One goal we know Lexus remains serious about is hybrid power. Although we doubt the LF-A will debut with a hybrid gas-electric drivetrain, Lexus executives have said that the LF-A "will set a fresh standard in the hybrid technology to which Lexus is totally committed." How long we'll have to wait to see is hard to tell at this point, although we might not have to wait very long, since the intake ducts integrated into the C-pillar and rocker panels of this prototype could cool a rear-mounted battery pack.Another goal for the Lexus team is the use of an automated sequential manual gearbox — or at least that's what it sounds like this car is using. Listen closely to the prototype and you can clearly hear the thud of a clutch engaging as the test mule quickly goes through the gears. We're guessing they'll smooth this out before the LF-A goes on sale next year.How much will all this new technology cost? Expect a price tag north of $100,000, as the LF-A is set to trump the LS 600h L as the new flagship in the Lexus lineup.
2009 Lexus LF-A Packs V10 Power
By Ed Hellwig, Senior Editor
Date posted: 06-19-2007
Toyota's reputation for building sensible cars for the daily commute should change drastically with the release of the 2009 Lexus LF-A. We weren't blown away by the design of the LF-A concept that appeared earlier this year, but after listening to a prototype at the Nürburgring, there's little doubt in our minds that this is a serious sports car.While some have speculated that the switch from V10 to V8 engines in Formula 1 might have forced Toyota to rethink the LF-A's power plant, the shriek from its triple tailpipes puts that notion to rest. Compared to the muffled tone of a BMW V10, this LF-A sounds almost uncorked.A displacement of around 5.0 liters is expected and the output should be around 500 horsepower or more. Lexus executives have suggested that a production version of the LF-A could have a top speed approaching 200 mph. Then again, they usually follow up with vague comments about whether the car will be built at all, so it's hard to know if this is a serious number.One goal we know Lexus remains serious about is hybrid power. Although we doubt the LF-A will debut with a hybrid gas-electric drivetrain, Lexus executives have said that the LF-A "will set a fresh standard in the hybrid technology to which Lexus is totally committed." How long we'll have to wait to see is hard to tell at this point, although we might not have to wait very long, since the intake ducts integrated into the C-pillar and rocker panels of this prototype could cool a rear-mounted battery pack.Another goal for the Lexus team is the use of an automated sequential manual gearbox — or at least that's what it sounds like this car is using. Listen closely to the prototype and you can clearly hear the thud of a clutch engaging as the test mule quickly goes through the gears. We're guessing they'll smooth this out before the LF-A goes on sale next year.How much will all this new technology cost? Expect a price tag north of $100,000, as the LF-A is set to trump the LS 600h L as the new flagship in the Lexus lineup.
Liability in Hammond crash falls on dragster maker, BBC
Hammond report finds safety failings
Reuters, 23/06/07
The 37-year-old TV presenter suffered serious brain injuries and was in hospital for five weeks after a Vampire drag racer he was driving burst a tyre and span off the course at 288 mp/h (463 km/h) at Elvington airfield near York in September 2006.
He has since recovered and returned to work.
The Health and Safety Executive (HSE) also criticised the company that provided the jet powered modified drag racer, Primetime Landspeed Engineering (PTLE).
It said a risk assessment PTLE provided to the BBC made no allowance for training a driver such as Hammond who was unfamiliar with the super powered vehicle.
In a report the HSE said: "The training available to Richard Hammond would have familiarised him with the working of the car but would not have allowed him to build up the skills which he could readily employ in the event of an emergency."
It said the BBC had failed to challenge the adequacy of PTLE's risk assessment.
Principal HSE Inspector Keith King said: "The investigation identified failings in the BBC's safety management systems relating to risk assessment and the procurement of services from others, and by PTLE in their risk assessment for the services provided to the BBC."
But he concluded that the failings viewed against the HSE's enforcement criteria did not merit prosecution.
The report said several safety features almost certainly saved Hammond's life, including the strong build of the Vampire racer, the design of the driver restraints, the crash helmet and rescue services on site at the airfield.
Wednesday, June 13, 2007
Porsche Pulling Out Of Detroit Auto Show
Porsche will no longer show cars at the Detroit Motor Show.
Dr. Ing. h.c. F. Porsche AG of Stuttgart, Germany, is reorganizing its trade-fair activities in North America, in close collaboration with its sales company in Atlanta. As part of the general reduction in trade-fair appearances which began two years ago, in favor of greater emphasis on direct contact with potential customers, motor show activities will in future be concentrated in the main sales areas of Porsche Cars North America (PCNA). Of the North American trade fairs in 2008, Porsche will among others be attending those in Chicago, Los Angeles, Miami, New York and Toronto. The company is no longer expected to attend the North American International Auto Show in Detroit.
Dr. Ing. h.c. F. Porsche AG of Stuttgart, Germany, is reorganizing its trade-fair activities in North America, in close collaboration with its sales company in Atlanta. As part of the general reduction in trade-fair appearances which began two years ago, in favor of greater emphasis on direct contact with potential customers, motor show activities will in future be concentrated in the main sales areas of Porsche Cars North America (PCNA). Of the North American trade fairs in 2008, Porsche will among others be attending those in Chicago, Los Angeles, Miami, New York and Toronto. The company is no longer expected to attend the North American International Auto Show in Detroit.
Wednesday, June 6, 2007
Popular Mechanics Supercar Comparison
Audi R8 vs. Corvette Z06, Dodge Viper, Porsche 911 Turbo: Supercar Comparison Test
The Audi R8, Corvette Z06, Porsche Turbo and Dodge Viper (from front to back) lap the 1.8-mile Streets of Willow road course. The R8 cut a quicker lap time than all but the Viper — and it did so with the least horsepower. The R8’s lap time: 1:15.69
Supercars are speed machines engineered with advanced hardware and blistering performance that leave just about anything else with four wheels (or two) in a thick haze of tire smoke. These cars are so seductively styled and exude so much blacktop bravado, the mere sight of them makes hearts race and palms sweat. Yet many of these high-strung stallions are tame enough for everyday use, and luxuriously trimmed to make even the longest trips pleasurable. The number of models occupying the rarefied air in this $100,000 neighborhood has risen from only a few at the beginning of the decade to more than a dozen today. And many manufacturers have seen record sales while the rest of the industry struggles to achieve single-digit growth. At about 10,000 cars a year, this is one very small but very strong segment. So we picked three longtime favorites and one very promising newcomer. The goal? Determine which ones provide the best all-out speed and handling as well as daily comfort. Our quartet of speed maestros consists of the Dodge Viper SRT10 Coupe, Porsche 911 Turbo, Chevrolet Corvette Z06 and the new Audi R8. We ran them all through our usual battery of tests at Auto Club Raceway in Pomona, Calif. Then we spent a day hot-lapping each one on the 1.8-mile Streets of Willow road course. To find out which ones rose to the top of our score card, read on.
How We Test
With its combined 30 years of car-testing experience, the PM automotive staff has refined its procedures into a science. To measure acceleration and braking, we use a Stalker ATS radar gun — a device designed specifically for automotive testing. Unipro Racing Systems 4001 timers handle data acquisition for our 525-ft. slalom, 250-ft. lane change and 200-ft. skidpad, as well as our lap times at the Streets of Willow road course. For sound levels, we rely on an Extech Instruments sound-level meter.The Cars
 |  |  |  |
| Dodge Viper SRT10 Coupe | Porsche 911 Turbo | Chevrolet Corvette Z06 | Audi R8 |
Dodge Viper SRT10 Coupe
| Price and Power | Stopwatch | ||
| Base price | $83,145 | Acceleration (Sec.) | |
0-30 mph | 2.19 | ||
0-60 mph | 4.53 | ||
40-70 mph | 2.64 | ||
1/4-mile | 12.19 @ 121.2 mph | ||
| As tested | $88,295 | Braking (Ft.) | |
30-0 mph | 29.34 | ||
60-0 mph | 124.00 | ||
| Powertrain | 510 hp/535 lb.-ft. 8.3-liter V10, 6M | Sound levels (dba) | |
Idle | 69.1 | ||
Full throttle | 87.5 | ||
60 mph | 81.5 | ||
| Brakes | 14-in. discs, ABS | Lateral acceleration (G's) | .97* |
| Tires (F/R) | P275/35ZR18 P345/30ZR19 | Double lane change (mph) | 53.8 |
| PM fuel economy (mpg) | 15.2 | Slalom (mph) | 48.7 |
| Weight/HP:weight ratio | 3450 lb./6.8:1 | Best lap time | 1:15.59* |
| * Led all cars tested | |||
Browse expert reviews and compare info on the Viper SRT10 Coupe at the 
There's nothing subtle about driving a Viper. The enormous 8.3-liter V10 sits proudly between the peaked front fenders and sends spent fumes through side pipes the size of sewer drains. This hairy-chested bruiser is louder and rowdier than anything else here. Everything the driver operates, from the clutch to the brakes to the shifter, seems to have been designed to build muscle. It's a workout. Heck, the gearshift knob is practically the size of a baseball. At the strip, the Viper ran just a tick slower than the Vette. (We've run quicker in a Viper before.) The problem? Traction. The 535 lb.-ft. of torque send the tail sideways through the first three gears. The Viper projects an immense sensation of speed. No matter what the situation, commanding a Viper is like downing a four-pack of Red Bull — you're on alert at all times. And it's devastatingly fast when handled by a skilled driver. The Viper was the quickest around the Streets of Willow road course and had more lateral grip than anything here. Its suspension is noticeably firmer than the others', so rapid left/right transitions on the track happen with immediacy. But there is no stability control on this machine. So feed in a little too much torque and the big Viper's tail will snap around, putting you and it off the track, backward. Yes, this snake will bite. On the road, the stiff suspension, loud exhaust and hot interior become draining. As the miles passed, the Viper's true calling became clear: This beast is a better weekend toy than an everyday supercar.
|
Porsche 911 Turbo
| Price and Power | Stopwatch | ||
| Base price | $122,900 | Acceleration (Sec.) | |
0-30 mph | 1.46* | ||
0-60 mph | 3.68* | ||
40-70 mph | 2.55 | ||
1/4-mile | 11.63 @ 119 mph* | ||
| As tested | $140,850 | Braking (Ft.) | |
30-0 mph | 27.80* | ||
60-0 mph | 119.60* | ||
| Powertrain | 480 hp/460 lb.-ft. 3.6-liter twin-turbo flat six, 5A | Sound levels (dba) | |
Idle | 66.3 | ||
Full throttle | 86.2 | ||
60 mph | 78.7 | ||
| Brakes | 13.8-in. PCCB discs, ABS, ECS | Lateral acceleration (G's) | .95 |
| Tires (F/R) | P235/35ZR19 P305/30ZR19 | Double lane change (mph) | 54.3 |
| PM fuel economy (mpg) | 23.8* | Slalom (mph) | 50.1 |
| Weight/HP:weight ratio | 3600 lb./7.5:1 | Best lap time | 1:17.17 |
| * Led all cars tested | |||
Browse expert reviews and compare info on the 911 Turbo at the
The Porsche Turbo is the poster child for efficiency. The rear-mounted, twin-turbo six-cylinder displaces a mere 3.6 liters. Yet it delivers 133 hp for each of those liters. (The Viper generates only 30 additional total hp with an engine more than double in size.) And the Turbo achieved almost 24 mpg — the best here. It is also one of the quickest cars PM has ever tested. For a split second all four wheels fight for grip and then — whammo — they hook up and hurl you down the quarter-mile in 11.6 seconds. This car makes anyone look like John Force when the light turns green. Porsches are built to corner: The Turbo had an almost telepathic rapport with the driver. The front tires communicate every ripple in the road up through the steering column and into the wheel. It feels alive. But on the short road course, it took longer for the Tiptronic to downshift and the turbos to spool up. On a longer track, the outcome would have been different. As daily transport, the Turbo rivals the Audi. Porsche’s upright driving position is the best of the bunch for traffic work. And it is the only car here with four seats. The Turbo may well be the quickest, most practical supercar in the world. At $122,900 and up, it’s also one of the most expensive.
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Chevrolet Corvette Z06
| Price and Power | Stopwatch | ||
| Base price | $70,000 | Acceleration (Sec.) | |
0-30 mph | 1.99 | ||
0-60 mph | 4.37 | ||
40-70 mph | 2.54* | ||
1/4-mile | 12.00 @ 120.90 mph | ||
| As tested | $77,230 | Braking (Ft.) | |
30-0 mph | 29.90 | ||
60-0 mph | 120.90 | ||
| Powertrain | 505 hp/470 lb.-ft. 7.0-liter V8, 6M | Sound levels (dba) | |
Idle | 64.8 | ||
Full throttle | 86.8 | ||
60 mph | 75.1 | ||
| Brakes | 14-in./13.4-in. discs, ABS, ESC | Lateral acceleration (G's) | .96 |
| Tires (F/R) | P275/35ZR18 P325/30ZR19 | Double lane change (mph) | 53.3 |
| PM fuel economy (mpg) | 21.6 | Slalom (mph) | 47.9 |
| Weight/HP:weight ratio | 3200 lb./6.3:1* | Best lap time | 1:15.74 |
| * Led all cars tested | |||
Browse expert reviews and compare info on the Corvette Z06 at the
The Corvette is the bargain of the test. Yet it blistered the quarter-mile in 12 seconds flat — second only to the expensive Turbo. Now that’s American Muscle. At the heart of this Vette is a Chevy small-block V8 enlarged to a big-block-like 7.0 liters, massaged to deliver a pavement-rippling 505 hp. But the Vette’s underhood prowess is deceiving because it’s wrapped in a package so roomy, comfortable and docile that it turns any road trip into easy living. In fact, on a 3000-mile jaunt last year we fit a week’s worth of luggage behind those front seats. Speaking of journeys, the Z06’s torquey V8 and tall gearing helped it return 21.6 mpg. Not bad. When the roads turned twisty, the Vette had us fighting for the keys. It’s like a favorite pair of blue jeans that just gets better with age. The more time you spend in the driver’s seat, the quicker and more confident you become. Selecting the Competitive Driving Mode of the stability program helps you approach the car’s high limits without ending up off the track. The Vette does take some muscle to hustle. It doesn’t have a delicately nuanced personality like either the Porsche or the Audi. And, for a car costing almost eighty large, it could use a nicer interior. There’s nothing inside that says, “I’m driving the special Corvette.” But when you consider the price, performance and practicality of the Z06, it truly is America’s everyday supercar.
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Audi R8
| Price and Power | Stopwatch | ||
| Base price | $109,000 est. | Acceleration (Sec.) | |
0-30 mph | 1.90 | ||
0-60 mph | 4.74 | ||
40-70 mph | 3.31 | ||
1/4-mile | 12.93 @ 109.4 mph | ||
| As tested | $119,000 est. | Braking (Ft.) | |
30-0 mph | 30.65 | ||
60-0 mph | 129.50 | ||
| Powertrain | 420 hp/317 lb.-ft. 4.2-liter V8, 6M | Sound levels (dba) | |
Idle | 61.4* | ||
Full throttle | 80.8* | ||
60 mph | 73.6* | ||
| Brakes | 15-in./14-in. discs, ABS, ESC | Lateral acceleration (G's) | .95 |
| Tires (F/R) | P235/35ZR19 P295/30ZR19 | Double lane change (mph) | 56.3* |
| PM fuel economy (mpg) | 17.0 | Slalom (mph) | 50.2* |
| Weight/HP:weight ratio | 3650 lb./8.7:1 | Best lap time | 1:15.69 |
| * Led all cars tested | |||
Browse expert reviews and compare info on the R8 at the
The sleek Audi is so futuristic it looks like an earthbound stealth fighter. At dusk the LEDs that surround the headlights create a Cheshire cat-like smile. It’s as if the R8 knows exactly how strikingly handsome it is. The midengine chassis has the moves to match those good looks. The R8 has a directness to the steering and a balance to the suspension that make it a natural corner carver. It was the quickest in our handling tests and came within a hair of beating the Viper on the Streets of Willow — with far less horsepower. The paddle-shifted R tronic gearbox flawlessly executed rev-matching downshifts and upshifts quicker than any human could manage in Sport mode. The R8 is so easy to drive, you could confidently toss your grandmother the keys and know she’d be okay. In fact, she’d probably have a lot of fun. Around town the Audi rode more smoothly and quietly than any of the others. The interior is posh and luxurious. In some cases we wondered if we were driving a sports car or a sedan — it’s that serene and well mannered. Well, flooring the throttle certainly clears up any confusion. The 4.2-liter V8 lets out a bewitching howl that peaks at an 8250-rpm crescendo. It’s aural magic. But the Audi was the slowest car at the strip. And the R tronic gearbox proved tough to live with when left in fully automatic mode. The lurches and pauses between shifts made us yearn for a traditional manual. Luggage space isn’t as commodious as that of the Porsche or Vette, so packing for longer trips takes some imagination. Still, even factoring in the Audi’s six-figure price tag, this was the one car we all wanted in our own garages. The Audi R8 may be the new supercar benchmark.
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Tuesday, June 5, 2007
Wolfy Is Back At Chrysler!
A Familiar Face Back at Chrysler
How Cerberus Will Employ Bernhard's Strong Hand in Chrysler Turnaround
By GINA CHON
Early this month, as speculation about who would buy DaimlerChrysler AG's Chrysler Group intensified, some Chrysler employees spotted a familiar figure striding through the main lobby at the Auburn Hills, Mich., headquarters. Wolfgang Bernhard was back.
![[Wolfgang Bernhard]](http://online.wsj.com/public/resources/images/HC-FP780_Bernha_20051018113854.gif)
In the days since the announcement that Cerberus Capital Management LLP would take an 80.1% stake in Chrysler, Mr. Bernhard, the former No. 2 executive at Chrysler and now a Cerberus adviser, has taken an increasingly visible role at his old employer.
The day after DaimlerChrysler announced its plan to sell a majority stake in Chrysler to Cerberus, Mr. Bernhard was at a meeting with Chrysler Chief Executive Tom LaSorda. The same day, Mr. Bernhard, who was Chrysler's chief operating officer during its turnaround effort earlier in the decade, attended crucial meetings with Chrysler's union leaders, along with Mr. LaSorda and Cerberus founder Stephen Feinberg.
Mr. Bernhard, 46 years old, is making the rounds at Chrysler's design studios, pointing out in detail what he likes and what he doesn't like and doling out assignments to employees the way he used to when he was No. 2 at Chrysler to Dieter Zetsche, now Daimler's chief executive, people familiar with the matter said.
Company officials have stressed that Mr. LaSorda will remain chief executive. Mr. Bernhard, however, is poised to have a prominent role, as well. A person familiar with the matter says he will answer to Mr. Feinberg, not Mr. LaSorda, on Chrysler's performance. Mr. Bernhard already has an office on the executive floor at Chrysler's headquarters.
RIDING SHOTGUN?
• Familiar Face: Chrysler alumnus Wolfgang Bernhard, now a Cerberus adviser, has a key role at Chrysler.
• At the Top: Officials stress that Tom LaSorda will remain CEO, but he will work closely with Mr. Bernhard.
• Getting Along: Observers say two executives in lead roles could be a challenge, but their skills may also complement each other.
• At the Top: Officials stress that Tom LaSorda will remain CEO, but he will work closely with Mr. Bernhard.
• Getting Along: Observers say two executives in lead roles could be a challenge, but their skills may also complement each other.
Mr. Bernhard isn't a "background kind of guy," says Canadian Auto Workers union President Buzz Hargrove, who praises Mr. Bernhard as straightforward, bright and tough. "He was always good to deal with because you could always hold him to his word and if he said a problem would be solved, it would get solved," Mr. Hargrove said.
Many at Chrysler, including Mr. LaSorda, who worked under Mr. Bernhard in the past, say they welcome his return. Whether the smooth sailing will last remains to be seen, especially if Mr. LaSorda's restructuring plan fails to deliver better financial results fast enough. Chrysler had a $1.48 billion operating loss last year as it grappled with a consumer shift to more-fuel-efficient cars and high costs in North America, and it projects it will return 2.5% profit on sales by 2009, which Mr. LaSorda has acknowledged is a modest goal.
Messrs. Bernhard and LaSorda weren't available for comment for this article.
Cerberus and Chrysler have made it a point to emphasize that Mr. LaSorda is in charge at Chrysler, trying to quash speculation that Mr. Bernhard could take over his job. Mr. Bernhard won't be a part of Chrysler's executive team, the company says.
Cerberus is known for expecting fast turnarounds, and a person familiar with the matter said Mr. Bernhard will help keep the pressure on Mr. LaSorda and other Chrysler executives to bring Chrysler back in the black.
Catherine Madden, a senior auto analyst with research company Global Insight, said Messrs. LaSorda and Bernhard may establish a nontraditional relationship at Chrysler, which could work to their advantage. She noted that at General Motors Corp., Vice Chairman Bob Lutz is in the media spotlight as often as Chairman and CEO Rick Wagoner. But the roles of Mr. Lutz and Mr. Wagoner are clear, with one being a product guru and the other a finance man.
Messrs. LaSorda and Bernhard also have complementary attributes, with Mr. LaSorda having a strong manufacturing background and Mr. Bernhard having a knack for products.
Ms. Madden said if it appears the two men share leadership roles, it would present a challenge, as employees need to know who is in charge and have confidence in that person. The situation must not deteriorate "into a challenge between the two people. Only time will tell if this can last."
Mr. LaSorda said this month that he and Mr. Bernhard are close friends and it would be "crazy not to tap him," given his experience and talents when it comes to product development, cost cutting and operations. Mr. LaSorda also said he doesn't have an ego when it comes to asking for help when it is needed, and he will look to Mr. Bernhard when he wants his assistance.
"I've got a great bench at my disposal," Mr. LaSorda said.
Mr. Bernhard was hired by Cerberus this year following a turbulent three-year period during which he sought to lead wrenching overhauls at two storied auto makers, Mercedes-Benz and Volkswagen, only to be forced out after clashes with his superiors.
In 2004, DaimlerChrysler named Mr. Bernhard head of Mercedes. The company rescinded the appointment three months later, after Mr. Bernhard clashed with then-CEO Jürgen Schrempp over corporate strategy. Mr. Bernhard left the company later that year.
![[New Starts]](http://online.wsj.com/public/resources/images/NA-AN023_wolfga_20070530194032.gif)
Mr. Bernhard then went to Volkswagen AG to eventually become head of the core Volkswagen brand. At Volkswagen, Mr. Bernhard persuaded the company's powerful German union to accept a 20% wage cut for some workers by threatening to shift production of a planned sport-utility vehicle outside Germany. VW Chief Executive Bernd Pischetsrieder, who had backed Mr. Bernhard, was pushed out late last year, and Mr. Bernhard followed in January.
Now, Mr. Bernhard could get an opportunity to prove himself again, albeit in a different role. When Mr. Bernhard was at Chrysler the first time, he and Mr. Zetsche helped lead a turnaround that for a time appeared to prove that a big Detroit auto maker could overcome the handicaps of high-cost labor and weak brands with a combination of aggressive cost cutting and smart, stylish vehicles. The Chrysler 300 sedan, brought out on Mr. Zetsche's and Mr. Bernhard's watch, was a runaway hit.
The success proved fleeting, and the company was back in the red in 2003 and again in 2006.
This month, Mr. LaSorda acknowledged that the pressure is on to produce a durable, sustainable recovery at Chrysler, a challenge that has eluded leaders of the company since Lee Iacocca. Mr. LaSorda says he and Cerberus have faith in his restructuring plan that calls for 13,000 job cuts and a $3 billion investment in engine systems. Mr. LaSorda has also said he knows his job could be in danger if he doesn't produce results, but he said that would be the case no matter who owned Chrysler.
"They [Cerberus] have deep pockets, but we've got to deliver," Mr. LaSorda said at a news conference.
Write to Gina Chon at gina.chon@wsj.com
Rumormill From Car & Driver: Audi R8 To Get Turbo Diesel In 2009
Enter the (C&D) rumormill: Audi R8 diesel coming in '09
When the topic of conversation at the Autoblog bunker shifts to the R8, it's simply a matter of time before one of us brings up the idea of a diesel version of Audi's new supercar. With the recent success of the TDI R10, Audi has both the technological prowess and the racing creds to make a serious play towards being the first automaker to offer an oilburner in an exotic. According to Car and Driver, it's not only plausible, it's undergoing development.
C & D breaks down the engine choices into " the good, the bad and the ugly," with the good going to the 4.2-liter TDI (326 HP and 561 lb.-ft. of torque), the bad being the 3-liter V6 (233 HP and 369 lb-ft. of twist) and the ugly as the twin-turbo V12 found in the R10 racecar. The latter is making close to 500 HP and a kidney-punishing 738 pound-feet of torque, which because of its high weight and intricacies would make it a poor choice.
Notable absent from the mag's lineup is the 5-liter V10 found in the Touareg that produces 308 HP and 550 lb-ft. of stump-destroying torque, but considering that the 4.2-liter TDI makes more power and more low-end grunt, we understand why it was left out of the mix.
If Car and Driver's sources are to be believed, expect the TDI R8 to come to market in 2009. That, along with a rumored Targa version supposedly due that same year, would cause the R8 line to swell beyond feasibility. Time will tell, but we like what we hear so far.
[Source: Car and Driver via the German Car Blog]
2008 Caddy CTS-V Getting A Blower & 600 HP
Blown! Next CTS-v gets 600-horse supercharged V-8
What's good for the Blue Devil is good for the Cadillac CTS-v. The next-generation muscle-Caddy, which is expected in the 2009 model year along with the quicker-than-Z06 Chevrolet Corvette, also will get the supercharged LS7 7.0-liter powerplant. While the Blue Devil, which will be named Z07, will have about 700-horsepower ("Trend," June), expect the engine to be detuned somewhat for the CTS-v to about 600 horses.
That's still well above the competition's numbers. The BMW M3 and Audi RS4 come in at 420 horsepower, and the Mercedes-Benz C63 AMG looks to be about 503 horsepower, same as the CLK63 AMG Black Series that made its debut at the New York show.
On paper, the Z06's 505-horsepower, 7.0-liter has enough grunt to give the CTS-v the edge over its European rivals. But the naturally aspirated Z06 engine is said to lack enough low-end torque for a car of the Cadillac's weight. The Z06 weighs just over 3200 pounds; the new CTS-v is likely to tip the scales at about 3600.
Expect themes from the current Cadillac CTS-v to carry through to the new model, including stiffer springs and shocks, meaty Brembo brakes, a quicker steering ratio, fender blisters, and lower front and rear deck spoilers, a mesh grille, and nicely bolstered front seats.
Peugeot 908 HDi faster than Audi R10 in LeMans testing
Peugeot 908 HDi faster than Audi R10 in LeMans testing
LeMans fans waiting patiently to watch the greatest diesel duel in the history of motorsports got a preview on Sunday during an official test session for the 24 Hours of LeMans. All 55 teams were on hand, but our attention is focused on the reigning Audi R10 and newcomer from Peugeot, the 908 HDi. Both cars are a tour de force of diesel technology, but the 908 HDi driven by Sebastien Bourdais proved itself a smidge faster during testing, posting the best recorded lap of the shortened 8.47 test course with a time of 3:26:707 seconds. The Audi R10 driven by Frank Biela posted the second quickest time of 3:28:277 seconds, a little over 1.5 ticks slower than the Peugeot. The other 908 HDi car finished fifth, while the other two Audi R10s finished third and sixth, respectively. The two Peugeot 908 HDi cars completed the day with no mechanical issues, though the Audi teams were dogged by a number of red flags. There's less than two weeks left before the 24 Hours of LeMans begins on June 16th, so we expect both teams to arrive prepared and ready to lay it all out on the track.
[Source: News Press]
UPDATE: Fixed the lap time errors.
PRESS RELEASES:
THE PEUGEOT 908 HDi FAP – A REWARDING DAY'S WORK
Le Mans 24 Hours Preliminary Test Day – 3 June 2007
Peugeot Sport left Le Mans yesterday very pleased after completing the planned test programme for its maiden visit and setting the fastest lap.
The 908 HDi FAP driven by Sébastien Bourdais posted the fastest recorded time of 3m 26.707s, over 1.5 seconds faster than the second placed Audi R10.
Sébastien Bourdais left his fast lap until late on Sunday after posting a series of very quick laps on race tyres after fine-tuning the set-up of his 908 HDi FAP: "We had a comprehensive programme to go through and we succeeded in ticking almost all the items on our list. The car is fantastic to drive, it is nicely balanced and if we succeed in putting in the same sort of performance in a fortnight's time, then we could possibly end up springing a surprise. We did not run on qualifying tyres and I wasn't far off the car's maximum potential. I've got a busy Champ Car schedule over the coming days including a race at Portland next weekend, and then it'll be back to Le Mans for the real thing ...."
Jacques Villeneuve also emerged as the fastest rookie after carefully increasing his pace. "I started with a couple of laps aimed primarily at learning the track which has got quite a few interesting corners. I then went back out later in the day to do a series of long runs to see how the tyres performed, but my biggest concern was the amount of traffic about. That's something new to me, especially since certain cars were taking some pretty bizarre lines! Sharing a car with other drivers isn't a problem and we weren't looking for the absolute fastest time here so I didn't get involved in any set up work. My team mates are far more accustomed to the car than I am!"
It was also Peugeot Sport's other Le Man's rookie Marc Gene's first visit to the circuit. "It's been a very rewarding experience driving here today. The first thing that strikes you is how long the circuit is; it takes so long to cover just one lap! My initial objective was to learn the circuit and find my marks as I completed my 10 mandatory laps. I followed the advice not only of my team mates but also that of my brother Jordi who knows Le Mans well. I was impressed by certain turns, including Indianapolis, and the speeds involved are very reminiscent of Monza."
Fastest lap times:
- 1 Bourdais/Lamy/Sarrazin (Peugeot 908 HDi FAP) 3m 26.707s
- 2 Pirro (Audi R10) 3m 28.277s
- 3 McNish (Audi R10) 3m 28.406s
- 4 Boullion (Pescarolo Judd) 3m 28.574s
- 5 Villeneuve/Gene/Minassian (Peugeot 908 HDi FAP) 3m 30.314s
Allan McNish - Le Mans 24 Hours Test Day Report (3 June)
Allan McNish began his preparations for this year's Le Mans 24 Hours by driving his diesel-powered Audi in an official test at the French circuit today (SUN).
McNish's co-driver Mike Rockenfeller clocked the third fastest time, a 3min 28.406secs, an average speed of over 145mph, around the slightly-shortened 8.47-mile track comprising of closed public roads - despite his inexperience in the Audi R10 TDI.
McNish, who bids to become the first Briton to win the annual endurance race in a diesel-engined sportscar, was competing in an official one-day test attended by all 55 teams that will contest the twice-around-the-clock marathon in France over 16-17 June.
"We completed what we'd set out to achieve. Unfortunately the day comprised a number of red flags, including one near the end which upset our plans a little, but overall we have a well balanced car and we're happy," commented McNish who won Le Mans in 1998.
"We spilt the workload between the three cars. I drove our car for most of the morning to conduct basic ground work. In the afternoon all three of us drove again to give everyone experience of the '07 R10 TDI at Le Mans which has changed slightly at Tetre Rouge and Arnage."
The Monaco-based Scotsman's co-drivers are as last year with regular American Le Mans Series co-pilot Dindo Capello (I) joined by Tom Kristensen (Den). Record seven-time Le Mans winner Kristensen is still recovering from an accident he suffered in the opening round of the German Touring Car Masters (DTM) on 22 April. Rockenfeller (D) deputized for the Dane today (SUN) in the McNish/Capello Audi R10 TDI and a final decision as to whether Kristensen competes at Le Mans will be taken during race week.
Frank Biela (D), Emanuele Pirro (I) and Marco Werner (D), who made Le Mans history by winning the race in their diesel-powered Audi last year, drive together again and recorded the second quickest time (3:28.277) courtesy of Biela. Meanwhile the third "factory" entered Audi R10 TDI handled by Mattias Ekström (Sw), Lucas Luhr (D), and Alexandre Prémat (F), was sixth fastest (Luhr, 3:30.613).
The Peugeot of Sébastien Bourdais (F) recorded the fastest time, 3min 26.707secs, in the eight-hour test staged in warm, sunny conditions. Last year's pole-position time set by Capello was a 3:30.466secs.
McNish flies to Scotland on Monday for two days before attending the TT motorcycle races on the Isle of Man until Friday evening. Allan will spend a day at his Monaco home before returning to Le Mans on Sunday evening to commence his final countdown for the 75th Le Mans 24 Hours.
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