There are road tests of cars and then there are road tests of Bristol cars. The latter are without exception exercises in pleading, begging and the abuse of op-ed columns with the single, inevitable conclusion of no press car. Bristol owner Tony Crook likes to keep it that way, which is perhaps understandable when you consider that the few people who do manage to gain fleeting access to Bristols via owners willing to face Crook’s subsequent wrath usually find that the cars are puzzling examples of shoddy construction sold for Lamborghini prices.

So it came as quite a shock to my friend Zsolt Csikós—road test editor of Hungarian car site Totalcar—that a call to Bristol’s headquarters resulted in Tony Crook himself on the line and the promise of a ride. This lovable geek who often shares Eeyore’s outlook on life managed what even Jeremy Clarkson couldn’t manage: he found himself behind the wheel of a brand-new Bristol. A Bristol Fighter at that, powered by America’s great offering at the altars of displacement: the Viper engine.

Although Bristol Cars is a post-WW2 spinoff of the Bristol Aeroplane Company, they eschew an important engineering principle which crossed over from the world of aviation to car construction: Bristol cars are neither unibodies nor monocoques but bodies over frames, like pickup trucks. It is perhaps fitting then that the Fighter’s V10 engine was originally a Chrysler truck engine. In the Fighter, the all-aluminum block is equipped with Bristol’s own cylinder head and exhaust system, good for 558 HP. Should the latter be found inadequate, turbochargers are available to boost output to beyond a thousand horsepower, coupled with similar amounts of torque.

Of course this being Bristol, the test drive was not a week of freeform excursion on B-roads but a leisurely crawl through London traffic. I shall defer to the author at this point, translated from the Hungarian:

What does it feel like? I gave the throttle no more than a percent of go, save for my rare instances of hoonage when I gave it two percent. It doesn’t really make a difference as 558 HP is so much power that a heartier sneeze will drop you across half of Europe. Why would anyone possibly need the 1026 HP of the turbocharged version? One cannot think of anything other than the potential for great pub tales.

The clutch is remarkably light, not Diablo-heavy at all, and the same is true of the steering. Even though the Fighter could certainly use more upper-class destinations, it is perfectly drivable on the side streets around Soho. The gearshift is American in feel, precision not its strongest asset, but it requires a steady and firm grip for operation. And even if I never exceeded 40 MPH in the Fighter, it was a wonderful experience. The interior, the engine with its endless reserves of power, the execution and the sea of dials combine to make even a crawling Bristol a memorable driving experience.

Bristol is a beautiful, rugged, romantic theory on four wheels. The same goes for the Fighter, with more power and a more professional feel. Take it as it is. If you can.

So there you have it. If you’re no fan of computer displays and like your cars with copious amounts of tech-ed spirit and the charms and personality of handmade construction, your new ride is ready. All you need now is upwards of $370,000—and catching Tony Crook in a good mood. Just make sure you don’t namedrop Jeremy Clarkson.

Photo Credit: Zsolt Csikós/Totalcar

This one was particularly challenging as that Viper V10 was quite obviously not originally intended for the rusty and upright engine bay it currently rests in. The perceptive among you would have noted the shape of the firewall, location of the wiper motor, the fresh air intake and the dual hinge links and maybe, just maybe, if you've got the skill you'd have put it together and guessed correctly, a 1956 Ford F-100 pickup — the sleepiest sleeper we've seen since the Oklahoma Farm Truck.

[The Real JDM, (ironically)]

Piper Motorsport is behind this build. We'll let them talk you through it:

Welcome to the build of the "Franken M3". The car is a current project of ours which started September of 2007. The idea behind this project was to build the ultimate BMW using the best of the best from BMW's line up. Some may argue whether or not the E30 M3 had much to improve on in the first place? Of course not! The E30 M3 is and always will be a great performer in factory trim and truly is a classic. We've simply started with an E30 M3 and built a whole new breed of the BMW M series.

To start we stripped the car of everything suspension, engine and drive train related and tossed it aside. Come to think of it, nothing but a few miscellaneous body panels and interior pieces have remained thus far.

Next, all new E90 (06-07 BMW 3 series) front and rear sub frames with all associated suspension components where assembled on a chassis jig and adjusted to fit within the stock body of the M3. To achieve this, the stock front frame rails have been removed and new rails where constructed to adapt the new sub frame. We've even raised the front shock towers to allow proper suspension travel for the E90 suspension. The rear of the car was completely cut and removed, excluding the exterior body panels of course, then re constructed to fit the new rear suspension package. This includes the fabrication of new rear shock towers, frame rails, spring mounts, wheel tubs and all related sheet metal work.

Many have asked us, where's the roll cage? Just look closer. Knowing that the customer wanted some form of interior re installed, the roll cage was integrated into the body. The A and B pillars have been sectioned and removed. The bars are inserted into the body making the cage virtually invisible. Door bars are normally just too intrusive on a street car so the inner rocker panels were also sectioned. A hefty piece of box steel was then welded in place connecting the front of the cage to the back while offering some additional side impact protection as well. Essentially all that will be seen after interior is installed will be the rear X and harness bar.

Now for the part everyone's been waiting for, the infamous S85 M5 V10 power plant. This motor was chosen for obvious reasons and it's been matched up with the M5 6 speed manual transmission, differential and half-shafts. The installation of the engine actually started during the first few steps of the suspension assembly on the chassis jig. The new E90 front sub frame was completely reconstructed, among other things to adapt the new engine. Firewalls generally get in the way when stuffing big motors into little cars, so the firewall and transmission tunnel have been removed and were later reconstructed around the new engine and trans. We were very happy with the final placement and balance of the engine, in fact the top of the cylinder heads are just shy of sitting lower than the top of the wheels themselves.

Once the motor was in place and the firewall sealed up, then it was time to wire the car. Rather than spending countless hours ourselves, we decided it was best to contact the best at Apex Speed Technology in CA to complete the task. They worked with a Pectel SQ6M12 management system and wired the car front to back. They made multiple trips from CA, spent countless hours, worked late nights and weekends but we couldn't be happier with the results. There are many neat features that one would never expect to see on an E30. Such as programmable and adjustable traction control, full variable camshaft control for all 4 cams, full electronic throttle control for both throttle banks, driver selectable Anti-lock Brake system, Digital Pi OMEGA dashboard with multiple pages to monitor all vital functions and a Ole Buhl Racing power management system with electronic load control and power distribution

As you could imagine, with the new suspension and wheel/tire combo the fender clearance became an issue. So we've extended the front and rear fender flares to accommodate the wider track which gives it a more aggressive, but subtle look. To finish it off a stainless steel dual exhaust system with twin mufflers exit through the rear bumper.

After our job with the metal fabrication was finished our friends at Old School Enterprises took on the body work and paint. After a very short turn around time the car was back at the shop with a beautiful, no tint silver paint job. The attention to detail is outstanding. With body work and paint to such a high standard, the M3 hardly looks modified.

We'll only show a glimpse of the paint until the final product is unveiled.

So where are we at now? We've recently received the car back from Ai Design with an all new interior. They have done a fantastic job which to the untrained eye has an OEM factory finish.

Before pictures are posted of the finished product the M3 will make its way back to Old School Enterprises one last time for the finishing touches.

Stay tuned...

[via Piper Motorsport]

Here's the thing about the Audi R8 V8 and a manual transmission it is a testament to the breed; It's fast, gorgeous, makes beautiful music, it's easy to handle and it's as easy to drive as an old Ford Escort. When equipped with the R-Tronic transmission though, it's merely magnificent when you're driving fast. However, when you're puttering around town, it's an utterly tragic, annoying, searching, shuddering mess.

Like the V8, the V10 is simultaneously gorgeous and sinister. The intakes under the headlights have a reduced numbers of fins and the entire grille treatment wears a black finish, the chin is slightly tweaked, the sideblades have bigger intakes, new wheels and at the rear the twin exhaust tips are replaced with single oval outlets. Everywhere you go it's thumbs up and long drawn out stares leading to the inevitable lane corrections. In the R8, you have to drive more defensively than normal just to avoid the staring masses.

At 525 HP, the new 5.2-liter V10 makes a little more than 100 HP/L and with 399 Lb-Ft, it's a little down on torque against competitors, but as soon as you floor the throttle, that concern disappears. It accelerates to 60 MPH in 3.9 seconds and pulls like a mule well into the triple digits. Going fast in a super car is easy, it's the quality of the car that makes it so much more satisfying. The "snick, snick, snick" of the aluminum gated shifter, the neurotically perfect feel of the clutch, a steering weight heavy and confidence inspiring. With the suspension set in regular mode, the car happily soaks up road imperfections, while in sport mode the whole thing tightens up, gets even more communicative, and gives you that masochistic punishment supercars are known and loved for.

However, you can't be a lazy driver when on the road with the R8 V10. If you want to go fast, you have to row the shifter. Cruising along at 70MPH in top gear, the R8 will accelerate strongly if you floor the throttle, but drop it down two cogs and it'll explode in a chorus of V10 serenaded acceleration. Acceleration like this can't possibly be legally contained to public streets, luckily, we had the chance to drive it at Infineon.

Infineon is built on natural terrain at the edge of a valley, utilizing the dramatic elevation changes afforded by the foot of a mountain. Its fast, banked, bumpy in places and technically demanding. Some of the corners here are downright dangerous (cresting a hill over a blind corner off camber with a wall bearing down on the track anyone?). That said, here's one of our runs in the R8 V10, time we'd like to call 12 minutes in heaven:

Click to play

It's very possible to run the whole track in one-gear in a car with this much power by just leaving it in third. The 8700 RPM redline with no lack of power all the way to the top makes it almost too easy. To get things really going you'll need to be down into second and up into fourth on the front straight. The car is extremely communicative at the limit of adhesion, the stability control system does an excellent job of independently grabbing brakes at different corners to limit understeer. A driver can take a terrible line and the car will make it faster, but take the right line and it stays out of your business and you're even faster. It's a magnificent handler with the crushing acceleration and powerful brakes to back that cornering ability up.

A few laps in, you start to feel the track as much as the car. The physical effort of driving the car becomes the effort of driving the track and you start internally competing. Better, tighter line than the last pass, smoother clutch engagement, later, harder braking. The R8 draws you into the addiction of speed. You forget how much it costs, and it's probably good the handlers at Audi limited our track time.

We'd be shocked if this was not the case, for the manual. But what of the R-Tronic manumatic which made the R8 V8 a tarnished star? Good news, in the V10 version, R-Tronic has been perfected. Even in full auto mode, the transmission makes snap decisions and executes them quickly, driving through heavy traffic is no more a chore than in a normal auto and it's completely unintrusive. Put it into manual control mode and the sport setting and it's utterly awe-inspiring. Shifting with the paddles is lightning quick and you can knock out upshifts and downshifts like an F1 driver. The car feels even faster with the automatic. If manual transmissions die as a result of transmissions like this, we'll only be a little heartbroken, because the V10 mated to the R-Tronic is a seriously good combination. The car that passed me in the video... it was an R-Tronic.

Complaining about the somewhat disappointing spec sheet numbers - conventional wisdom states that 420 HP and 317 Lb-Ft isn't enough in a $114,200 car - is to fail to understand the beauty of the base R8. But it's that complaining which has resulted in this V10 version. The base R8 is about control, not power. It's a scalpel to other supercars' sledgehammers. It asks its drivers to make the most of the sublime chassis to achieve a truly rapid pace, then gives them the feel and response to do just that. In some ways its the anti-supercar. Its subtle looks aren't meant to be the stuff of adolescent posters. Its numbers aren't meant to be the stuff of barstool bragging. That identity means it appeals more to people who wouldn't traditionally buy supercars.

What the V10 does is add an "11" to the R8's volume knob. Does that make it more awesome? Of course it does. But the R8 was always about defying that word. It was about requiring its buyers to view the car as a whole rather than an exclamation point. The V10 brings the R8 into direct competition with cars like the Ferrari F430, Lamborghini Gallardo and Porsche 911 Turbo. Like those cars, it's impressively fast, but in being like them it's somehow lost some of what made it so different.

As part of the 2010 R8 pricing announcement, Audi told us how much green it'll take to get the even more Bruce R8 V10 with 5.2 liters of German fury. At 518 HP and 391 lb-ft of torque, it's not exactly the best bang for the buck, but with a body like that who cares?

While the video merely shows the beast awaken, idly snorting and snarling without too much drama, the real monumental moment is the merged realization of two snakes finally coming to fruition. After months and months of work, the Frankensnake is almost ready to terrorize the streets and we just had to show you how truly exciting the prospect of this is. For a full rundown on the meticulous work that has gone into this two year-long project, check out our first preview of Scott's two headed snake HERE.

[via MustangBlog]

Lotus has been in bed with Toyota for a number of years now, with their 1.8-liter four, in various forms, powering the Elise and Exige as well as the 3.5-liter V6 powering the new Evora. Apparently there's no reason to stop now and EVO is reporting that the 2012 Lotus Esprit will receive both the 200+ mph capable, 4.8-liter 500-horsepower V10 from the Lexus LF-A as well as the 5.0-liter, 417-horsepower V8 out of the Lexus IS-F. Packing these two engines, the Lotus Esprit will compete head-to-nasty-head with both the Lamborghini LP560-4 and the Audi R8, putting it instantly into a fairly competitive dog fight. There's even rumor that an entry-level model might make an appearance with the 300-horsepower direct-injection Toyota V6, though we're curious if that'll bite into Evora sales.

In addition to a couple of fire-breathing monster engines, it's rumored that Lotus is continuing its work on creating 'Eco' variants of its cars which is headlined by its collaborative efforts with silicon valley-based electric wonder boys, Tesla. Will we see a hybrid or electric Esprit? It's well within the realm of possibility and seems to be a pretty cool idea so long as its biased towards the sporty end of the market and not smug Hollywood playboys as with the Tesla Roadster.

The long-coming next-gen Lotus Esprit seems to be shaping up if you're to believe these rumors, but as these things usually go, we're not holding our breath. [via EVO]

Yet another jab by Audi's marketing folk. This time showing that the Audi R8 5.2 V10 super car brings shame and horror to the residents of Ferrari's home town. It's okay little ginger R8, come see us. We promise we'll welcome you with open arms. [via WCF]

The Dodge Viper's 8.3-liter V10 normally cranks out a pretty sad 510 HP and 535 lb-ft of torque, but GTA has massaged the monster mill to produce a prodigious 780 HP on high octane and a mind-bending 840 HP if its sipping ethanol. That dollop of organ-crushing engine is mounted in a unique chassis constructed of carbon fiber, kevlar and titanium which is unfortunately draped in body-work so supercar-generic your local constable won't even notice as you go 0-62 MPH in 2.9 seconds and hit a top speed of 217 MPH. Come to think of it, why aren't more supercar builders taking this route?

[via WCF]

G-Power's newest tuned monstrosity, the BMW M6 Coupe-based Hurricane CS, appears ready to break records like its stablemate, the M5-based Hurricane RS. Whereas the Hurricane RS set a world record for the fastest sedan with a top speed of 228mph (367.4km/h), the Hurricane CS is eyeing the same speeds which would make it the fastest BMW coupe in the world.

In order to pull of this impressive feat, G-Power has dropped in their twin-supercharged BMW M V10 which is capable of developing 750-horsepower and 590lb-ft or torque in high revving fashion. G-Power installs its own belt-driven ASA T1-316 superchargers, tuned to increase the volume of air by up to 25% while running on separate cylinder banks. G-Power's math seems a bit off, but we'll roll with it. The engine was also tuned with Mahle forged pistons, effectively reducing compression, as well as higher tolerance rods and pins to help them handle the increase in performance.

Not content with just providing a performance package, G-Power has also produced this somewhat toonish widebody aero-kit painted in something we like to think of as 'smurf blue.' They've also included a fully adjustable suspension system, carbon-ceramic brakes and Michelin rubber-wrapped 21-inch wheels. You can pick up this non-recession proof G-Power Hurricane CS package for around $478,000 USD. [via G-Power]

Teamspeed member, Peloton, took his $440,000 2005 Porsche Carrera GT in for its four year check up and was nice enough to share in the carnage. Just take a peak at the engineering techno-marvel, carbon fiber monocoque chassis and sub-frame as well as the super trick inboard coilover suspension set up and you'll immediately know why the CGT was (and is) so special.

The carbon fiber monocoque tub and related sub-frame were developments from the 911 GT1 motorsports program and helped pave the way for future exotics like the Enzo Ferrari. Besides the obvious racing-inspired technology, the chassis also benefited from the use of carbon fiber by being stronger, lighter and more safe; ultimately providing the driver with more direct chassis feedback and a more exciting driving experience.

Porsche engineers used a development of the 911 GT1 suspension system in creating the Carrera GT, giving split second response and confidence-inspiring behavior. The CGT utilizes pushrod suspension with double track control arms with coilovers operated by stainless steel pushrods and pivot levers, separating the suspension guidance from the spring action. This system is attached directly to the carbon fiber monocoque chassis for intensely detailed driver feedback. Negative acceleration is provided by the Porsche Ceramic Composite Brake (PCCB) system with cross-drilled 14.96 inch discs at all four corners.

The engine is another technical marvel that's worth mentioning. Originally developed as a 5.5 liter by Porsche's racing division for a still-born Le Mans Prototype (LMP) program in 1999, it was shelved for a number of years to free up engineering resources to develop the Cayenne SUV. Once Porsche realized it had a stupendous engine just sitting around and with their new LMP program utilizing a 3.4 liter naturally aspirated V8, they decided to go full bore to create the Carrera GT. The original 5.5 liter V10 was put to use in the Carrera GT concept shown at the 2000 Geneva Motor Show, but the production version received a 68-degree V10 enlarged to 5.7 liters.

An interesting bit about the engine is that it's a functional load-bearing piece of the overall chassis structure and the block has been built so strong, that there is zero distortion to the cylinder bores. In order to keep the engine low in the chassis, Porsche engineers looked to keep the engine as short as possible and did so by eliminating cylinder liners, instead coating the cylinders with a nickel and silicon solution that improves the overall durability of the 8,000 rev per minute engine. Another thing Porsche's engineers applied; a dry-sump lubrication system, that helps improve overall engine height, weight and reliability. As with other modern Porsches, the Carrera GT is water cooled and features a motorsport-inspired closed-deck architecture allowing for the cylinders to be cooled by internal water chambers. These goodies, all combined, help the Carrera GT produce 605 horsepower at 8,000 rpm and peak torque or 435 lb-ft.

Helping transmit the German-bred horsepower to the ground is the first usage of the Porsche Ceramic Composite Clutch (PCCC), which we can see in a couple of the above images. The PCCC is a very compact unit, helping to keep the center of gravity low and also providing a positive effect on the engine's overall dynamics. Typically, the ceramic composite clutches used in motorsports have a relatively short life span, but the PCCC features a twin-plate dry clutch, carbon fiber and silicon carbide design, providing strength, lightness and an extended service life.

Sitting above all of the technical giz-bang wizardry is a ball-shaped birch/ash wood shift knob set there to remind Carrera GT drivers of the balsa wood shift knob that sat in the 1970 Le Mans-winning Porsche 917. Oh yeah, that's Bruce alright.

(If you've got a Supercar Teardown story you'd like to share, please email us at autoinsider@jalopnik.com and we might feature yours in an upcoming installment)

[via teamspeed, youtube]

The #2 Audi R15 of Allan McNish, Tom Kristensen and Dindo Capello lapped the 3.7-mile track in 1:43.596, half a second quicker than their teammates Marco Werner, Lucas Luhr and Mike Rockenfeller in the #1 car, and a full 1.4 seconds clear of the Frenchies in their Peugeot 908’s.

Allan McNish, who scored the first victory for the R15’s predecessor—the R10, pictured above at last year’s race—with teammates Kristensen and Capello at Sebring in 2006, had this to say about the new diesel racer:

The car feels more agile, it feels more reactive, especially at high speed and through Turn 1, which is a very bumpy corner, it’s more stable than the R10 was. We're actually going through there a gear higher.

We’ve got a better response from the engine as well. I think the V10 being a bit shorter and lighter is allowing the chassis to be more agile in the other parts of the circuit.

Performance-wise, what we’ve seen to date is that we’re a little bit ahead of Peugeot on short runs and also on long runs. Acura are very early in their running because they didn't run on Saturday, so I think we’ve got to wait until Tuesday or Wednesday to see their full potential.

Poor Peugeot. They have been trying to beat Audi since 2007 to no avail. If the R15 wasn’t such an absolute treat for the aluminum and carbon fiber heart, one would almost feel compelled to root for them.

Source: Autosport.com

Photo Credit: Doug Benc/Getty Images

Today we're honoring Detroit's first mass-produced overhead-cam V8 engine (yes, it beat GM's Northstar to the marketplace; no, jillion-dollar factory-racer engines like the 427 Cammer don't count as "mass-produced"), an engine that's proven to be very reliable as well as capable of serious power numbers: the Ford Modular V8/V10 family. If it's a Ford, Lincoln, or Mercury vehicle made after 1992 and it has room for a V8, odds are it has a Modular; everything from the F-series truck all the way up to the Ford GT has been a Modular recipient since the 16-valve, 4.6 liter Modular V8 made its debut in the '91 model year. The Mustang started going Modular in 1994 and ditched the old pushrod Windsor V8 completely by 1996. You can find the Modular V8 (which, despite the name, doesn't have much parts interchange between versions- this in keeping with hallowed Ford V8 tradition) in 4.6, 5.0, and 5.4 liter variants, with single or double overhead camshafts, with two, three, or four valves per cylinder, naturally aspirated or supercharged, and with blocks made from cast-iron or aluminum. The V10 version, displacing a monstrous 6.8 liters, has been powering Ford trucks for more than a decade.
[Wikipedia, photo source: EngineForAll.com]

Just listen to the wail coming from the Audi R8 V10's 5.2 liter FSI V10 as it pumps out 525 horsepower and 391 lb-ft of torque. If this doesn't make your day better, then what the heck will? Audi released 23 new images to go along with the driving clips and really helps to make this updated R8 one of our favorites.
[via youtube]

Over the 4.2-liter V8 R8, the V10 makes 105 more Hp, uses different air intakes and a different rear feature. Crucially, it also develops 395 Lb-Ft of torque, 78 more than the v8.

The Audi R8 5.2 FSI quattro: Breathtaking Performance
- The new 5.2-liter, ten-cylinder engine puts out 525 hp
- Sprint to 100 km/h in 3.9 seconds, top speed 316 km/h
- High-performance sports car with striking design

INGOLSTADT, Germany, Dec 8, 2008 - Audi is launching the next variant of its top-of-the-line model. With the R8, the brand has established itself at the forefront of high-end sports cars from the very start - and now comes the R8 V10. Its 5.2-liter, ten-cylinder engine churns out 386 kW (525 hp) and 530 Nm (390.91 lb-ft) of torque, which makes for breathtaking performance. With superior Audi technologies such as quattro all-wheel drive, the lightweight aluminum body, the innovative all-LED headlights, and its striking design, the R8 V10 takes pole position against the competition.

The R8 V10 is the result of cumulative know-how from Audi's string of Le Mans victories. Its naturally aspirated engine combines racing technology such as dry sump lubrication with FSI gasoline direct injection. The ten-cylinder design is the perfect synthesis for impressive top performance, mighty pulling power, and low weight. Starting in 2009, this engine will also prove its potential on the world's racetracks - in the new R8 racing car Audi is developing for customer teams in conformance with the GT3 rules.

The V10 engine in the production sports car will be almost identical in construction to the one in the racing version. Its displacement is 5,204 cc, at 6,500 rpm it delivers 530 Nm (390.91 lb-ft) of torque, at 8,000 rpm its power tops out at 386 kW (525 hp).

The specific power output is 100.9 hp per liter of displacement - and each hp has to propel only 3.09 kilograms (6.91 lb) of weight, because the Audi R8 V10 in the version with the six-speed manual gearshift weighs only 1,620 kilograms (3571 lb). The engine accounts for 258 of these kilograms (569 lb) - that's only 31 kilos (68 lb) more than the V8.

The Audi R8 5.2 FSI quattro rockets from zero to 100 km/h (62.14 mph) in 3.9 seconds. In the version with the sequentially shifting R tronic it reaches 200 km/h (124.27 mph) in another 8.1 seconds. Even then its propulsive power hardly lessens: it's sufficient to reach a top speed of 316 km/h (196.35 mph). The immense force, the spontaneity and the thrust of the acceleration, plus the sound of the engine - all these impressions coalesce into a breathtaking sports car experience. The V10 plays a concert with growling bass tones and powerful high notes, which grows into a grandiose fortissimo as the engine revs up. This sonorous acceleration doesn't reach its limit until 8,700 rpm.

The 5.2-liter powerplant uses direct injection according to the FSI principle developed by Audi. A common rail system injects the fuel into the combustion chambers with up to 120 bar of pressure. Direct injection reduces the susceptibility to knocking and provides a certain amount of cooling through the evaporation of the fuel, which in turn supports a high compression ratio of 12.5:1. This in turn contributes to superior performance and improves fuel economy. The R8 V10 with R tronic gets by on an average of 13.7 liters per 100 km (17.17 US mpg).

For maximum dynamics: low center of gravity engine

The technical refinements of the long-stroke ten-cylinder engine include dry sump lubrication, which allows the engine to be mounted low within the chassis. The wide cylinder angle of 90 degrees also makes for a low center of gravity. The crankcase is a high-strength aluminum-alloy casting produced in a complex process. The connecting rods are made of forged steel, the pistons of aluminum. The four camshafts are chain-driven and each is adjustable through 42 degrees. This provides great latitude in controlling the valve timing. In combination with the straight, flow-optimized ducts of the intake manifold, this improves the charge throughout the entire speed range.

The R8 5.2 FSI quattro has a six-speed transmission. A precise and smooth-shifting manual transmission comes as standard equipment. The sequential R tronic is available as an option. The high-tech gearshift conveys an authentic racing feel - with the rocker switches at the steering wheel and the short shifting times of usually less than one-tenth of a second. When the driver actuates the Launch Control program by pressing a button, the R8 V10 takes off in a vehement quick-start with electronically controlled tire slip - both with the R tronic and with the manual transmission.

A contributing factor to the wide lead in traction and driving safety of the Audi R8 V10 over the competition is quattro all-wheel drive - it's the superior technology especially for a high-performance sports car. Four powered wheels get more grip than two. They enable the driver to step on the gas sooner when coming out of a curve. It's not only the traction that benefits, but also the transverse dynamics and the stability.

44 to 56 percent - the ideal axle load distribution

The Audi R8 chassis offers both dynamic performance and astonishing levels of comfort on long distances. This high-performance sports car from Audi eagerly responds to any steering action with instant ease, achieves lateral acceleration of up to 1.2 g, and handles any situation with superb driving safety. Its mid-engine design provides an ideal axle load distribution of 44 to 56 percent.

The wheel suspensions on dual aluminum wishbones front and rear - a classic racing technology - are optimized for neutral self-steering characteristics. Even more than in the eight-cylinder R8, this setup is designed for maximum performance. 19-inch wheels equipped with tire pressure monitoring display are standard equipment. Their 10-spoke Y design is exclusive to the R8 V10. Tire sizes are 235/35 front and 295/30 rear.

The car features a high-end damper technology as standard: Audi magnetic ride adapts the characteristics of the suspension in milliseconds to the nature of the road surface and to the driving style. Suspended in the oil of the shock absorbers are tiny magnetic particles which, when a voltage is applied, rearrange themselves so as to slow down the flow of oil through the valves.

In the R8 V10, deceleration is provided by an extremely muscular braking system - eight brake pistons at the front and four at the rear grasp the brake disks, which are ventilated and perforated to ensure unimpeded heat transfer. The brake disks on the front axle have a diameter of 380 millimeters (15 in); the rear discs span 356 millimeters (14 in).

The R8 5.2 FSI quattro is optionally available with a ceramic brake system whose disks are made of a composite material containing high-strength carbon fibers and abrasion-resistant silicon carbide. These are especially light: their combined weight is nine kilograms (19.84 lb) less than the weight of equivalent steel disks. The ceramic brakes can easily cope with the harsher requirements of racing, won't corrode, and have a typical service life of 300,000 kilometers (186,400 miles). Their calipers are painted charcoal gray and emblazoned with the inscription "Audi ceramic".

Typically Audi: Sharp lines and an elegantly curved roof

The wide, full shape of the R8 5.2 FSI quattro seems to hug the road. The brawny proportions and prominent wheel wells underscore its potential. The high-precision styling of the lines and the elegant curve of the roof are typical Audi features. A continuous contour optically connects the front, the wheel wells, the sides and the rear. Located well forward, the cab visually expresses the mid-engine design. The vertical air scoops (sideblades) on the sides are also indicative of the engine location. The massive aluminum gas cap is mounted flush within the right sideblade.

The design of the Audi R8 has already impressed experts, as evidenced by the double victory in the "World Car of the Year Awards 2008". In the ten-cylinder model, the styling has been sharpened up even more.

The front air inlets, which feed air to the coolers, and the lip of the front apron are painted in high-gloss black. The number of cross-braces has been reduced from four to two. The vanes of the single-frame grille have a striking chrome finish.

A very distinctive highlight of the R8 V10 are the all-LED headlights as standard equipment. Audi is the world's first automaker to use LEDs for the high beam, low beam, daytime running lights, and turn signals. Each headlight integrates 54 of these high-tech light sources. With a color temperature of 6,000 Kelvin the LED light closely resembles daylight, which is less tiring to the eyes in night driving. Further advantages of the LEDs include brilliant illumination, low energy consumption, and a virtually unlimited service life.

Special details also distinguish the body of the R8 V10. Its sideblades are more accentuated than in the eight-cylinder version. The side sills are more striking and wider; the exhaust grilles at the rear windows have a matt aluminum look. Through the large rear window, the ten-cylinder engine is clearly visible in its consummate technical beauty.

When in motion, this Audi high-performance sports car creates a downforce that keeps it in firm contact with the road - thanks to a rear spoiler which deploys automatically at 100 km/h and the fully enclosed underbody, which terminates in a sharply upward-curved diffuser. The dominant color at the rear end is high-gloss black, including the settings of the LED tail lights. The air outlets at the rear end also have only two cross-braces, and the exhaust system terminates in two large oval tailpipes.

Audi sets the example - in body weight and rigidity

The body of a sports car must be especially lightweight and rigid. Audi meets these requirements with the technology of the Audi Space Frame (ASF) and its high-tech aluminum construction. The body-in-white of the R8 V10, which includes an engine frame made of ultra-light magnesium, weighs only 210 kilograms (463 lb), and the quality of its lightweight design - the relation of weight to torsional rigidity - is the best in the sports car segment. The body is composed of profile extrusions, sheet aluminum and very complex gusset castings, all held together by 99 meters (325 ft) of welding seams, 782 rivets, and 308 special screws.

The interior of the R8 V10 provides a unique racing ambience at the luxury level. Its dominant element is the so-called monoposto - a wide arc that contains the steering wheel and the cockpit. As always in an Audi, the workmanship is of the highest quality. The surfaces of the dashboard and doors are lined with fine materials and adorned with precisely stitched decorative seams. Many customizing solutions are available: Audi supplies leather in a wide range of colors, packages with a carbon and piano-lacquer finish, or a made-to-measure luggage set. quattro GmbH, which has developed and is producing the R8 V10, also provides solutions for unconventional requirements.

The great everyday utility of the Audi R8 V10 is based in part on its spacious interior made possible by the long wheelbase of 2.65 meters (8.69 ft). Drivers and passengers of any size will always find a perfect sitting position. Visibility too is surprisingly good. Slender hinge pillars optimize the obliquely forward field of view. Another advantage for convenient everyday use is the luggage space: 100 liters (3.53 cu ft) fit under the front hood, another 90 liters (3.18 cu ft) can be stowed behind the seats. There is also room for two golf bags.

The Audi R8 5.2 FSI quattro combines its colossal performance with a generous complement of standard equipment. Highlights include heatable seat covers made of Fine Nappa leather, a driver information system, the navigation system plus and the Bang & Olufsen sound system along with deluxe automatic air conditioning and an alarm system. The instruments and the gearshift knob are decorated with red rings; the footrests and the rocker switches of the R tronic have an aluminum finish.

The list of options includes other highly attractive features - such as the Audi parking system advanced with its integrated rearview camera or numerous Audi exclusive customization options. Various leather packages provide a luxurious touch, while the bucket seats from the Audi exclusive program bring a highly concentrated racing atmosphere into the R8 V10.

The Audi R8 5.2 FSI quattro will be rolled out in Germany in the second quarter of 2009 at a basic price of EUR 142,400.

A lot of you were enraged when we referred to the 2009 BMW Z4 as a hairdresser’s car. Today we bring you the non-hairdresser version of the Z4 and it’s not the M Roadster.

OK, we lie, it was an M Roadster at one point, but the owner wasn’t content with the paltry 343 HP inline six it was packaged with from the factory. No, they needed more -– much more. The six was ripped out and replaced by what some call a technical marvel or possibly just the 2005 Engine of the Year — the 5.0-liter V10 from the BMW M5 / M6.

It appears the M5’s donor V10 fits perfectly under the hood of the Z4 and it likely packs quite the wallop when the go pedal is stomped. But when you decide to go, it’s not the stock 507-hp that you’ll be feeling, but a Hartge-tuned 551-hp instead. All this power is routed through a six-speed manual gearbox allowing this non-hairdresser’s Z4 to rocket to 60 much faster than the stock M5’s 4.7 seconds.

The Z4 appears mostly stock from the exterior with the exception of a set 20-inch Hartge wheels – a true sleeper indeed. The asking price for this little beast is a non-carpocalypse friendly 97,900 Euros which rounds out to roughly $140,000 U.S. For that money, you could almost buy five standard M Roadsters to strut your pretty self in, but we’d rather have just this one so we could lay to rest the hairdresser debate once and for all.

[Carscoop via Mobile.de]

10) Ram VTS Concept

9) Sidewinder Concept

8) Six Shooter Cuda

7) Jeep CJ-7

6) Tomahawk Motorcycle Concept

5) Defender

4) Bristol Fighter T

3) Jaguar XJS

2) Sniper

1) PT/10 Cruiser

Bonus)

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[via Hurley Engine Service Company]