Cat flips plane the bird

This reality was reinforced last week when, en route to a car launch, I found myself wedged in some miserable charter plane with a fuselage no wider than my desk. Already feeling queasy from picking through the contents of my snack box, it weaved, bucked and lurched in a way that made my face clammy and the man next to me stare in horror as I searched frantically for that white bag hiding in the seat pocket.

While fighting back the waves of nausea, I prayed for many things: Valoid, solid ground, even a violent midair explosion, but top of my list was to be back inside the Jaguar I left at OR Tambo.

The polar opposite of any aeroplane in the world today, the Jaguar XF dishes out the sort of comfort that turns even the longest trek into a high-speed, chill-out session.

Open one of its chunky doors, take in all the modern splendour of those blue illuminated dials, and you'll immediately feel the urge to plonk yourself behind that heated steering wheel and hit the road to nowhere.

Lovingly put together and filled with all sorts of British design quirks (that pop-up gear selector knob on the centre console never gets boring), not only is this big cat a great machine to kill travel time in, it's also immensely capable of devouring kilometres once you hit that pulsating red starter button and awaken all eight of those cylinders slumbering beneath the bonnet.

Thumping away in an all-new 5litre aluminium block, these steely fists of fury now give the XF even more of a performance punch; one that shuffles its 1780kg kerb weight along at a most impressive rate of knots.

A lot more urgent than the smaller 4.2litre it replaces, it results in a notable increase in off-the-line acceleration and gives the XF even more legs out on the highway, something any high-powered executive is sure to delight in.

However, pulling cleanly from idle all the way up until the horses run out at 6500rpm, the best thing about this monster engine has to be the soundtrack it manages to woof out from deep within its innards. Falling somewhere between the lazy rumble of an American muscle car and the race-bred yell of an Aston Martin Vantage, the deep baritone growl snarling through those two over-sized exhausts causes your foot to squeeze hard on the loud pedal whenever the road conditions allow it.

Guaranteed to thrill any enthusiast, this glorious noise is just one of the many elements that makes the XF such a peach of a car to drive.

Its road manners, in particular, are nothing short of exemplary and thanks to an extra-stiff body shell and sporty suspension, this Jaguar is an absolute blast to punt down your favourite B-road at pace.

The steering could do with a tad more resistance, but other than that, there's not much else to find fault with in the dynamics department.

In terms of overall ride quality, things are equally pleasing as that fine damping manages to be firm without coming a cropper over everyday bumps. In fact, only the very worst roads seem to unsettle this Jag.

Quick when you need it to be, relaxed when you don't, the Jaguar XF is still an effortlessly cool alternative to Mercedes-Benz's new E-Class and BMW's soon-to-be-replaced 5 Series.

And what with that useful hike in power and torque, I think it just might just give its nearest winged rivals a proper run for their money too. Well, in my book anyway.

Review: 2009 Aston Martin DB9 Volante makes getting away with it half all the fun

Although the Aston Martin DB9 has been around for six years, we never tire of seeing it. And two years on and after seat time in a number of other magnificent cars, the DB9 Sport Pack remains one of our favorite driver's car (that doesn't really have a trunk, but we'll get to that later).

Generally, we prefer coupes, but the DB9 Volante is no poor thing to lay eyes on, top up or down. The way the fixed-roof variant's greenhouse tapers into the tail and creates those voluptuous hips is part of the car's perfect completion. The convertible maintains those crucial lines in back, and the loss of the C-pillar doesn't make it less beautiful, only different. If you're a convertible person, this is a vehicle you'll always enjoy staring at.



The center console is a fabulous upgrade over the fussy interior of the previous model. The beautiful and far simpler aluminum-accented DBS theme raises the visual and tactile game on par with the rest of the cabin, and Aston makes – hands down – the most handsome seats in the business. They're as pleasurable to sit in as they are to look at. The dashboard dials are sparkling and intricate, but the speedo has too many hash marks for us to register things quickly, so we keep our eyes to the right on the tach and the inset digital gauge. The steering wheel is the only blunt instrument in the cabin, not counting the Bang & Olufsen stereo, which is more accurately described as blunt force.

Everything is swathed in cross-stitched leather, and it is, let us say again, beautiful. It's also snug. The steeply raked windshield terminates at a point not too far from your forehead. When the top is up you get the feeling of being secured in a leather-clad vault. When the top is down, one side of the vault is open.



Just like a snug pair of jeans, though, there ain't too much room to store things. Put anything lighter than a brick in the back seat and it's going to fly away. Up front you've got a glove box that's about the size of a mail slot, and a host of small, rectangular cubbies with attached elastic straps – as if you'd have eight pens and cell phones you needed to tie down.

Not that we're going to spend too much time focused on that – we have a convertible Aston and the Eden that is Southern California to play with.

Put the key into its slot on the dashboard, press it all the way in and wait. Rolls-Royce gets credit for the term "waftability," but we have to give Aston credit for the archetypal burble. It's perfect. The car comes to life with a bark and then settles into the most honeyed warbling in the automotive kingdom. If you have an errand to run, you want to give yourself five extra minutes so you can play with the throttle before leaving the driveway.

Flip the paddle into first and pull away, and the easy spooling of torque from the 6.0-liter V12 – 443 pound-feet of it – gives you the impression you can ride a trail of clotted cream from your parking spot into triple digits. Raw grunt on the go is provided by the 470 horsepower, and the two numbers together will get you to 60 in 4.8 seconds.



Our hierarchy of preferred transmission choices goes like this: six-speed manual, five-speed manual, any-other-speed-manual, bicycle, train, bus, blank, blank, paddle shifters, walking, a hand-operated cable, riding on someone's handlebars, blank, a donkey, an automatic.

At least, it did before we sampled Aston's improved Touchtronic unit. For the first time we found an automatic vehicle that delivers fully on the promise of paddle shifting. As with the DBS Volante we drove at Pebble Beach, gear changes are immediate and, especially of note, power delivery is seamless. No jerking, no waiting, no nothing but the shifting of gears and the acceleration of movement. Superb.

The best way to stay on top of your gearing, though, is not to watch the gear indicator in the dash; it's to pull the switch and lower the top and listen to the revs from the twin pipes. The cloth top, a tad on the busy side while descending, stows in a little less than a dozen seconds.



However, except for a little more A-pillar vibration when seriously tootling, it doesn't hinder the driving experience. Aston beefed up the strength of the shear panels by ten percent and added Bilstein shocks, and the combo makes for a remarkably stiff setup that neither skates nor shimmies. Our finding was that the stereo subwoofer would make the rearview mirror vibrate more than the lack of a roof, except on the meanest stretches of freeway.

Road noise with the top up or down was fine. We could carry on conversations easily with the top in place, even though there was a little wind noise around the A-pillar that made it seem like the windows wouldn't go all the way up. Chatting was slightly labored with the top down, but fine enough to get crucial conversations conducted.

Get off the phone and get to serious pilotage, and the DB9 follows orders like a loyal adjutant. Dr. Ulrich Bez brought his Porsche instincts with him to Aston, so turn-in is practically instant and the car won't be shaken loose from its line unless you go fruitbat crazy working the pedals. The Aston swallows mid-corner bumps as well as any coupe, and pulling out of a turn could even be more fun than diving into one only because you get to hear that burble-turned-bellow of the V12 chase you all the way. And if you should happen to come to a stop after some spirited driving, the vents on the hood exhale all that warm, vision-distorting air and give you the impression you've been flogging the dark-yet-willing heart of the beast.



There are three ways to approach an Aston: as a work of art, as a functional tool or as a driving proposition. As art, the Aston is museum-worthy, and as a driving proposition it is just about flawless. With the wonder of that Touchtronic transmission, we can't even complain about not having a proper manual with which to exploit the V12.

Yet when it comes to a usable, functional space, the DB9 – as a complete work, as one coherent piece made of many parts – has the most fascinating combination of quizzical inclusions we've ever come across in a single vehicle. Of course we can't speak for long term durability, but the craftsmanship on every Aston we've been in so far has been first rate. But the key we were given was plastic. We figure it was the spare, but it felt like something out of a Barbie playset and we had to look at it every time we wanted to lock the car or open the trunk because the tiny black buttons were nearly impossible to discern. Slightly more galling was the fact that when the key is in the center-mounted slot and the DB9 is off, you can't just push the key to reawaken the V12 beast. You have to take the key completely out and then reinsert. That's annoying.

Another key note: the glovebox door is electronically controlled. If you take the key out, the glove box won't open after a set amount of time. You have to put the key back in, wait a bit and then open it. The only problem: it works when it wants to. Again, annoying, but something a simple firmware fix should rectify.



Although we've beaten this point around the head, we still haven't got over it: the trunk isn't really a trunk, it's a carry-on suitcase. It would make more sense if you didn't pack a bag, but rather packed the trunk directly. Furthermore, there is not only no automatic feature to raise and lower the trunk, there is no hydraulic assistance and there's no built in handle on the underside to pull it down without touching the bodywork. It operates on manpower alone, with greasy fingers on paint. This is on the same car that features stitched leather around the seatbelt buckles, so we know Aston cares about details. But we've got to soil our hands – and engage in manual labor – to open the picnic basket between the rear fenders.

While the Bang & Olufsen stereo is the new word in aural satisfaction, the iPod integration leaves a bit to be desired. It works well until you want to play a single track, and then it's a chore to get it to stop playing and get back to the main menu. On the same token, we'd be much happier if Aston took a little money from its LMP1 project and got rid of all the Volvo references in its model line, namely with the switchgear and navigation screen. Here's an idea: Take the One-77 gear and fabricate it in plastic. Something. Anything. Just not Volvo. Not that there's anything wrong with Volvo switchgear... in a Volvo.



Although it might appear we've given the Aston a pasting, that's neither the case nor the intent. The foibles we've mentioned are – confoundingly – common to just about every car at that level, save for perhaps (are we really saying this?) Ferrari. Bentley's center console screen is a marvel, and not always in a good way. Rolls-Royce made "iPod integration" a bad word until the Ghost, now we're waiting for its new system to make the jump to the Phantom line. The Murcielago interior refuses to leave the (early) '90s. Getting directions into the Veyron's nav is easy as long as you have your Palm Pilot and plenty of time.

The trip here is that Aston has met the uncanny valley: the car is so close to "Could this be any better?" that the merest things begin to make you exclaim, "Oh dear God!" And because we know they can do it (have you seen the One-77?!), we wonder why they don't.

Ah well. The car is gorgeous. The interior is art. The stereo is brilliant. The driving is terrific. The soundtrack is perfect, and always played at the perfect volume. For the rest we could use The Supermodel Excuse, but we won't. We don't need to. Because everything we mentioned could be preceded by, "Well, if I really had to complain..." But again, we don't. And neither will your supermodel companion, for they're known to be favorably inclined to this particular car.



Quite simply, it rocks your world and those around you, and if nothing else, those quirks just give us improvements to look forward to on next year's model.

Best of all, the DB9 Volante can help you do the business and get away clean – and topless – which could save you a trip to some dank hoosegow after the final act. Take our word for it: there are much better ways to see Tajikistan.


Gallery:

Daily Downshift: November 10, 2009

Daily Downshift: November 10, 2009 November 10, 2009 at 6:08 pm by Car and Driver

+ We road-test the Porsche Panamera Turbo. For 24 hours. [Car and Driver]

+ GM has reportedly given the Chevy Volt–based Cadillac Converj a green light for production. [Car and Driver]

+ We release the 2010 Ford Raptor in to the wild, right where this trail-shredding, dune jumper belongs. [Car and Driver]

+ Dr. Piëch gets his way: Volkswagen is now the world’s largest automobile producer, for the time being.  [Car and Driver]

+ Jaguar has followed in the footsteps of BMW, Lexus, Aston Martin, and Porsche and created a performance driving school that’s free with the purchase of certain models.  [Car and Driver]

+ Volvo has released images and a bit of info on the redesigned 2011 S60 sedan. [Car and Driver]

+ Take a crack at this week’s Name That Exhaust Note. [Car and Driver]

+ We find that the Kia Forte Koup has some compelling, class-leading attributes. [Car and Driver]

+ If you’re under the impression that muscle cars from the sixties and seventies are one-trick, straight-line ponies, you may be surprised at what Hotchkis has come up with.  The company has replaced the suspension of a Challenger 340 T/A to create an autocross-ready muscle car.  [Jay Leno’s Garage]

+ Official videos of the M3 GTS have surfaced and illustrate that the car sounds amazing.  [Autoblog]

+ Michigan, and Detroit in particular, is well known in the automotive world for its poor roads.  Even though our roads are in rough shape, Michigan’s bridges are solidly out of the top five worst in the country.  [The Car Connection]

Aston-Martin CEO criticizes e-car hype

MUNICH, Germany — During a panel discussion at the Productronica trade fair, the top executive of automotive OEM Aston Martin Lagonda has found harsh words for the trend towards electric cars and the associated infrastructure developments.

Participating at the panel discussion were several top managers from industries associated to electronics and semiconductor production, as well as Ulrich Bez, chairman and CEO of sports car manufacturer Aston Martin Lagonda. The discussion centered about strategies to overcome the current crisis and came to the conclusion that innovation is one of the main constituents that help enterprises to survive.

At the question which essential innovations he sees for the automotive industry, Bez said that this industry has been very innovative since the 100 years it exists. He added that from his perspective the current zero-emission car and electrical car discussion is not overly substantial. The "noise" [about this topic] would not justify the real value of electric cars, he pointed out. "For the year 2020, the German government expects 1 million e-cars on the roads. That's nothing," he said.

Bez pointed out that professor Ferdinand Porsche already in 1900 had built an electric car with a driving range of 80 km. "There has not been much improvement since then," Bez said, referring to the still very limited driving range of today's e-cars.

He also criticized technical approaches that aim at using the batteries of electric cars to stabilize the power grid, an approach currently discussed in the industry. "Automotive comes from auto (the Greek word for "self") — I would not make my car available for charging the grid," Bez said.

Panelist Joseph Donahue, President of Tyco Electronics' Global Automotive Division, agreed in parts, conceding that the development for e-cars is still in its infancy. "The batteries are ways away", Donahue said. He added that in Europe the industry has made great progress in developing turbocharged motors in order to improve efficiency and reduce hydrocarbon and toxic emissions. In Asia, development of hybrid vehicles is rather advanced, he said. "But these concepts still account for a very small part of the market."

Related articles and links:

E-cars have a long way to go to become competitive, researcher says

German automotive industry embraces e-car, but . . .

U.S. earmarks $2.4 billion for battery, e-car manufacturing

Dubai Motorsport Festival at Dubai Autodrome

Posted by: MSulka on Sunday, November 08, 2009 - 07:53 PM Texas: NASCAR Sprint Cup Race Results - Busch, Dodge Win!

In front of 167,000, Kurt Busch and his No. 2 Miller Lite Dodge won the Dickies 500, his 20th victory in 326 NASCAR Sprint Cup Series races. This is his second victory and 19th top-10 finish in 2009. His last win came on March 8 at Atlanta Motor Speedway. This is his first victory and ninth top-10 finish in 14 races at Texas Motor Speedway. Texas can now boast 15 different winners in 18 races.

Grabbing second, Denny Hamlin and his No. 11 FedEx Office Toyota posted his sixth top-10 finish in nine races at Texas Motor Speedway. It is his 18th top-10 finish in 2009.

Matt Kenseth and his No. 17 DeWalt Ford finished third to post his 10th top-10 finish in 15 races at Texas Motor Speedway.

Mark Martin and Kevin Harvick rounded out the top five.

Scott Speed (18th) was the highest finishing rookie.

Jimmie Johnson leads the NASCAR Sprint Cup point standings by 73 points over Mark Martin. Johnson's point lead shrunk dramatically after an early crash. Johnson finished 38th. Read more... (29914 bytes more) Todays Big Story Today's most read story is:

Toyota Continues Investing In NASCAR After Formula One Pull-out Hot News! · Dreyer & Reinbold Racing Excited About New IndyCar Title Sponsor (Nov 10, 2009)· Dubai Motorsport Festival at Dubai Autodrome (Nov 10, 2009)· Scott Wimmer Two-Steps to a 13th-Place Finish for Turner Motorsports’ NASCAR Debut at Texas (Nov 10, 2009)· Braun Racing Expanding In 2010 To Field Four NASCAR Nationwide Series Teams (Nov 10, 2009)· Honda Says Safety Advice And Training, Not Fear Tactics, Will Ensure Motorcycle Safety (Nov 10, 2009)· Impressive 2009 NASCAR Nationwide Series Debut for James Buescher with Phoenix Racing at Texas (Nov 10, 2009)· Texas: James Buescher NASCAR Truck Race Recap (Nov 10, 2009)· No Track Comes Close To Matching Talladega Eight Races Into NASCAR's Chase (Nov 10, 2009)· Texas: JTG NASCAR Sprint Cup Race Recap (Nov 10, 2009)· 2010 Dakar Rally: Volkswagen To Defend Dakar Honour With Five Race Touaregs (Nov 10, 2009)· No Confirmation From Brawn On Button Or Mercedes (Nov 10, 2009)· F1: Major Changes Coming At Brawn GP ??? (Nov 10, 2009)· F1 Update: Toro Rosso 2010 Driver Line-up... One Signed ? (Nov 10, 2009)· Interesting Names Appearing For Formula One Test In December (Nov 10, 2009)· Campos Set To Announce Senna Officially Today (Nov 10, 2009)· 2010 MotoGP Provisional Calendar Amendments Announced (Nov 10, 2009)· F1: More Rumors That Red Bull Is Staying With Renault ??? (Nov 10, 2009)· Toyota Continues Investing In NASCAR After Formula One Pull-out (Nov 10, 2009)· Big Hit For Social Networking As F1 Driver Wins Unprecedented Libel Suit Against Google (Nov 10, 2009)· F1 Update: Coulthard To Return To Racing ??? (Nov 10, 2009)· LA Galaxy To Host Houston Dynamo In Western Conference Championship (Nov 10, 2009)· BMW Group Increases Worldwide Sales In October (Nov 9, 2009)· CAMI Automotive Invests $C90 Million to Increase Capacity (Nov 9, 2009)· Reigning ARCA Champion Justin Lofton Joins Red Horse NASCAR Truck Team For The 2010 Season (Nov 9, 2009)· Texas: Brian Vickers NASCAR Nationwide Race Recap (Nov 9, 2009) Latest Road Test · Road Test & Beyond: Dream Garage (Oct 21, 2009) [ Click Me ] Past Articles Sunday, November 08 ·

Geely could be good fit for Volvo

The Geely GT at 2009 China Auto Show. For a gallery of images, click the link.Photograph by: Graeme Fletcher, National Post, CNS

It is starting to appear as if the Ford revolution is not illusory. The company that once thought the car was unimportant — the mantra under then-CEO Jacques Nasser — and that once bet its entire fortune — wrongly, as it turns out — on trucks and SUVs continues to shine brighter than even the most optimistic of shareholders could have imagined. Meanwhile, its domestic compatriots — General Motors and Chrysler — not to mention its once invincible Japanese competition — Toyota — stall under the weight of a U.S. economy seemingly without bottom and their own hubris (GM and Toyota both vying mightily for the title of the planet’s most prolific car company).

Ford’s latest move, choosing Chinese automaker Geely as its preferred buyer for Volvo, may prove to be inspired. Volvo has languished as of late, strangled by Ford’s inward focus as the U.S. company retrenched inwardly on its core brand and sold off its extraneous bits. New product has been scarce, investment minimal and management in turmoil as former Ford employees look to rejoin the mother ship before the final sale cuts off their last line of retreat. It hasn’t been a pretty 18 months since Ford divested itself of Land Rover and Jaguar, leaving Volvo the last orphan standing before Ford’s Home For Wayward Auto Companies shuts down.

Miraculously, Land Rover and Jaguar have prospered, both as a result of some of the new design directions initiated under Ford and the hands-off management style of new parent Tata. With the usual caveats — will the Chinese and Swedish management styles complement or antagonize one another? Will the world buy Volvos manufactured in China? — the Geely/Volvo fit looks to be similarly synergetic. There’s virtually no overlap in product, for instance, always a concern in any merger/takeover and the reason why the Daimler/Chrysler and so many of GM’s acquisitions/startups never worked out.

Geely, of course, will allow Volvo greater access to the most important auto market in the world — China. Volvo, on the other hand, offers Geely what no other manufacturer on the planet can — a reputation for safety that will go a long way in allaying one of the primary fears North Americans have about purchasing a Chinese-made vehicle. Volvo’s stellar reputation for placing occupant safety above all other attributes may be losing its impact in the luxury segment, but if the normal level of inter-department technology transfer does occur, that same obsession with air bags and crash statistics is likely to be a huge hit if and when Geely brings its low-priced econo-sedans to North American shores.

At least Ford’s transactions make some sense. Contrast Ford’s Land Rover/Jaguar/Aston Martin transitions with GM’s unseemly dumping of Saab on a parvenu with no experience in the mass production of automobiles and the aborted sale of Opel to the Magna/Sberbank partnership that, had it gone through, would have been rife with internecine infighting not seen since the Hatfields and McCoys. As well, Ford just announced a third-quarter profit, an astonishing concept many of us thought we would never again see from a domestic automaker.

But that’s not to say the Geely/Ford deal is without its issues. Talks, rumoured to have started as early as the summer of 2008, almost collapsed in October on the subject of intellectual property rights, always a major concern for companies forming unions with Chinese concerns. It’s an understandable predicament because, just like the GM/Opel interbreeding, Ford and Volvo technology has become intimately intertwined in the 10 years they have been married (Ford’s Focus and the Volvo S40 shared a platform as did Ford’s Five Hundred and the Volvo S60/S80, for instance).

There’s also the significant fact that Geely is not one of the larger automakers operating in China, planning to build about 250,000 cars this year, about half of the 458,323 units Volvo sold in 2007. Indeed, industry analysts have questioned Geely’s ability to afford and integrate Volvo into its operations, although the former may be mitigated by Goldman Sachs’ recent investment of US$334-million. Of course, acquiring Volvo will cost a whole supertanker of cash more than that — estimates of the transaction price range from US$1.5-billion to US$2-billion, down from Ford’s original acquisition cost of US$6.4-billion — but marketwatch.com reports that Geely has already secured the backing of a state-owned investment company.

Nor is the might of Chinese financial backing a guarantee of success. Chinese automakers have been trying to feast on the carcasses left behind by the Great Recession of 2009. While little-known Sichuan Tengzhong Heavy Industrial Machinery may yet be the salvation of Hummer and Beijing Automotive Industry Holdings’ stake in Sweden’s Koenigsegg Group (the new owners of Saab) may yet prove fruitful, Shanghai Automotive Industry Corporation, the largest automaker in China, lost much of the almost US$600-million it had invested in Ssangyong when the Korean automaker declared bankruptcy.

National Post

dbooth@nationalpost.com

Euro Car Parts reg plate

EURO Car Parts is now supplying aftermarket numberplates for all makes and models of cars, including flash supercars.

The service is being rolled out in 20 branches initially, before full-scale adoption in 71 ECP outlets.

Both trade and retail sales are available.

Sounds easy, making up new number plates? Think again. Not only are there all sorts of legal loopholes to jump through, many cars actually have bespoke number plate shapes, too.

This requires a dedicated plastic panel to make the plate up from.

Turnaround is fast - the firm promises to deliver on the spot. For more specialist stuff such as Aston Martin, it quotes instead a 24-hour delivery time. Still swift, in our eyes.

Donna West, director of marketing, added that ‘this is just the start of the additional services ECP plan to offer our customers.’

We’ll be watching out for further developments in the Euro Car Parts offer.

iPhone App for Haynes

Best-kept secret?

Warranty invalidation risk

Tags: aftersales, euro car parts, reg, registration

This entry was last updated on Monday, November 9th, 2009 at 10:20 pm and is filed under Latest News.

Aston that never left the grid

Aston that never left the grid

Nov 9 2009 Ian Johnson

Aston that never left the grid

IN THE mid 1970s Aston Martin had American owners and the company had some very radical ideas over design. Of course the classic V8 design was there pumping out the power, but the factory was feeling the wind of change.

Firstly there was the Aston Martin Lagonda, a futuristic view of luxury car travel. In truth it looked like something off Thunderbirds and many of the posh set said a polite 'no.'

Then there was the most amazing design ever to have come from the company's drawing board. Only one Aston Martin Bulldog was built and it was intended to demonstrate the ability of the factory to produce a supercar for the 1980's. William Towns styled it soon after finishing the AM Lagonda, continuing his ultimate wedge shaped look.

Initial engineering work was carried out by the company's chief engineer, Mike Loasby who later moved to work for the ill-fated DeLorean company in 1979.

The Bulldog was finished off by Keith Martin and its development was strongly backed by Aston Martin boss Alan Curtis who named the car after a plane that he flew. But in the factory it was called K-9 after Dr. Who's robot dog.

This one-off testbed had been intended to be the forerunner of a limited run of about 25 cars. It is a left-hand-drive car featuring an an incredibly low height of 1.1m and a sharply defined Trapezium shaped body.

Design features include centre-mounted five hidden headlamps, gull-wing doors and digital instrumentation . Power came from a 5.3-litre twin-turbo V8 delivering more than 600bhp. In 1979 the Bulldog was test driven and achieved a verified top speed of 191mph. But, it was said that the Bulldog could go much faster, some claims stating more than 220mph.

Its split rim alloy wheels were fitted with blades around the circumference. Not for aesthetics, but to direct cool air to the brakes to ensure they remained reliable at high speeds, an idea taken up later on the race circuit.

When AML changed hands in 1981, the new Chairman, Victor Gauntlett considered the company had more pressing problems and the Bulldog was sold off. In the hands of its various owners the car has undergone many changes. one owner even added a reversing camera.

I firmly believe that the jury is still out over the Bulldog's looks. It divided the experts like few other cars ever have.

My view is that like so many other ideas of the 1970s it was ahead of its time and somewhat underdeveloped. Compared to today's supercars, its 0-60mph sprint of 5.2 seconds might be a little pedestrian, but if the company had taken it to heart it might have shown the Italians a thing or two.

It was a feat of engineering that may not have taken off but had the potential of being a Great British supercar.

Besting Prodrive: Autodelta unveils tuned Alfa Brera S and 159 J4 3.2 ...

Autodelta Alfa Romeo Brera S and 159 J4 3.2 Compressore
[Source: Autodelta]

PRESS RELEASE:

TWO WORLD PREMIERES FOR AUTODELTA AT MPH09 MOTOR SHOW

London, England - Autodelta will present two exciting new additions to its range of exclusive bespoke sportscars this week, on the occasion of the MPH09 Prestige & Performance Car Show at Earls Court Exhibition Centre, London (November 5-8). Autodelta is the leading global aftermarket Alfa Romeo design and tuning house, and this annual automotive extravaganza - hosted by BBC TV's Top Gear presenters Jeremy Clarkson, Richard Hammond and James May - has come to be regarded as our 'home' motor show, taking place as it does just a stone's throw from our Park Royal headquarters. The MPH Motor Show attracts only the very cream of latest high-performance and luxury automotive brand names, and is thus the perfect focused environment in which to showcase our ultimate-specification Alfa Romeo products.

We will unveil two products that break new ground for their dynamic capabilities. Firstly, the Autodelta J4 3.2 C, which completes our ambitious and fruitful project of redefining the stylish Alfa Romeo 159 sedan into the ultimate modern-day interpretation of the classic Italian notion of 'gran turismo'. Alongside it, the out-and-out sports-minded Alfa Brera S 'Compressore', which fulfils this limited edition model's sporting makeover by providing the optimum solution for the key area which remained unaddressed when the muscular coupé was recently tweaked by Prodrive: namely, a significant boost to its power output.

Autodelta J4 3.2 C

One year on from the commercialisation of the Autodelta J4 2.2 C, we raise the Alfa Romeo tuning bar once more with the arrival of a bespoke package for the 3.2-litre V6 version, which completes the petrol engine range upgrades for the Alfa 159 and in the process create a car pushing at the performance boundaries, in true Autodelta fashion.

When our engineers set about developing Alfa Romeo's acclaimed flagship sedan right across the board, firstly with the 2.2-litre direct injection supercharging project, we were driven, as ever, by the exacting requirements of our customers. And for this project, the Giorgetto Giugiaro-designed car's inherent beauty and elegance led us toward the goal of creating the ultimate 'grand tourer' in true historic Alfa Romeo fashion, fusing the glamour, grace and dashing style of the golden era of Italian motoring with all the power, agility and driveability expected of an Autodelta brand product - all tightly wrapped in a package that cosseted the driver in luxury and comfort.

In almost a century's history, Alfa Romeo has defined grand tourer motoring time and time again; rising to face that challenge, adding value to that tradition, and creating a product that is worthy of the famous badge was a task we accepted with unrivalled enthusiasm, but at the same time, complete respect.

The groundbreaking result was the Autodelta J4 2.2 C, flamboyant in spirit and utterly in-tune with the driver, bursting with cutting-edge technology, but at the same time, always practical and user-friendly; and the resulting demand over the last year proves that we have been able to tap into a rich vein of Alfisti desire. Now we have taken those core ideas and melded them into the ultimate expression of modern-era Alfa Romeo motoring: the V6 engine, making this stylish four-door sedan available with the 352 bhp / 435 Nm supercharged 3.2-litre engine package that has made the Autodelta J5 3.2 C into a globally-respected sportscar.

The new Autodelta J4 3.2 C is the result of a complete reworking of the Alfa 159 into an optimised, leading-edge bespoke package, with our highly-experienced engineers pushing the performance and dynamic envelope of the car outwards in all key areas to create a truly driver-orientated package. Importantly, however, such dynamic prowess does not detract from the inbred luxury; rather, it is enriched to deliver the ultimate high-performance touring experience. Alongside the new supercharging system with intercooler, the J4 3.2 C features upgrades to the chassis, electronics, brakes, and suspension, with the adjustable coilovers evolving from the sporty-but-smooth J4 2.2 C, now recalibrated through our on-going R&D programme to take into account the new weight of the V6 engine, its distribution and dynamic properties, and ensuring that ride quality is enhanced despite the significant power increase and new chassis characteristics.

Autodelta Brera S 3.2 'Compressore'

A recent project between Alfa Romeo UK and long-established motorsport preparation firm Prodrive saw the Brera coupe realised into the limited-edition Brera S 3.2, with the most productive aspect of the project being a weight loss of 100 kg thanks to the use of front-wheel drive rather than the standard Brera V6's Q4 all-wheel drive system. With cosmetic and trim upgrades in addition to suspension changes, the Brera S has become a distinctive new version of this striking car. However, Prodrive didn't tackle the area of the car's performance, and this has led to a flurry of requests from buyers for us to take the "bull by the horns" and complete the overall package.

Reworking the Brera S 3.2 with our supercharging system, the finely-honed result of almost a quarter-century of developing and applying forced induction principles to Alfa Romeos, completely transforms it and turns the Brera S into a high-performance sportscar perfectly in sync with the driver. The Brera S 3.2 'Compressore' remains true to our principles - as well as living up to the values of the historic Autodelta brand name - remains a sportscar that is always ready for everyday use in any scenario.

We have great experience taming high-powered front-wheel drive Alfa Romeo models, such as the 425 bhp Alfa 147 GTA which we produce (and which has had excellent reviews), so we knew exactly what would be the parameters and objectives of the Brera S 3.2 project. The resulting car uses our tried-and-tested supercharging package with intercooler, drawn from the successful Autodelta J5 3.2 C with a maximum power output of 352 bhp (compared to the Brera S, which retains the standard model's 260 bhp) and a significant hike in peak torque to 435 Nm (compared to 322 Nm for the standard Brera S model). The front-wheel drive nature of the Brera S means that with our performance upgrade, in-gear acceleration is greatly improved, as the Brera S no longer has the power drain of the four-wheel drive system. Traction is further improved by fitting our bespoke mechanical limited slip differential (LSD), which operates in combination with the car's standard electronic Q2 system. The mechanical LSD works in a more natural way (as the Q2 only operates in more extreme driving scenarios by applying the brakes to transfer power to the required corner), and offers the driver much greater feedback, which helps to optimise the 'fun' experience that is a prerequisite of any Autodelta-refined sportscar. Drivers will appreciate the way our LSD integrates into the Brera to enhance the all-round experience.

The result has been transformational, turning the Brera S into an ultimate product in the finest of Autodelta traditions, a sportscar with dynamic capabilities to match its award-winning looks. While this version remains outside of our comprehensive range, in order to cater for the demand of owners, we have made this upgrade available from our factory and we will present the Brera S 3.2 'Compressore' at the MPH09 Motor Show.

To complete the all-round dynamic package of the Brera S, at the request of a number of customers, we have fitted the renowned Autodelta Sportline suspension kit which was developed for the Brera chassis through our exhaustive R&D programme, and has been now optimised for this latest application. The Prodrive suspension promotes excellent performance on smoother surfaces, such as racetracks, but it misses out on providing comfort for everyday use; the Autodelta Sportline suspension kit resolves this issue to offer the owner the best of both worlds. The height-adjustable Autodelta Sportline coilover suspension features specific new spring rates and 40 different firmness adjustment settings that can be quickly and conveniently adjusted by the driver. This means the ride height of the Brera S can now be altered for greater road convenience or to optimise the car in very different driving scenarios, from the requirements of a long-distance family tour, to the daily commute, or the more extreme demands of a trackday.

Autodelta Spider Superflow

Alongside these two new models at MPH09 this week we will showcase the Autodelta Spider Superflow, a recent custom-built project that perfectly demonstrates our ability to create unique, hand-crafted creations developed to a customer's specific tastes and requirements. Each car is built at our factory to the owner's specifications, from the ultimate enhancements to its dynamic and performance capabilities, through aerodynamic exteriors with enhanced styling, to luxurious interior finishes. The Autodelta experience involves realising the customer's deepest dream - and then exceeding it. The Alfa Spider Superflow was born out of one customer's love and appreciation for the last-generation Spider model, leading him to seek a special, individualised version, complete with maximum performance capability and truly unique styling. The car of his dreams would combine the thrills of wind-in-the-hair motoring with flair and style. The brief was to enhance the car's performance in every area, and to create new styling, unique from anything else we had done before, subtle yet distinct - yet still obviously embedded with a clear sense of Alfa Romeo history and Autodelta DNA. The result was the Spider Superflow, a car that pays homage to one of the most significant one-off concept cars associated with Alfa Romeo's rich history.

About MPH09 Motor Show

The 'Ultimate Performance Arena' kicks off at MPH09: the Prestige & Performance Motor Show, which offers fans of award-winning TV programme Top Gear the opportunity to get up close and personal to everyone's favourite TV presenters: Jeremy Clarkson, Richard Hammond and James May. So skip the waiting list for the TV show and experience the assault on your senses that is Top Gear Live!

Top Gear Live not only brings the TV show format to life, it is injected with more performance enhancements than a disgraced sprinter. The theatre performance features breathtaking stunts, amazing special effects and blockbusting driving sequences featuring some of the world's best precision drivers. But that's not all - this motoring spectacular is not just the supercar-fest you might expect, for it leaps, bounds and bulldozes its way through a heady mix of thrills and spills, to prove once and for all the boys from Top Gear do in fact have the best jobs in the world.

Once you've seen Top Gear Live, you'll want to spend the rest of your time at MPH with the hundreds of exhibitors selling everything from the latest car gadgets to the coolest accessories. Plus, get up close to the stars - very close. Look around, sit inside and see what some of the most stylish, rare and expensive cars in the world are really made of in the MPH Gallery. Name a supercar and you'll almost certainly find it in the MPH Gallery. Not behind barriers, but displayed to give you maximum possible access to this jaw-dropping collection of car exotica. Think Ferrari, Maserati, Lamborghini, Koenigsegg, Spyker and Aston Martin. MPH is a showcase of the world's best. While Autodelta will fly the flag with pride for Alfa Romeo by showing the Autodelta J4 3.2 C and Autodelta Brera S 3.2 'Compressore', other Italian high-performance cars set to be seen in the gallery this week include the limited-edition Ferrari Scuderia Spider 16M and convertible California, as well as Lamborghini's Gallardo LP560-4 Spyder. For more information on MPH09, please visit www.mphshow.co.uk

Autodelta and the MPH Motor Show

MPH Motor Show has a strong legacy for Autodelta, especially so with the Earls Court Exhibition Centre being located just a few miles from our headquarters. We presented our first exclusive, fully-bespoke model, a car transformed in every area - the Autodelta 147 GTA AM 3.7 - during the first edition of the show, MPH03, held at Earls Court six years ago, in November 2003. The following year, Autodelta presented two models that went on to achieve great significance for their world premières at MPH04, the Autodelta 156 GTA AM 3.7 and the Autodelta GT Super, while at the subsequent edition, MPH05, the assembled crowds saw the debut of the Autodelta GT Super Evo, featuring a distinct performance step over the previous model as well as 'Model Year' upgrades.

Three years ago, for the fourth edition of the show, the Autodelta Brera J5 3.2 C made its public debut at MPH06, seen for the first time in final production format after an exclusive world preview in Monte Carlo that summer. Indeed, for the launch of the J5, Autodelta attended both MPH shows - firstly at its usual home at Earls Court in London, and then at the National Exhibition Centre in Birmingham. Two years ago, it was the turn of the Autodelta Spider J6 3.2 C to be unveiled for its world première at MPH07, with the convertible sportscar again displayed in both London and Birmingham. Last year, following a special media unveiling in Holland, we presented the Autodelta J4 2.2 C for its public debut at MPH08, and one year on, its V6-engined sister is set to receive its world première at Earls Court, alongside a first public showing of the supercharged Brera S 3.2 'Compressore'.

About Autodelta

Autodelta is the acknowledged leading global aftermarket Alfa Romeo design and tuning firm. In 2007, Autodelta celebrated its 20th anniversary. Autodelta has built a reputation for its range of exclusive, bespoke, high-performance models which maximise Alfa Romeo engine capabilities and optimise chassis dynamics. As well as these Autodelta-branded cars, Autodelta offers engine, chassis, braking, electronic, suspension and styling upgrades for most current and recent Alfa Romeo models, and offers a range of Autodelta-branded performance products through its Autodelta Sportline and GTA Racing parts programmes. Autodelta operates internationally through its world headquarters and factory located in Park Royal, London, and through a series of authorised agents worldwide. For more information, visit www.autodelta.co.uk

The Autodelta J4 3.2 C and Autodelta Brera S Compressore, along with the Autodelta Superflow, will be on display at the Galleria G94 G95 G96 at the Earls Court Exhibition Centre (November 5-8). Jano Djelalian and the Autodelta team will be on hand to introduce you to the cars and answer any questions.

Filed under: Aftermarket, Coupe, Sedan, Performance, Alfa Romeo, UK

Tags: alfa, alfa 159, alfa brera, alfa prodrive, alfa romeo, alfa romeo 159, alfa romeo brera, alfa romeo brera s, Alfa159, AlfaBrera, AlfaProdrive, AlfaRomeo, AlfaRomeo159, AlfaRomeoBrera, AlfaRomeoBreraS, auto delta, autodelta, autodelta 159, autodelta alfa, autodelta alfa romeo, autodelta alfa romeo brera s 3.2 compressore, autodelta alfa romeo j4 3.2 compressore, autodelta j4, autodelta j4 3.2 compressore, Autodelta159, AutodeltaAlfa, AutodeltaAlfaRomeo, AutodeltaAlfaRomeoBreraS3.2Compressore, AutodeltaAlfaRomeoJ43.2Compressore, AutodeltaJ4, AutodeltaJ43.2Compressore, compressore, MPH, MPH 09, MPH09, prodrive alfa romeo, prodrive brera s, ProdriveAlfaRomeo, ProdriveBreraS

First Drive: 2011 Mercedes-Benz SLS AMG straightens up and flies right

First Drive: 2010 Mercedes-Benz SLS AMG
Photos copyright ©2009 Chris Paukert / Weblogs, Inc.
More Than Simple Nostalgia

Just look at it – even without the theater of its avian-inspired doors, the SLS AMG would have major presence. Oh, it borrows heavily from the legendary 300SL of the '50s and '60s – justifiably the automaker's most celebrated design ever – but this isn't purely a retro pastiche. It has its own proportions, form vocabulary, and detailing that makes it much more than a Xerox'd yellowed blueprint sourced from somewhere deep within the bowels of the Mercedes-Benz Museum's archives.



Despite its nostalgic cab-backwards design – the hood is so long you could land a Bell JetRanger on it – its low, wide stance and modern detailing (complex headlamps, colossal disc brakes, etc.) means that it's also a thoroughly contemporary design. This is just as well, because the SLS is the most advanced production car the company has ever fielded. It's not as classically delicate and desperately pretty as the 300SL, but that car was built when accommodating the dark art of good aerodynamics was more of a suggestion than a mandate, when safety regulations bordered on the nonexistent. We're told that the face of the SLS will significantly influence volume models to come, so expect to see variations of this mug on everything from future SLKs to the S-Class.

Blip the key fob and the flush door handle pops out to greet your outstretched hand. A gentle tug sends the gullwing dramatically skyward without much effort, but those looking for power actuation will have to seek out someone in the halls of SEMA, as AMG's boffins wisely didn't want to add the weight and complexity of a motorized assist – particularly in the roof. Climbing aboard isn't too difficult – the sill is definitely wider than in a conventionally doored car, but it isn't silly convoluted, and you can enter butt or legs first, your choice. That said, if you aren't on the tallish side, you're advised to grab the door handle on your way down, as the awkward reach will dash any hopes of a graceful getaway. Of course, if you're a taller beanstalk, you might be looking at a different purchase altogether. While the accommodations are supportive and beautifully stitched whether you go for the standard power seats or the thinner, rigid-back racing bucket, there isn't a ton of space inside for lankier types. At five-foot, nine-inches, this driver was able to find a comfortable perch with good sightlines, albeit without a lot of room to spare. Our significantly taller co-driver would complain of a bit of back pain just 120 miles into our drive, but claustrophobia didn't appear to be an issue.


Once inside, the SLS' interior is generally well executed, but it lacks the sense of occasion that the doors promise. Controls both major and minor are logically arrayed and should be familiar to Mercedes owners. In particular, Benz's love/hate COMAND interface continues to get easier to operate with each generation and we didn't have difficulty operating the nav or turning off the stereo (we'd rather listen to the 6.2-liter fireworks, thanks). This particular example was trimmed in aluminum and carbon fiber, and fit-and-finish on our prototype was very good. As you might expect, interior storage space is at a premium in a car like this – the center console isn't very big and there are only a vestigial pair of cupholders for java junkies (they couldn't very well put bottle holders in the gullwings without risking a Bellagio-rivaling fountain display upon entry and exit). Despite that, this is still a very livable everyday coupe, with niceties like iPod integration, Bluetooth and a reasonably sized trunk. Still, we can't help but wish for a proper deadpedal and better placement of the otherwise nifty LED shift indicator lights – they're mounted too low to be useful during serious driving.


Beyond the Numbers Lurks a Change in Priorities

Hopeless stat jockeys will want to know the metrics right off: 563 horsepower (at 6,800 RPM) and 479 pound-feet of torque (at 4,750); 0-100 kmh (62 mph) in 3.8 seconds and 200 kmh (124 mph) in around 11.8 seconds. Top whack? Electronically governed to 197 mph. In much the same way as skimming a seventh-grade text book can teach you about copulation or combat, looking at these numbers may paint the SLS as a very powerful, immensely quick automobile – but it tells you exactly nothing about how it feels to be behind the wheel. Like good sex and serious warfare, it's ballistic, impossible to ignore and utterly engaging.



Let's not overlook that last word – for quite some time now, many Mercedes automobiles have been stupidly powerful and stupendously fast. Some have even been sexy. But up until the current crop of AMGs came down the line, they really haven't been all that engaging – feeling sort of heavy and oblique, more high luxury than high performance. Cars like the CLK63 Black Series and C63 served notice that Benz's dynamic priorities had begun to shift, but the SLS operates on another plane.

Where the now-departed McLaren SLR was a grand tourer first and a driver's car second, the SLS reverses that priority list. First off, it's quite loud inside, with loads of road noise from the 19-inch front and 20-inch rear Continentals filtering up through the aluminum frame and body panels. The 6.2-liter V8's exhaust burble-and-pop on overrun is decidedly brusque and in-your-face. The power-assisted rack-and-pinion steering is surprisingly sharp and talkative – something of a necessity in a car like this, because the front pointies are somewhere out there, way ahead of your legs.

One of These Things Is Not Like the Other

We've sampled AMG's 6.2-liter V8 in all sorts of Mercedes' vehicles, including coupes, convertibles, sedans and MPVs – but this particular iteration is quite a bit different. For one thing, it weighs just 453 pounds thanks in part to components like forged aluminum pistons, aluminum bolts and a magnesium intake manifold sporting eight velocity stacks. Not only is the engine lighter, it's also more robust, with a reinforced crankcase and a beefier crankshaft. Better still, the engine has been plumbed to run a dry-sump lubrication system, allowing the whole works to be nestled deeper in the aluminum spaceframe for a lower center-of-gravity while offering superior oil-scavenging properties in the sort of high-g situations that SLS owners will want to become intimately familiar with. All-in, AMG says that upwards of 120 components have been changed.



All 563 horses are corralled through a carbon-fiber driveshaft housed in a torque tube (itself a small work of art) and routed to the rear-mounted seven-speed dual-clutch transaxle assembly that also houses a limited-slip differential. Locating the Getrag gearbox in the back has enabled the engine to be mid-mounted (completely behind the front axle), keeping more mass within the 105.5-inch wheelbase and allowing engineers to claim weight distribution of 47 percent front and 53 percent rear. At 3,573 pounds, the SLS is more than 200 pounds lighter than the carbon-fiber SLR Roadster (3,779 pounds) and a shade less than the 3,616 pound Audi R8 V10 R-tronic – although to be fair, the Audi has all-wheel drive and two more cylinders to tote around.

Out on the Street

It is wholly appropriate that some of America's best roads lurk within a few miles of what is arguably the nation's best racetrack, Monterey's Laguna Seca. For those who haven't yet had the chance to experience the area, make a point to find your way here with an able car. In the best sense of the word, these coastal Californian roads are the product of nature's will – not man's. They drape gloriously across the mountainous landscape like The Almighty dropped a ball of asphalt yarn, only to have it unravel on the earth's floor and come to a rest under his couch. Depending on where you venture, surface quality ranges from impeccable to borderline horse trail, but all of the roads involve more twists and turns than a CSI Miami marathon. Thankfully, when attacking them with the right car, the experience is much more fulfilling and a lot less predictable.

Is the SLS up to the task? Oh, yes. At 182.6-inches long, it may be in the shadow of an SL63 by about four inches, but it's also much, much lighter, and the combination of a quick rack and a unexpectedly supple suspension setup (dual aluminum wishbones, coil springs and gas shocks all 'round) tied to a rock-solid frame makes for a wieldy, surprisingly tossable package. Make no mistake, at 76.3-inches wide and over 3,500 pounds, the SLS was never going to "drive small" like a Lotus Exige, but neither is it remotely piggish. We were concerned that the large openings necessitated by the coupe's unconventional doors might negatively impact rigidity, but the 530-pound spaceframe quickly shrugged off any such suggestions.



Soaring 'Round the Circuit

Having only driven Laguna Seca's 2.238 miles once before, this author was privately relieved to learn that we'd have a pace car to keep us from getting inebriated on a heady cocktail of horsepower, endorphins and the grille-full of AMG-branded steaks served trackside. As it turns out, we would learn that our pace car driver was five-time DTM touring car champ Bernd Schneider, so any sense of security we had going in was premature. Being a highly competitive sort, Schneider's idea of lead-follow laps got progressively quicker throughout our afternoon sessions, leading to one minor bauble where we got the rear-end quite loose in Turn 3 (a 90+ degree right-hander that's actually pretty flat, albeit with a later apex than one initially thinks). Thankfully, despite rotating the driven wheels out rather more than we had intended, Mercedes' excellent three-mode ESP system saved our bacon without drama. As we weren't yet intimately familiar with car or track, we were operating in "ESP Sport" mode, which allows for significantly higher dynamic thresholds before it intervenes with the brakes and/or throttle, but even "ESP Off" mode will intercede if the driver applies the brakes.

The SLS' stability control isn't the only setting you'll want to fiddle with before exiting pit lane – there's a range of settings that allow you to govern how the dual-clutch gearbox swaps cogs. "C" stands not for "Comfort," but rather for "Controlled Efficiency," a modest hat tip toward a greener supercar. This mode starts the car in second, and seems to seek out higher gears more quickly for enhanced fuel savings. This setting is perfectly fine for most uses, but it also puts a lid on the fun. Sport ("S") is more entertaining, as it restores use of first gear, executes shifts that are 20 percent quicker than in "C" and the gear swaps themselves take place at higher engine speeds. Sport Plus (S+) brings on shifts that are 20 percent quicker still, and for total control, there's Manual ("M") mode, which only swaps when the driver says so, executing changes in less than 100 milliseconds.



With the systems appropriately girded, the SLS is a wonderfully quick and rorty piece that bursts from corner to corner, operating with a degree of precision and verve not seen in Mercedes showrooms for some time. That wide stance, low center of gravity and relatively light weight makes for swift transient responses. It's a testament to AMG's engineering talents that its first-ever clean-sheet design is not only versatile, but also genuinely connected in feel. The long hood melts away at speed as the steering comes good, and our car's optional carbon-ceramic brakes were utterly fade- and noise-free on both street and circuit. AMG cars may have brought big horsepower to the table before, but the SLS is the enthusiast's full meal deal.

Birds of a Feather

Speaking of boxes, how expensive is the one the SLS comes in? Well, we don't know just yet, but officials tell us that they're aiming for a base price under $200,000, placing it in the vicinity of the Ferrari California, Lamborghini Gallardo and Aston-Martin DB9, but well north of fellow Germans including the aforementioned Audi R8 V10 and the bargain Porsche 911 GT2 and GT3 RS. Some of those cars are sharper track day tools, some are better GTs, but few play both sides of the coin as well as the SLS. It may have taken upwards of 40 years for AMG to finally spread its wings and take flight with an original of its own, but it's been worth the wait. Now, about that Maybach...

Asian LMS: Positive first weekend, more to come?

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© Planetlemans - Marcel ten Caat

The Automobile Club de l’Ouest returned to Japan ten years after the Le Mans Fuji 1000km and two years after the end of the ACO-sanctioned Japan Le Mans Challenge for a new attempt to start an Asian championship. Despite a cancellation of the Chinese round the Asian Le Mans Series kicked off at the Okayama International Circuit, the former TI Circuit Aida.

After the ACO announced that they were aiming for a minimum of 30 cars and then confirming reaching that number of car well before the closing date of entries it was somewhat of a disappointment to many when the final entry list eventually showed ‘just’ 23 cars.

Back in 1999 the race at Fuji also had 23 entries and the winners in each class would earn an automatic entry to the 24 Hours of Le Mans, like it was this weekend. The one-off event in 1999 was staged to see what the interest was of getting an Asian series, but the series never became reality. In 2006 and 2007 the ACO backed the SERO run Japan Le Mans Challenge, but with only a handful of ACO spec cars the series wasn’t a success either.

When big names like Audi and Peugeot made it clear that they would not send their works cars to Asia and that the second round at Shanghai was cancelled the doubts about the Japanese race actually taking place started to grow. However with several teams confirming their presence in public and with the entry list working towards its final shape everyone knew that it was really going to happen.

Last year, when the FIA WTCC raced at Okayama there were 28.000 spectators over the weekend and earlier this year the opening race of the Super GT championship attracted 23.000 spectators. The FIA WTCC/Asian Le Mans Series had 33.000 spectators over the weekend, 21.000 on Sunday. One should take into consideration that the Okayama circuit is not exactly just outside the city of Okayama, but promotion was good and a shuttle service that took spectators to and from the nearest railway station at Yoshinaga every 30 minutes turned out to be really successful. An increase of over 17% in the number of spectators compared to next year is, given the economic circumstances, far from bad!

The decision to split the weekend into two 3-hour races rather than one 1000km or 6 hour race also meant the spectators were able to see good fights on two days rather than having one long sitting, although it took some of the endurance spirit of Le Mans away.
It was however good for the teams, as an early end in race one did not automatically mean their trip to Asia had been a waste of money. Larbre Competition taking third in race 2 after a DNF due to mechanical issues in race 1 was the best example of the positive aspects of two 3-hour races.

Fabrice Bourrigaud and his ACO team also did well on promotion off the track. Just behind the main stands lots of activities for race fans and their children were taking place. Small stands with food and drinks, model cars, merchandising, games…there was something for everyone, young and old. At the Asian Le Mans Series driver autograph session the Japanese fans queued up long before the session started, but everything went smooth and not a single foul word was said and most of the drivers liked it.

So, will there be a 2010 Asian Le Mans Series season? One would think so after a rather positive weekend, but it is still far from done. ACO President Jean-Claude Plassart said that the Japanese manufacturers had shown great interest, but the manufacturers remained unnamed and it became clear that those that will come will probably do so only in 2011. After the races Daniel Poissenot, in charge of the Asian Le Mans Series, confirmed that “the ACO had been very nervous” about this series getting off to a good start but that they were very happy with the result. He could however not yet specify what their exact plans were for the future, other than that they would start planning the 2010 series and that they would look at the possibilities to return to Japan, without excluding the chance of not being at Okayama next season, and China. The ACO seems likely to slowly increase the number of rounds year after year.

There are two issues that the ACO (or any organisation that will organise the series) should really look into though.

The first is the interpretation of the regulations. Having had a louvers issue in the Le Mans Series at Silverstone in both 2008 and 2009 the issue was back again at Okayama. In race one several teams had damaged louvers and came in to have them repaired, not with duct-tape but with original bodywork parts. OAK Racing and Aston Martin Racing did just that, while one of the Audi R10 TDIs crossed the finish with a broken louver and took third place. Having the exact same regulations for all ACO sanctioned races would most likely be the best option and will prevent misinterpretation of the rulessss.

The second one, a direct follow-up on the first one, is communication. On Saturday everyone watched an exciting first race but also one that led to quite some discussions afterwards. Remy Brouard, general manager of the ACO, said: “Nobody knew who would win the Asian Le Mans Series - Pescarolo, Oreca, Lola, Aston Martin and Audi. Not before the meeting, not after qualifying, not after the first hour and not even after the first race. And this was the case in all the categories.” His comment was right, even if it was partly for the fact that on Monday releases from the ACO, Audi Motorsport and Aston Martin contradicted each other on the results. While Audi and the (amended) ACO result sheet of race 1 said that the #15 Kolles Audi had been given a one lap penalty and therefore dropped from third to fourth the Aston Martin Racing release said the team was frustrated by the different interpretation of the regulations but had decided not to further protest the ruling and had accepted fourth place. Eventually the final results of race 1 confirmed that no penalty had been given and the Audi had kept its third place. Perhaps releasing all decisions made by the race director, as in FIA GT, could help.

Taking everything into consideration however the Asian Le Mans Series should be able become a major Asian championship in the (near) future, on the condition that Asian teams and manufacturers will support it. Unlike the European races, with the exception of Silverstone, the fans got both racing and off-track activities and that is what makes it a series for the fans!

Of course all will depend on where the races will take place and what the support package is but the potential to do it right this time is absolutely there.

Here’s for hoping that the Automobile Club de l’Ouest will continue to run the Asian Le Mans Series as serious as they run the 24 Hours of Le Mans. In that case this series will certainly have a bright and promising future!

Hilfe - Ich bin doch kein Picasso!

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BMW, Mercedes-Benz and Audi sign up for Middle East's premier automotive event

The big name brands join a growing list of international exhibitors preparing to unveil their latest models, concept cars and technological innovations during the five day event running from 16 - 20 December 2009 at the Dubai International Convention Centre (DICEC).

"With a number of motor shows either cancelled or substantially scaled down, it is testament to the region's resilience that the Dubai International Motor Show has maintained its scale and importance as the largest and most prestigious automotive event in the Middle East. We are delighted to have such heavyweights as Audi, BMW and Mercedes-Benz all launching new models during the show," said James Raffoul, Industry Group Manager, Dubai World Trade Centre.

BMW is scheduled to unveil two of their groundbreaking hybrid vehicles, with the BMW 5 Series Gran Turismo and BMW X1 models joining a line-up of models demonstrating BMW's industry leadership in technology and luxury performance.

"The Middle East is a key market for BMW Group and its importance is reflected in the scale of our participation at this year's landmark Dubai International Motor Show," said Phil Horton, Managing Director of BMW Group Middle East. "We are sure that the latest innovations and models taking centre stage on our stand will create the excitement, passion and joy for which BMW is renowned. In addition, this year MINI turns 50 so we'll have two limited edition models on display that have been produced to celebrate this landmark birthday."

Celebrating its centenary this year, Audi promises to make a powerful statement at this year's Dubai International Motor Show by showcasing several of its latest lighthouse models, including the A5 Sportback, an innovative 5-door Coup� concept, the new A5 Cabriolet and the fantastic Audi R8 V10. Jeff Mannering, Managing Director of Audi Middle East, comments "Amidst the financial crisis Audi has moved from contender to industry example, earning strong profits, increasing market shares and hiring in times when others are firing. With the Middle East being one of our core markets, the participation in the Dubai Motor Show is unquestioned and we will use the opportunity to show the source of our success: simply our cars."

Set to display a total of 17 cars this year, with the fabulous 'gullwing' sports car Mercedes-Benz SLS AMG taking pride of place, the premium German manufacturer will also showcase its sporty range of AMG models and highlight its 'green' credentials with the debut appearance of the impressive S400 - the first series luxury production car to feature a hybrid drive system with a lithium-ion battery to go on sale in the Middle East and Levant.

Mr Frank Bernthaler, Director of Mercedes-Benz, Middle East and Levant commented: "The Dubai International Motor Show has always been of vital importance to Mercedes-Benz in the Middle East, allowing us to showcase our market-leading range of luxury sedans and SUVs and reach a knowledgeable and growing audience from across the region. And to mark this year's 10th anniversary, we are planning the Middle East debut of our latest sports car, the fabulous SLS AMG 'gullwing', that pays homage to the original vehicle that made its first appearance at the 1954 New York Motor Show."

Joining Audi, BMW, and Mercedes Benz, exhibitors at this year's motor show include Aston Martin, Bentley, Bugatti, Daihatsu, Ford, Hyundai, Kia, KTM, Lexus, Mitsubishi, MINI, Peugeot, Renault, Rolls-Royce, Toyota, Shelby Super Cars and Volkswagen, with first time appearances from AC Cars and Luxgen.

The Dubai Motor show also incorporates two events that run in conjunction with the main show - MotorPlus and Motor Parts & Accessories, featuring a host of automotive-related products and services from high-end car finishes, car entertainment, kit cars and racing gear to motor parts and components, accessories and forecourt equipment.

Dubai International Motor Show will be held from 16 - 20 December 2009 at Dubai International Convention and Exhibition Centre (DICEC). Also consider reading:

2010 Aston Martin DBS Volante: Through Ian's Lens

2010 Aston Martin DBS Volante: Through Ian's Lens

The first name most people associate with Aston Martin is that of a famous secret agent who drives these cars in hard-to-reach locations. What the public always forgets is this man inevitably destroys the Aston Martins only after voiding the warrantees by mounting aftermarket rocket launchers, oil slicks, ejection seats and machine guns to the prestigious British automobile. If you ask me, Aston Martin could save some PR money by spreading car parts across the countryside somewhere and placing a sign that reads, "James was here."

Do you know what else equals cheap publicity? Allowing a 31-year-old automotive photographer to snap some pictures of a 2010 Aston Martin DBS Volante in the rain. As a stickler for pristine weather conditions when photographing cars, I politely declined. Yeah, right.

The 2010 Aston Martin DBS Volante is one of the more aesthetically pleasing exotic cars on the market today. Instead of the Lamborghini creased-angled-wedge look (which is as boring as Porsche’s designs), Aston Martin keeps the DBS sleek and wide with rounded features in the four corners accentuated by its headlights and taillights. The DBS keeps it classy by adding highlights of carbon fiber on the chin spoiler, rear bumper and in various places along the interior. Luxurious leather, metal trims and refined plastic finish off the comfortable cabin. From the front, the hood vents are one of the prettiest components of the DBS’ 6.0-liter V-12 engine. The car’s overall design is tied together nicely by the sleek hips of each wheel well and fender. From the profile, this car wants to cruise at high speeds.

As the photos prove, the autumn rain did not stop me from snapping away with my camera. It just quickened my pace! Check out the full-screen player after the jump.

Review: New Jag roars past some but isn't king of the jungle

Then, last year, the former Ford property rolled out the XF — Jaguar’s answer to BMW’s increasingly popular über-hauler, the 5-series, and Mercedes’ endless alphabet soup of production cars that would qualify as an “executive sedan.”

To suggest that the XF is better than its German competitors is wrong. Half the time it outclasses the Mercedes in luxury, the other half the time it outclasses the BMW in performance. So does it mean that it’s better than both all the time?

Not quite.

While the XF is guilty — and the supercharged XFR, by association — of being a stuffy Brit Jaguar from its nose to its kneecaps and all the way around, there are a few places were this well-heeled sedan is better heeled than its competitors.

For beginners, the design of Jaguar’s cat is simply stunning. A brisk departure from the botox-inspired, AARP-card-carrying XJ, the XF resembles more the wild child XK coupe — and by alliance — Aston Martin DB7. Sharp lines, a menacing grille and side gills all bring the skin of the XF within a whisper of gorgeous.

While the rear end and its skinny tail lights may turn some off — it’s hard to argue that if you don’t think the car passing you by looks good, it sure sounds good.

That’s because the naturally aspirated V8, pumping 385 bhp in the premium edition — 300 in the XR and 510 in the supercharged XFR — sounds like a mountain cat ready to pounce.

The raspy note and thrust from the rear powers the big cat from 0-60 in 5.5 seconds as tested and hurdles the luxury sedan toward the electronically limited 121 mph easily.

While the BMW 5-series may accomplish those feats in quicker times — especially the M5, and the Mercedes E or S series might do it with better gizmos and comforts, the XF arrives at the destination of a well-rounded luxury competitor as designed.

At $57,000 starting, a hair over $60,000 fully equipped, the XF may be the “money-for-value” choice in the class against its luxury competitors.

But I suppose a “value” personal isn’t nearly as sexy as Bea Arthur or Lindsay Lohan, now is it?

Final Verdict: Three and a half stars out of four. The 2010 Jaguar XF is mildly improved over last year’s initial offering from Jaguar. While the sport sedan may not do some things as well as BMW, Mercedes or even Audi, the Jaguar offers remarkable luxury, speed and comfort for a palatable price for nearly all within the applicable tax bracket.

Aaron Cole is the managing editor of The Aurora Sentinel. Reach him at 303-750-7555 or at acole@aurorasentinel.com.

MPH 09 show report and pics

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With no frontline motor show in the mould of Frankfurt, Tokyo or Paris for the foreseeable future in Britain, it has been left to the likes of MPH, Salon Prive and Motorexpo to fill the void.

The annual Goodwood Festival of Speed at Lord March's West Sussex estate is currently the premiere motor show in this country, with its mix of road and race cars old and new.

See the pics from MPH 09 at Earls Court

But if you still like wandering through show halls looking at highly polished, static cars in traditional venues such as Earls Court and the NEC, then the annual MPH show (also known as The Prestige and Performance Motor Show) will probably be to your tastes. Last weekend, it rolled into Earls Court - ahead of its trip to the NEC this weekend - and autocar.co.uk was on the show floor to bring you the action.

Wandering around the one hall of Earls Court the show squeezed into, you'd be forgiven for wondering if there was a recession on at all. Far from the downsizing and green themes seen at recent motor shows such as Frankfurt and Tokyo, MPH is all about horsepower and excess.

Tuning companies dominate - there was a wealth of questionably-styled Porsche Cayennes, BMW X6s and seemingly most common of all, Rolls-Royce Phantoms. Autodelta showed off its stylised versions of the Brera and 159, while Mansory displayed its 'Rose', a pink Bentley Continental GT. It also gave the carbonfibre treatment to an Aston Martin DB9 and Porsche Cayenne, a theme (alongside matte black), which ran throughout the show.

Of more interest, however, was the wealth of rare and exotic supercars on offer. One of the main show stars was one of five Pagani Cinque Rodsters in the world, which could be yours for a cool £1.3m. Other Zonda variants on show included the F and R models.

Few mainstream manufacturers had stands at the show, but Peugeot used MPH to give the British public its first look at the RCZ. Also on display was Kris Meeke's IRC-winning 207, while the 3008 was one of few more real-world cars on display.

Citroen showed off its new DS3 and the firm's most powerful production car ever, the C5 saloon equipped with the 3.0-litre V6 diesel, which also features in the Jaguar XF. Citroen's show star - and arguably the star of the whole show - was the GTbyCitroen supercar.

The show also provided a good chance to relive classic cars which have long since had their day on the stands of major motor shows. Ferrari models on show included a GTO, Enzo and a gorgeous 250 GTE, but the Italian marque's real star was a concourse-quality F40. Not to be outdone, classic Lamborghinis on show included a Countach, Urraco and Diablo, while there were plenty of Gallardo and Murcielago models on show for modern supercar fans.

Fans of German performance cars were also catered for with countless classic Porsche 911 Carrera and Turbos on show, alongside BMW 850s, classic M3s and a range of Mercedes convertibles. Back in 2009, Mercedes SLRs (including a striking chrome plated one) and a SL65 AMG Black Series featured, as did a Porsche 911 GT3 RS.

Events like MPH are a light hearted affair to allow car fans to indulge in their fantasy garages for the day, and this year's was no exception. Although the venue was crowded, the quality of metal on offer was beyond reproach - for every dodgy tarted up Mini Cooper, there were at least five Porsche Speedsters, Nissan GT-Rs or Lotus Evoras to make up for it.

Motor shows like MPH aren't motor shows in the traditional sense and shouldn't treated as such. They're never going to replace the event now lost at Excel (no volume of major manufacturers or new car launches), but they should be embraced for their individuality and fun factor.

Goodwood already has emerged as a must-see event on the motor show calender, but judging on the amount of people in attendance and wealth of things to see (not least an excellent live action arena), MPH has clearly struck a chord with the British public and is likely to be a mainstay on the calender for some while yet.

Mark Tisshaw

Twitter - follow autocar.co.uk

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Tech boom: The Seattle Auto Show will highlight a surge in eco-friendly technology

The show will display a Fisker Karma, one of only four on the planet. (Tesla)

The upheaval in the auto world has never been more dramatic than in the past 18 months.

Jim Hammond should know. He has been the director of the Seattle Auto Show since 1973, and he's seen his share of flashy cars, redesigns and fancy marketing.

But this year is different. "This is the beginning of a whole new world of technology," he says. "Manufacturers have heard and understood what the public demanded."

That demand was for fuel-efficient advances in cars and trucks. And this year's Seattle Auto Show, which opens Wednesday at Qwest Field Event Center, will feature a wide variety of "green" innovations appearing for the first time. For example:

-- The Tesla Roadster is faster than a Porsche and more fuel-efficient than a Prius. The sleek roadster, which is powered by 6,831 laptop batteries, can hit 60 mph in less than four seconds. On top of that, it can travel 220 miles on a single charge while producing zero tailpipe emissions.

-- The Fisker Karma that will be on display is one of only four on the planet. The stylish plug-in hybrid -- produced by Henrik Fisker, a former design director at Aston Martin -- can achieve 100 mpg, and drivers who commute fewer than 50 miles per day will need to fill the gas tank only once a year.

-- Arcimoto, based in Eugene, Ore., has priced its goofy-looking Pulse under $20,000. The three-wheeler is estimated to save $1,000 per year in fuel costs and has a range of 50-100 miles on a single charge.

Every major manufacturer will have at least two new hybrids on display, Hammond says, with models ranging from sports cars to vans.

Several small start-up companies also will be showing off their technology at this year's show. Wheego is marketing a tiny, inexpensive battery-powered two-seater called the Whip, designed for driving short distances. Pacific Northwest company Pacific EV will show drivers how they can transform gas-guzzling cars into electric vehicles.

If you go

Automakers are hoping that the many subtle innovations on display at the five-day show will appeal to Seattle's eco-conscious buyers.

The third-generation Toyota Prius has an optional solar roof that powers the air conditioning. The Dodge Ram 1500 and Porsche Panamera feature technology that reduces fuel consumption by cutting gas to the engine when the vehicle is decelerating or stopped.

Honda and Ford are attempting to increase fuel efficiency by changing driving habits. The Insight and Fusion display feedback on the dash that shows drivers how fuel-efficient they are when accelerating and braking. Graphics provide video-game-style feedback, track statistics over time and reward drivers with tiers of recognition.

The automotive industry is full of rapid change, Hammond says, as auto manufacturers have realized that they need to adapt. The cars and technology at this year's show could be Seattle's first glimpse at those adaptations and advances that will alter the face of automobiles for years to come.

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Superb classic cars and bikes feature at the Classic Motor Show 2009 at the ...

An ex-Steve McQueen Ferrari 250GT Lusso is one of the star exhibits at the Classic Motor Show

More than 1,400 cars and motorcycles will be on display at this year's Classic Motor Show, which takes place at the National Exhibition Centre, Birmingham, from November 13-15.

Star turns include a collection of V8-powered British muscle cars, not least a Humber Imperial – built specially for Lord Rootes, chairman of the company that made Humbers, Hillmans, Singers and Sunbeams – a Daimler Majestic Major and several Rover P5Bs.

The show isn't just a chance to look at automotive bygones – you can buy one, too, at a sales area sponsored by malt whisky producer Singleton (samples of which will be available, assuming you aren't planning to drive home in your freshly acquired Series One E-type). Dealers have pledged a diverse array of cars, including a Bentley S2 Continental, Aston Martin V8 Vantage Volante, 1951 Jaguar XK120 and 1969 Daimler Sovereign.

This year’s show features clubs with a strong motorsport bias, including the Bugatti Owners’ Club and the MG Car Club – two examples of clubs whose members are encouraged to use their cars in competition.

Last year, for the first time, motorcycles were allocated a separate display hall and that is being repeated on a larger scale. There will be several dedicated club stands, for marques such as Laverda, Vincent, BSA and Norton, and former grand prix racer Peter Williams is due to make an appearance on the latter's stand. The central feature of the bike hall, however, is the Ace Café Concours, which is expected to attract the crème de la crème of classic café racers.

Mark Cosovich has built an international reputation with his work restoring the Mercedes-Benz W123. He’s showing a restored diesel saloon variant of this most unburstable of Mercedes pasenger cars, as well as a range of replacement parts. His cars are restored to such a high standard they receive a pre-delivery inspection from Mercedes-Benz and a warranty to match that when the car was brand new. He has also had cars displayed at mercedes-Benz World, near Weybridge.

In among the exhibits, there is a Live Stage on which a Pilgrim Sumo (an AC Cobra replics ) will be built during the show's course. For full details, and to book tickets (adult admission is £21 on Friday, if booked in advance, or £16 at the weekend, but there's a £2 premium if you pay at the door), visit www.necclassicmotorshow.com

Behind the Wheel | Bugatti Veyron 16.4 Grand Sport

This removable-roof version of the Veyron coupe costs 1.4 million euros, or roughly $2.1 million. I say roughly, because the Bugatti’s price can fluctuate about $14,000 a day simply from one-cent adjustments in exchange rates.

For that price, a rare species of car owner gets a rocket that gleams across the planet’s surface faster than any true production automobile that has come before. The Bugatti shifts occupants around like a Star Trek transporter: from a standstill to 60 miles per hour in 2.7 seconds, to 125 m.p.h. in just over 7 seconds and on to a top speed of 253 m.p.h. — though 401 kilometers per hour has a better bullet-train ring to it.

Particulars include 1,001 horsepower, 16 cylinders, 8 liters of engine displacement, 4 turbochargers, all-wheel drive and a dual-clutch automatic transmission. Only 150 Grand Sports will be built, tacked onto 300 editions of the Veyron coupe, making the Bugatti the automotive equivalent of a Fabergé egg. A $450,000 deposit gets that egg rolling at Bugatti’s atelier in Molsheim, France.

As a fast-car fanboy, this is where I should need a squeegee to wipe the drool off the page. But while the Saudi sheiks who’ll buy the Grand Sport want my advice as much as they want electric cars, the Bugatti ultimately doesn’t do it for me.

Though I generally test cars for a week, I was granted barely an hour’s audience with the Bugatti. But as with my previous test of the coupe, my impression was of a car so overqualified for public roads that even the ultra-rich would be better off with a more approachable sports car.

Bugatti’s main achievement was making a car that weighs nearly 4,400 pounds — 1,100 more than a Corvette or Porsche 911 — accelerate and handle so well. The second achievement, and no small feat, is how a midengine exotic with more power than a Formula One racer manages to feel comfortable and pliable even in city traffic. With just a little instruction, your grandmother could drive this car at 150 m.p.h. while knitting a Nomex racing suit.

Press the gas pedal, thwack the paddle shifters and the next thing you know the aero wing emerges from the rear deck — a sign that you’ve already crested 137 m.p.h.

To run safely at speeds above 233 m.p.h., drivers must insert a second, special key that lowers the body and closes the front diffuser flaps Batmobile-style. That key, I might add, stayed hidden in the pocket of John Hill, Bugatti’s American market manager, who rode shotgun with me.

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The convertible buttresses the lost roof with reinforced doors and carbon-fiber bracing, including supports in the roof-mounted air intakes to bolster rollover protection. With near-zero storage space (and nary a cup holder), the removable transparent hardtop must be stashed in a garage, perhaps on a chinchilla throw. The carries a flimsy canvas roof for sudden downpours, but it’s not recommended above 100 m.p.h., lest it fly off like a bad toupée.

I definitely prefer the targa-top Grand Sport to the Veyron coupe, because it lets you hear the 16 cylinders churning behind your head, along with the quad turbochargers slurping air and burping off the excess.

The car comes with a great cocktail-party boast: if your Veyron, at rest, were passed by a $500,000 Mercedes McLaren SLR doing 100 m.p.h., you could floor the accelerator and still reach 200 m.p.h. before the Mercedes could match its speed.

That kind of physics-textbook problem is where my issues begin. At speeds where cars from a $40,000 Nissan 370Z to a $90,000 Porsche 911 become your wingmen, delivering pure blasts of driving joy, the Bugatti feels bored to death. The artillery-shell acceleration is diverting, but the Bugatti leaves you nowhere else to go, except directly to jail.

Many Bugatti buyers surely have access to racetracks, yet I’m equally sure that 90-some percent of them won’t have nearly enough driving talent to exercise this car. Mostly, I picture Euro-poseurs needing valet assistance to back up the Bugatti in Monaco, while jaws drop and the owner barks orders into his diamond-encrusted cellphone. When your car makes a Lamborghini seem tasteful, there’s a problem.

As with the New York Yankees or most Picasso paintings, I respect the Bugatti as an engineering exercise and a conglomeration of overpriced talent. Yet I might argue that any $2 million car should be powered by hydrogen, electricity — even nuclear fusion — not a gas engine blown up to overkill proportions. The Bugatti isn’t the future of the fast car; it’s the past writ in extra-large type.

I try to avoid the pointless game of adding up the many cars you could have for the price of one exotic. The truth is that the exotic-car buyer is quite proficient at math. He wants what he wants, and he can afford it.

But this time I’ll make an exception. For half the Bugatti’s price, one could buy four genuine exotics that I find better looking and more rewarding: the Ferrari F430, Lamborghini Gallardo, Audi R8 V-10 and Aston Martin DBS. That would still leave $1 million for a 10-car garage filled with classics like a Jaguar E-Type and a Corvette Sting Ray fuelie.

But once again, why would a Bugatti prospect care what I think? I’d be the guy tracking exchange rates on the Veyron, hoping to save enough to get a free Hyundai.

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INSIDE TRACK: Right at home on a richer planet.

Next Article in Automobiles (3 of 27) » A version of this article appeared in print on November 8, 2009, on page AU2 of the New York edition.