2009 Hamann BMW X6

Hamann BMW X6


The Hamann BMW X6 programme offers a car which does not only have the characteristics of an SUV, but also of a sports coupé. As a certified specialist for sport accessories, Hamann-Motorsport is especially focusing on the driving dynamics segment of this Crossover model. For this reason, the technicians are refining the aerodynamics, motor and running gear. The modifications turn the BMW X6 into an automobile which makes nearly every wish come true as far as performance is concerned. But the Laupheim-based refiner can do even more: an extensive interiorand rim-programme completes the X6 refinement and makes the automobile stand out against the vast number of other upper class SUVs.

Inspiring torque enhancement

The range of Hamann performance enhancement is as manifold as the choice of BMW motors. Thus, the technology specialist equips the X6 xDrive35i with a motor performance of 360 hp / 265 kW at 5,230 rpm. At the same time, the maximum torque rises by 140 Nm to 540 Nm within the speed range from 1,300 to 5,000 rpm. Thereby, Hamann also suspends the 250 km/h limit and allows an impressive speed of 275 km/h. The Diesel version is also provided with extra power. After re-programming the serial motronics, the xDrive30d renders 265 hp / 195 kW and draws a maximum torque of 600 Nm to the crankshaft. The motor version xDrive35d turns into an enormously powerful sprinter as well. The engineers from Laupheim were able to tease 320 hp / 235 kW and a sensational torque of 660 Nm at 2,000 rpm out of the self-igniting engine. Moreover, the sport mufflers by Hamann-Motorsport are adjusted to the various performance kits. The product range does not only offer a double-pipe, but also a four-pipe system which renders a sonorous and earthy sound.

Fascinating design is matched with functional aerodynamics

The exclusive Hamann auto body programme renders an optimal airflow over the car silhouette. The body kit consists of a sportive and energetic front skirt with integrated LED daytime running lights, a three-part rear casing and an attractive roof spoiler. For additional output on the rear axle, the customer can either opt for a small restrained or large and prominent rear spoiler. According to customer specifications, the BMW specialist can also replace the serial bonnet with an ultra-light carbon version.

Rims in ultra format

Single- or multi-part, sportive and striking or elegant and noble - Hamann offers a wide range of wheel designs in different sizes. The ultimate rim is a 23-inch version called Design Edition Race Anodized for the X6 wheel arches. The ultra-light forged wheel combines power and elegance. The black varnished rim star and the titanium bolting both emphasise the dynamics of the wheel. The highly polished rim flange on the other hands implies a noble appearance. Hamann offers the 23-inch wheel with tyres measuring 315/25R23 from 9,385 euros.

The new aluminium wheels with special running gear springs are perfectly put into focus. Thereby, progressively coiled springs lower the SUV´s center of gravity by maximally 40 mm at the front- and rear axle.

Perfected technology for the interior

In addition to the consisting serial interior equipment, Hamann offers accessories made of high-quality aluminium. Pedals and foot rests render motorsports flair and perfectly match the 12-part Hamann decoration set made of carbon fibre. An instrument dial with a scaling up to 300 km/h and a three-spoke sport steering wheel render an additional energetic overall impression.

007 Audi S8

If you think there's no point spending almost $100,000 for something with a 450-horsepower Lamborghini-sourced V-10 engine no one notices, then read no further. Audi's new S8 isn't for you. But if you like the idea of a big, fast, elegantly tailored limousine that slips effortlessly--and rapidly--under the radar, you'll love this car. In an era when AMG Benzes are getting bolder and brassier with every model and BMW's M cars are heading for techno-overkill, the subtle new S8 is the stealth-fighter of sport sedans. In our week with this black-over-gray, German-plated S8 tester, nary a single car-savvy Angeleno's head was turned. And, quite frankly, that's just the way we liked it.

You see, the S8 is a selfish pleasure. Nail the gas and that direct-injection, 5.2-liter V-10 emits a deep, velvety growl--a smooth-jazz remix of the Lamborghini Gallardo's mighty bellow--and gives a satisfying shove between the shoulder blades. You can fan the Tiptronic paddles on the six-speedautomatic if you like, but it's better to let the computer do the thinking and allow the tach needle to kiss 7100 rpm on the upshifts, the engine clearing its throat with a soft whump! between each ratio.

Keep your right foot buried, and you'll hit 60 mph in 4.9 seconds and 100 mph in 12.0 and nail the standing quarter mile in 13.4 seconds at 105.6 mph. No, it isn't nosebleed-quick like an S65 Benz (for the record, AMG's ueber-limo nails 60 mph in just 4.2 seconds, 100 in 9.3, and the standing quarter in 12.4 seconds at 116.5 mph, blowing the doors off a Porsche 911 Carrera S in the process). But there's a crispness and flair to the big Audi's power delivery that betrays the Italian soul buried deep in the machine.

That is the engine, of course. The basic architecture is shared with Lamborghini's513-horsepower, 5.0-liter Gallardo V-10, but the bores have been enlarged to boost capacity. Forged connecting rods allow a 7200-prm redline, and offset crankpins permit an even 72-degree firing cadence, smoothed further by a balance shaft located in the center of the block. The engine uses Audi's FSI direct-injection system, which pumps fuel directly into each combustion chamber at high pressure, allowing a compression ratio of 12.5:1 and more efficient combustion. The result is not only a healthy 450 horsepower at 7000 rpm, but also, thanks to the variable intake manifold, a useful 398 pound-feet of torque at 3500 rpm.

Why a V-10? Audi claims it's the perfect compromise between a V-12, which would need a longer block and suffer from more internal friction from the additionalcylinders, valves, etc., and a V-8, which would be more compact, but would have larger, heavier pistons and wouldn't rev as freely as a result. Offset bores mean the engine is just 26.9 inches long, with all ancillaries attached. Just as well, because most of it is hanging out ahead of the front axle.

Audi's trademark vehicle architecture--longitudinal engines mounted ahead of the front-axle centerline--is as stubbornly iconoclastic as a Porsche 911's. The scales tell the story: 59 percent of the S8's mass is carried by the front wheels. You don't have to be Isaac Newton to figure out this thing's going to understeer. Mind you, Audi'sengineers have tried hard to prove ol' Isaac wrong. The V-10 engine weighs just 485 pounds fully dressed, and the default torque split of the all-wheel-drive system sends 60 percent of the grunt to the rear wheels. The suspension features similar adaptive air springs and shocks as in the A8, though the S8's baseline setting is equivalent to the regular car's sport settings and the S8's sport setting is one stage firmer again. Stiffer bushes reduce unwanted axlecompliance, and the variable-ratio rack-and-pinion steering has been sharpened up by about 10 percent around on-center.

Audi's agility through the slalom: Its 67.3-mph average speed was only 0.2 mph slower than that of the two-sizes-smaller RS4 we tested a few months back. Chirico was further impressed by the stopping power of the ceramic brakes (likely to be a $10,000 option if they're made available in the U.S., though Audi says they'll last four times as long as conventional steel units). With 15.0-inch vented rotors up front (and six--count 'em--piston calipers) and 14.0-inch vented rotors at the rear, this4366-pound car stopped from 60 mph in just 108 feet and took only 301 feet to come to rest from 100. That's better than a Corvette Z06, though we'd like just a bit more feel through the pedal.

Once you start pushing the S8, there's no escaping the fact it starts pushing, too. On winding blacktop, the S8 is quick and tidy up to about eight- or nine-tenths, especially if you left-foot brake and use the Tiptronic paddleshifter to keep the engine right in the torque band. Try harder, however, and the S8 stops flowing down the road; the best technique then is to storm up to a corner, stand on those amazing brakes at the last minute, then aim for the apex of the turn and feed in the gas. It's brutish, though relatively effective, marred only by the lack of feel from Audi's typically video-game steering (another artifact of the S8's all-wheel-drive layout).

The S8 might make sport-sedan moves on the two-lanes, but it's more than happy schmoozing around town in typical lux-car mode. The ride feels arthritic at times, as with all air-suspended VW Group vehicles, but it's not much different from the regular A8's, and you certainly don't feel like you're rolling on ultra-low-profile 20-inch tires. The six-speed auto shifts seamlessly between ratios, and the fat torque curve means the V-10 feels punchier than either the 4.2-liter V-8 or the 6.0-liter W-12 offered in the regular A8.

The S8's interior is as coolly restrained as an Armani suit. Beautifully finishedcarbon-fiber inserts--the weave covered by a deep, lustrous clear-coat finish--replace wood and are perfectly complemented by the soft-sheen aluminum brightwork. Everything else in our tester's interior was finished in a perfectly matched warm gray that looked classy in a way GM and Toyota can only dream about. Audi's instrumentation is a paragon of simplicity and clarity, and while the MMI computer control system isn't as clever as BMW's much-maligned iDrive, it's more intuitive to use at first. The optional Bang & Olufsen 1000-watt sound system delivers crisp, bright audio. At about $6300, it would want to.

Only dedicated Audiphiles will note the S8's unique 20-inch alloys, quad exhaust (somewhat more tastefully executed than the bazookas you find peeking out from under the rear bumper of an AMG Benz), and trademark alloy-finish exterior mirrors. The discreet S8 moniker on the trunk and V-10 badges on each flank don't exactly scream for attention. But that's what makes this car so appealing. The S8 is for the driver who doesn't have to show off--and knows it.

2008 Audi A8L W12 quattro

Audi A8L W12 quattro


The 12-cylinder is the epitome of automotive grandeur, particularly in the premium segment of first-class sedans. The Audi A8 demonstrates its uniqueness as a top athlete and luxury sedan rolled into one. It achieves this in two ways: the Audi A8L W12 quattro represents the dynamic sedan for the ambitious driver a car with opulent comfort and convenience equipment.

The Audi A8L W12 quattro fuses the performance of a powerful sports car with an ambience of luxury and sportiness. Subtle differences in detail distinguish it visually from the eight-cylinder versions: never obtrusive, but instantly recognizable by the automotive connoissseur. For instance, the highly polished black single-frame grille features vertical double chrome applications. At the rear, trapezoidal exhaust tailpipes integrated in the bumper identify the top model in the Audi A8 model line.

The LED daytime running lights at the front of the Audi A8L W12 quattro provide a distinctive accent. Located in a cloverleaf-shaped reflector and each comprising five white LEDs, the daytime running lights consume a minimum, barely perceptible, amount of energy. Each diode has an output of just one watt, while conventional dipped headlights have an output of up to 300 watts. The white light, which is similar to daylight, not only illuminates the road ahead; it also makes the driver's own car immediately visible to all other road users.


One of the quietest sedans in the world

Furthermore, the Audi A8L W12 quattro benefits from the consistent development of the model range, subtle modifications to the timeless design and the extended range of colors and equipment.

With the innovative sound proofing package to insulate the vehicle from road, rolling and ambient noise and the standard, new kind of insulating glass, the Audi A8L W12 quattro is further strengthening its position as the quietest sedan in the world. Moreover, with its more direct steering and retuned suspension it is proof of how successful the synthesis of fascinating agility and superlative ride comfort can be. Under the engine compartment lid is a powerplant that is unparalleled in modernday engine construction. The W-shaped twelve-cylinder unit offers an inestimable advantage: despite the larger number of cylinder units and despite a substantially higher displacement, the W12 is as compact as a V-eight-cylinder engine and considerably smaller than a conventional V-shaped 12-cylinder powerplant.

Thanks to its unusually short length this engine can be paired with quattro fourwheel drive. Significant competitor models with twelve-cylinder units installed at the front can merely drive both rear wheels. In this case there is not enough space under the hood for additional front-wheel drive components.

High performance and low weight

A further advantage of this compact design and the materials used - aluminum and magnesium - is the very low weight of the twelve-cylinder unit. This in turn contributes toward the low total vehicle weight of 4,729 lbs., an achievement unrivalled by competitors. One horsepower on the Audi A8L W12 quattro has to accelerate just 10.5 lbs. - a figure that is on a par with a high-performance sports car.

With a maximum output of 450 hp the engine delivers excellent torque: a remarkable 428 ft. lbs. on tap between 4,000 and 4,700 rpm. The powerpack has an impressively direct response and spontaneously translates the slightest movement of the throttle into acceleration.

The Audi A8L W12 quattro sprints from zero to 60 in only 5.0 seconds.

2009 Audi S6 Avant

Audi S6 Avant


A winner always builds on his strengths: That's why Audi has again upgraded its luxury class Audi A6 model. Efficient engines have been added to the drive-train lineup, with innovative technologies cutting fuel consumption by about 15 percent across the whole model range. An improved suspension and new high-tech assistance system give the driver even greater control over the car. And the new-generation MMI control system is out-performing itself. The revamped Audi A6 will be launched in the German market in late summer.

It's the sportiest and most popular business sedan on the market. The Audi A6 is leading the Premium C pack - both in Europe and around the world. In 2007, Audi sold about 234,000 units, giving the Audi A6 a 37 percent market share among its core competitors. Most of the A6's sold were equipped with six- or eight-cylinder engines, permanent 4x4 quattro and a luxury assortment of optional equipment - all evidence of the high regard Audi technologies is enjoying worldwide.

Its design is emphasized by a range of bold new accents, perfectly articulating the Audi A6's strong personality. The single-frame grill, bumpers, air vents and fog lights have all gotten a facelift.

The optionally-available xenon plus, LED daytime running lights have been redesigned as horizontal strips with 6 LEDs each. Other options include Audi adaptive light, a dynamic cornering light system, and the high-beam assistant that automatically switches between the high and low beam.


An aluminum-colored molding traversing the sides emphasizes the Audi A6's dynamic contour. At 4.93 meters (16.17 ft) long, 1.86 meters (6.10 ft) wide, and 1.46 meters (4.79 ft) high, little has changed in the sedan's generous proportions. The gentle lip on the trunk, integrated chrome strip on the bumper, broad diffuser and straight exhaust pipes are part and partial of the revamped rear end. The bipartite rear lights with LED technology have also gotten a new look: narrow and wide, they taper inward on the sedan. And there are 13 exterior colors to choose from, including five new ones.

The Audi A6's spacious interior with its clean and elegant contours and perfect craftsmanship is characteristic of this luxury brand. The rear seats are extremely comfortable and the L-shaped headrests improve the driver's rear view visibility. As an option, the back seats can be fitted with a comfortable 2-seater bench. A package of elaborate features makes sure the noise level is cut by almost half, particularly within critical frequency ranges.

The instrument panel uses new higher-resolution graphics; and a new frame better accentuates the display (color in the optional MMI navigation system). Tastefully-appointed chrome trim, even on the spokes of the steering wheel, call attention to its overall elegance and inlays are available in either aluminum look or fine woods.

As is expected of an Audi, the interior designers have made sure all the colors and materials match. Standard seats can be optionally upholstered with a new material; the sport seats are available in Valcona leather. Soft armrests on the doors increase comfort, while the integrated headrest system reduces the danger of whiplash.

Audi is now offering an S-line sports package for the most dynamic of drivers. The package includes enhanced performance features like 18-inch wheels and sports suspension that lowers the ride height by 30 millimeters (1.18 in). Its sporty seats, decorative inlays and upholstery give the black-trimmed interior a feeling of even more exclusivity and the S-line exterior package provides more drama. Features from this Audi exclusive program are tailor-made to fit the Audi A6's luxury-seeking mavericks.

One of the major strengths of the Audi A6 lies in its broad selection of engines: six gas and four diesels use direct fuel injection and cutting-edge FSI, TFSI and TDI technologies in a choice of four, six or eight cylinders. Whether stick shift, convenient tiptronic or high-efficiency multitronic, the energy literally flows to the front wheels, or all four wheels for that matter. Its engines are both powerful and efficient. New measures have been introduced to optimize engines and minimize fuel consumption without sacrificing one ounce of driving pleasure. Fuel consumption over the whole Audi A6 family has been lowered by about 15 percent.

The smallest gas engine is the 2.0 TFSI, a 125 kW (170 hp) turbocharged four-cylinder unit. On the other end of the spectrum is the 4.2 FSI, a 257 kW (350 hp) V8 engine. Audi V6 models can be equipped with one of its two new 2.8 liter FSI engines; the 140 kW (190 hp) or the 162 kW (220 hp). Both engines feature the innovative Audi Valvelift System (AVS), which manages the inlet valve timing so that there is more torque and less fuel consumption. Regardless of which 2.8 FSI engine the Audi A6 sedan is fitted, average fuel consumption is only 8.2 liters per 100 kilometers (28.68 US mpg) for the 190 hp, 6-speed manual shift or 8.4 liters per 100 kilometers (28.00 US mpg) for the 220 hp multitronic CVT.

With its 3-liter displacement and 213 kW (290 hp) power output, the V6 is a particularly exciting newcomer. Audi has designed the perfect package for each one of its engine. That's why the 3.0 TFSI is fitted with a supercharger. From now on "T" doesn't just stand for turbocharged - it stands for supercharged. Supercharger technology does not mean increased consumption - but the short intake paths do mean instantaneous response. And it's got full power build-up even at low engine speeds: from 2500 1/min to 4850 1/min, the torque curve is broad and flat at 420 Nm (309.78 lb-ft).

The 3.0 TFSI comes with tiptronic and quattro drive train. The Audi A6 sedan accelerates from 0 to 100 km/h (62.14 mph) in 5.9 seconds and keeps on going as it presses to its electronically-regulated maximum speed of 250 km/h (155.34 mph). This is the kind of performance that only an eight-cylinder engine would have been able to deliver a few years ago. At 9.5 liters per 100 kilometers (24.76 US mpg) on the EU cycle, the supercharged V6 is amazingly economical. The 3.0 TFSI's combination of dynamic performance and low consumption is one more example of Audi's successful efficiency strategy.

The Audi A6 TDI engines give further evidence of just how closely Audi has been able to align sporty performance and efficiency. Fuel is delivered by the extremely sophisticated and quiet system of common rails with rapid-action piezo injectors and an injection pressure of 1800 bar (26,106.79 psi). The two V6 TDI engines (2.7 TDI with 140 kW (190 hp) and 3.0 TDI with 176 kW (240 hp) have peak torques of 380 Nm (280.27 lb-ft) and 450 Nm (331.90 lb-ft), respectively.

At the lower end of the diesel program is the four-cylinder 2.0 TDI engine, which is available in two versions: the 125 kW (170 hp), expected in fall 2008, and the 100 kW (136 hp). The basic version is an especially efficient e-model known as the 2.0 TDIe, which uses a six-speed manual shift or automatic multitronic transmission to deliver 320 Nm (236.02 lb-ft) of torque to the front wheels. With multitronic it sprints from 0 to 100 km/h (62.14 mph) in 9.9 seconds, and continues on to a top speed of 204 km/h (126.76 mph). Yet its average fuel consumption with a manual shift gearbox is only 5.3 liters per 100 km (44.38 US mpg), equivalent to CO2 emissions of app. 139 grams per kilometer (224 grams per mile).

The key to achieving such exemplary values is the strategic deployment of innovative technologies. The power steering pump operates on demand; the alternator regenerates electrical energy when coasting thereby reducing load off the engine. By lowering the ride height by 20 millimeters (0.79 in) and other aerodynamic fine-tuning, the drag coefficient has been reduced to cD = 0.28.

The transmission can be used longer in the upper two gears. Any manual-shift Audi A6 with Driver Information System, even the 2.0 TDIe, can opt to have the shift indicator displayed in the instrument panel. The icon lets the driver know which gear is most economical under actual circumstances.

Audi quattro four-wheel drive is available on all engines with 140 kW (190 hp) or above and is standard equipment on high-end aggregates. The manual shift, 140 kW (190 hp) 2.8 FSI notwithstanding, this is the very latest generation quattro with the newly emphasized rear-end design. It gives the Audi A6 tremendous driving characteristics, remarkable grip and superior safety. Under normal conditions, the torque split is 40 percent to the front wheels and 60 percent to the rear. The mechanically-operated Torsen differential immediately diverts most of the power to the axle, providing better traction whenever the need arises - in extreme cases, up to 65 percent to the front or 85 percent to the rear.

In fine-tuning the Audi A6, two key objectives were identified - increasing its comfort while retaining its sporty character. With new large-diameter, front-axle shock absorbers operating within an optimized valve system, Audi engineers were able to achieve both goals. Every other aspect of the suspension set-up has been improved, including the automotive spring response.

The Audi A6 can be equipped with factory-fitted adaptive air suspension so that the driver can vary his response and the characteristics of the adaptive shock absorbers into three styles. High-powered engines come equipped with larger 17-inch wheel brakes. Audi can also be fitted with a tire pressure monitoring system, which is entirely wear-free and maintenance-free. The customer can opt for run-flat tires, which limit the car to 50 kilometers (31 miles) should there be a drop in air pressure.

Audi has integrated several new high-tech assistance systems. The new Audi side assist kicks in to help drivers when changing lanes at speeds over 30 km/h (18.64 mph), ensuring a stress-free and superior drive. Using radar sensors, Audi Side Assist is able to detect other cars up to 50 meters (164.04 ft) away: a signal on the outside mirror lights up should changing lanes pose a threat. Audi lane assist helps keep drivers in their own lane, radar-assisted adaptive cruise control keeps a steady distance to the vehicle ahead, and Audi parking system advanced has a rearview camera.

Since its debut in 2002, the Audi Multi Media Interface system (MMI) has been setting the standard for perfectly controlling any number of functions. The Audi A6 comes equipped with the latest MMI generation, including the top-of-the-line MMI Navigation plus. Its basic construction has not changed. The central control knob can still be found on the middle console between the front seats and the operation is still carried out using large buttons. The new joystick capping the control knob means the MMI Navigation plus can be operated even more intuitively.

MMI Navigation plus is an ultimate solution, pioneering in an entirely new system generation with high-tech portfolio and ground-breaking standards. Special features include a CD/DVD/Navigation combination drive with a 40 GB hard drive capacity which can be used to store MP3s and up to 5000 addresses.

With its 7-inch, high-resolution screen, the monitor on this ultimate navigation system is truly innovative. The image is rich in contrast and incredibly sharp even under difficult lighting conditions. It also has an optional TV tuner that receives digital programs (DVB-T) in perfect quality.

The new navigation system has another innovation. A new bird's eye picture mode shows landscapes in topographical relief - in full detail, complete with three-dimensional images of landmark buildings. The monitor has a new operating principle: when adjusting specific functions like air conditioning or seat heating, a pop-up window appears at the right rather than taking over the whole screen.

Most of the new features found in the Audi A6 Sedan and Audi A6 Avant are also present in two other models: the versatile Audi A6 allroad quattro and the dynamic Audi S6. The Audi A6 allroad quattro can be powered either by the new 213 kW (290 hp) 3.0 TFSI engine or one of the two powerful V6 TDI diesels. The V10 on the Audi S6 has 320 kW (435 hp). Changes made to the sports model are limited to interior and exterior optical details.

The upgraded Audi A6 will be available in German dealer showrooms as of mid-October 2008. Starting at 34,200 Euros for the Audi A6 2.0 TFSI sedan, Audi's initial list prices have remained virtually unchanged, despite all the extensive innovations.

2009 Yamaha YZR M1 and Valentino Rossi unveiled...

2009 Yamaha YZR M1 and The Doctor. We're hoping this will be the most effective combo in the 2009 MotoGP season, making mincemeat out of Casey 'Loudmouth' Stoner...

Yamaha have just released pics and specs of the 2009 YZR M1 and the new, spruced-up-for-2009 Valentino Rossi. We’ll start with the M1, which still packs more than 200bhp from its inline-four and has a top speed in excess of 320km/h. The gearbox is a six-speed cassette-type unit, with quick-swappable ratios, while the chassis is an aluminium twin tube delta box jobbie, with multi-adjustable steering geometry, wheelbase and ride height.

The swingarm is made of aluminium, suspension is Ohlins (front and rear), adjustable for everything that can possibly be adjusted, and then some. The brakes are Brembo – twin 320mm carbon discs with four-piston callipers at front, single 220mm stainless steel disc with twin-piston calliper at the back.

The 2009 M1 weighs 148 kilos (in accordance with FIM regulations) and rides on 16.5-inch Marchesini wheels that are available in a variety of rim widths and which are shod with Bridgestone tyres – slick, intermediate, wet or hand-cut.

‘I had the chance to try the 2009 prototype briefly after Valencia, but more so in Jerez, when I was very fast. The bike seems better and I was faster than I was with the 2008 version. I'm very confident, and anyway we're only at the beginning of our work and now we must use these months before April to improve the 2009 M1 even more,’ says Valentino Rossi, speaking about the 2009 YZR M1. 'We're working a lot on the engine and we're trying to find a way to improve the acceleration a bit, and I think that this is the area in which we will be concentrating,' he adds.

Yamaha have also been working on engine management controls and fuel injection maps, with which they hope to improve acceleration significantly. The aim is to allow Rossi and Lorenzo to open the throttle earlier - and harder - while exiting corners. 'In 2008, when we won everything - the Constructors' title, the Riders' title, the Teams' title - it provoked great motivation and reaction from rival riders and factories, and they must have all started working to produce a bike capable of beating us. We'll do the same,' says Rossi's team manager, Davide Brivio.

Moving on from the M1 and coming to the 2009 Valentino Rossi, The Doctor is in fine fettle as ever. With six MotoGP world championships to his credit, Rossi is now the only man who’s ever won world championships in the two-stroke 500cc as well four-stroke 990cc and 800cc classes.

Now 30 years old, No.46 will be one of the top contenders for winning the 2009 MotoGP world championship. Of course, he doesn’t need the money anymore – he races because he loves it. Rossi earned an estimated US$34 million in 2007 and probably much more in 2008. This year, global recession or not, The Doctor could be raking in as much as US$45 million according to some estimates.

Volkswagen Golf GTI “Edition 30” – Happy birthday GTI!

Its been 30 years since the first Golf GTI rolled off VW’s production line, so the Germans decided to make a birthday gift to the car that christened a whole new category: the Golf GTI Edition 30 concept.

As you can see from the pictures, the special edition GTI has a few cosmetic modifications –painted bumpers, 18’’ black alloy wheels, darkened rear lights, red stitched sterring wheel, gear knob with the classic Golf Ball Design and special "edition 30" signatures.

The most interesting part though is the pumped up 2.0 TFSI engine that now produces 230 hp, 30 more than the normal version –one hp for every year that the car was in production.

Although officially there is no word for a production version, Volkswagen is known for its limited series production models such as the Golf 20th or the Golf Pink Floyd which means we might very well see the Golf GTI Edition 30 come to life.

Porsche Cayenne GTS V8: Now Faster

Porsche is showcasing a new addition to its Cayenne range at the Frankfurt Motor Show.

The new Cayenne GTS features an enhanced 4.8-liter V8, has been lowered by 24mm and comes with a specially developed chassis.

It is the first Cayenne to feature the electronically controlled damping system, Porsche Active Suspension Management (PASM), with steel springs. This combination was previously reserved exclusively for Porsche sports cars.

The 4.8-liter engine with direct gasoline fuel injection (DFI) in the Cayenne GTS yields 298 kW at 6 500 r/min. Maximum torque remains unchanged at 500 Nm at 3 500 r/min.

This, the sportiest of Porsche SUVs, comes as standard with a six-speed manual gearbox and a shorter axle drive ratio than the Cayenne S (4.1:1 as opposed to 3.55:1).

The Cayenne GTS can thus accelerate from zero to 100km/h in just 6.1 seconds, precisely 0.5 seconds quicker than the Cayenne S.

The Cayenne GTS is fitted with Porsche Traction Management (PTM) permanent all- wheel drive and the adaptive PASM chassis as standard. As well as optional air suspension, the Porsche Dynamic Chassis Control (PDCC) active anti-roll system is available to enhance handling and ride comfort. Newly developed 12-way sports seats and a leather-Alcantara mix emphasize the sporty interior.

The new Cayenne GTS is instantly recognizable: the front and rear look the same as the Cayenne Turbo, and the striking 14mm wheel-arch enlargements offer plenty of space for the standard 21-inch alloy rims with 295/35 R21 tires. Two new colors have also been reserved exclusively for the GTS: GTS Red and Nordic Gold Metallic.

The new Cayenne model with Tiptronic S transmission has an average consumption of 13.9 liters/100 km in accordance with EU standards.

Global dispatch will start in February 2008.
Source: wheels24