After some rounds of spyshots the curtain is finally dropped on the hotted up Scirocco R. This is actually the athlete version of the Scirocco which packs 265 hp and 350 nm of torque out of a race tuned 2.0 liter TFSI engine. Five copies of this car are specially prepared for Nurburgring 24 hours race.

The combination of this engine and an advanced DSG gearbox can result into acceleration from 0 to 100 in 6.4 seconds, you can also have it with a proper manual 6-speed as well but then you hit 100 in 6.5 seconds! As usual top speed is limited to 250 km/h. DSG gearbox has another advantage and that is fuel economy. It averages 8.2 liter per 100 kilometers.

VW Scirocco R comes with some visual upgrades to distinguish it over the normal ones. It has revised bumpers with big air intakes and daytime running LED lights and a diffuser and a roof spoiler at the back, all adding up to its sporty look. You can have it with 18 or 19 inch wheels, it is also fitted with bigger brake discs.

As for the interior the car has a sporty black theme garnished with aluminum decorations. Bucket seats and sporty multifunctional steering wheel are other nice features here. And of course you get lots of R logos here and there! Scirocco R is also very well equipped, a top notch MP3 capable sound system, Bi-xenon headlights with cornering abilities, tire pressure monitoring system and an intelligent climate control system are some to mention.

Availability and pricing for the new VW Scirooco R are yet to be announced.

There are vast areas of skilled expertise and semi-skilled workers that we can tap into and energy is not an issue because commodities like petrol are so cheap.I have every reason to feel that our operation here could be very beneficial to the region.

Richards is expecting as many as five other applications to come in during the month from aspiring Formula One competitors.

“The FIA would make a judgement on the most appropriate entries to accept,” he said.

“I hope that our credentials stand us in good stead. We have been there before and done it before in most forms of motorsport.”

Richards, 56, who is intending to take a low profile role in the new set-up and appoint a younger person as team principal, indicated he is going to capitalise on the return of the legendary Cosworth engine to Formula One.

“There are several established engines now that we could use but but Cosworth are about to come back,” he said.

“Anybody will remember the famous V8 engine that dominated for decades. They were the bedrock of F1. They have introduced an engine for next year and that might be a viable alternative to going with one of the established engines out there today.”

As for drivers of the new cars, Richards was guarded about making any unsettling comments.

“That has to be the final piece of the jigsaw.It all goes in tandem. We have to make sure that we have the establishment in place first,” he said.

“Then we put the finance and the personnel of the team in place and then we work on getting the drivers.”

The driver he knows best from his previous dalliances with Formula One is leading the world championship.

Richards was in charge of the BAR team in 2004 when Jenson Button finished third to Michael Schmacher in the drivers’ championship.

“I have known Jenson since his karting days.” he said.

“I knew he had the attributes then to become world champion and, fingers crossed, that might come to him this year.

“I was so pleased to see him win three times this season. He is an underestimated talent and always has been in my view.

“When Renault cast him to one side, I picked him up and put him in our team at BAR. Put him in the right car as we have seen this year and he’s away. He is one of the smoothest drivers on the track.”

source: National newspaper

You remember we had the report on the Renault Roadshow this weekend in Dubai? Well, It was held but it hasn’t gone as planned! Muhammad Bin Sulayem, the rally legend and the very well known man in the world of motorsport, who was the star of the show driving the R28 Formula1 car, crashes it in the second run!

As you see in this video, he is racing a Ford GT in a drag race as he loses control spins and hit the wall. The Ford which apparently was driven by Romain Grosjean, manages to evade the accident but Bin Sulayem gets clipped out pretty bad. There is not much news out, but the word is that he’s safe, fortunately the impact was not that severe.

Bin Sulayem is a brilliant driver, no doubt about that. Even though he is old now, but he has been driving racing cars all his life and even his daily drivers are all supercars. So if you wanna blame something for the collision, put it on Dubai weather! which at this time of year specially, has quit a lot of sand storms. Dubai Autodrome’s track is well known for the lack of grip, caused by the sand all over the track. You can notice in the film the car cannot accelerate well cause there’s no grip.

(Note: The man commenting on the video uses some bad words, We are sorry for that, not our fault!)

The race between Audi and Aston Martin is already started as they release their Le Mans prototypes in the same day! Aston is actually making a big return to the P1 class by unveiling the all new LPM1 at Paul Ricard circuit.

The car uses a Lola chassis along with the 600 hp V12 engine from DBR9, and since it’s prepared by Prodrive you can be sure that it’s a quality racer, but is it a match for the Audi R15 TDI and its monstrous diesel engine? By imagine, the Audi would be faster in straight but Aston, being more agile, would have the edge in corners. That aside, Audi has great experience in endurance racing and has had an opponent like the Aston for years, the Porsche Spyder, so They kinda know what to do, but Aston Martin needs to warm up a bit before really get into it! We’ll see whose better with a bit of patience!

Press Release :

Aston Martin Racing debuts new LMP1 car at Paul Ricard Test

Paul Ricard, 9 March 2009. Following weeks of intense preparation Aston Martin Racing ran its new LMP1 cars for the first time at the Le Mans Series test held at the Paul Ricard Circuit in France on 8/9 March.

Car numbers 007 and 009 resplendent in their Gulf Oil International orange and blue livery took to the French circuit on Sunday morning. All six of the team’s drivers, Jan Charouz (CZ), Tomas Enge (CZ), Stefan Mücke (DE), Harold Primat (CH), Miguel Ramos (PT) and Darren Turner (GB) got an opportunity to test the new cars.

Members of the public were granted access to the Paul Ricard Test Track for the first time in 10 years and 3,500 spectators arrived on Sunday to view the on-track action from the newly installed grandstands. In total 28 of the 50 cars that will compete in the Le Mans Series took part in the official test with the Aston Martins taking centre stage.

The team was encouraged by the performance and reliability over the course of the test and encountered no significant issues despite the cars having barely turned a wheel prior to the start of the test.

The team suffered a setback on the afternoon of day one when the 007 car suffered an accident with Czech driver Tomas Enge at the wheel. Although the car sustained heavy damage, Enge walked away uninjured from the accident.

Also taking part in the test was Official Partner Team of Aston Martin Racing – Drayson Racing with their No. 87 Aston Martin Vantage GT2. Drivers Paul Drayson and Jonny Cocker used the test to benchmark the off-season improvements the team has made to the V8-powered machine. The results were encouraging as the Vantage GT2 performed well on its new Michelin tyres.

The Le Mans Series consists of five 1,000km races, the first of which is the 1,000km of Catalunya which will take place on 5 April at the Circuit de Catalunya near Barcelona, Spain. The other races take place at Spa in Belgium, at the new Algarve circuit in Portugal and at the Nürburgring in Germany where Aston Martin has its Test Centre facility. The series finale takes place on the team’s home turf of Silverstone in the UK.

In addition to the Le Mans Series, Aston Martin Racing will compete in the Le Mans 24 hour race which takes place on 13/14 June 2009.

Quotes

George Howard-Chappell Team Principal “It’s a credit to the team that both of our cars have run so reliably after such an intense and tiring build period. For a first test with two brand new cars we have run very successfully. Obviously the accident has set us back to a degree but as always we will recover and we will be in Barcelona with two race-ready cars. I am pleased that the new drivers are getting to grips with the car and are integrating well with the team and the ‘old hands’ are also performing well.”

Car 007

Jan Charouz “The first impression of the car is that it looks stunning. I didn’t get to do many laps, just 10, but the car was very stable and quick and we didn’t experience any technical difficulties which was great as it is a completely new car. I’m looking forward to the first race to see how we compare to the competition.”

Tomas Enge “Considering how short a time the team had to build up the two cars we were running really well without any major problems. Unfortunately because of my error the test was compromised but prior to the accident the car was good and I believe that we will be even stronger than we were last year.”

Stefan Mucke “It was the first time for me in the new LMP1 and the first time it has run on a race track. The aerodynamics have changed quite a lot and I was expecting less down-force with the smaller rear wing but actually the car felt really good and the feeling was very close to that of last year’s entry so I felt at home after only a couple of laps. The team has changed the exhaust system from last season and the engine note from the V12 is fantastic, especially on the long straight here at Paul Ricard. I am looking forward to the first race; it will be interesting to see where we are against the diesel cars. We had a good result at Barcelona in 2008 so I hope we can repeat this and get another podium this year.”

Car 009

Harold Primat: “My first test was ok, the car was good out of the box and it was impressive to see that it is running trouble free straight away. The team did a great job of preparing the car. I think the car has got great potential; we tried a few different set-ups finding a good solution for all of the drivers. The aim of the test was to get mileage under our belts, to understand the car and to find ways to improve it which is exactly what we did. My height can cause me trouble as I am pretty tall for a driver but I’m working with the team to improve the comfort.”

Miguel Ramos: “The LMP1 feels great, the speed on corning is great, I’m not yet used to it as I normally drive a GT car but it is getting easier. I am taking everything step by step and I’m trying to understand the car and how it reacts rather than pushing too hard. I’m comparing my lap data with the more experienced drivers and making adjustments each time I drive which means I’m improving every lap. My last lap was my fastest of the two days. The Paul Ricard circuit is really challenging for someone who is just starting out in LMP1 and the g-force is really tough physically.”

Darren Turner: “The test has been really good, the car has run like clockwork and it is fitting reward for the guys from Aston Martin Racing who have put so much effort in over the last few weeks that we have managed to complete lots of miles. The main focus right now is to put miles on the new car and to allow me and my team mates to get up to speed. For me it is a big step from the DBR9 to LMP1 but I’m happy that after two days of testing I am starting to feel comfortable and I’m really looking forward to the first race in Barcelona and the rest of the year.”

Audi has launched the latest edition of its legendary diesel powered Le Mans racer, the R15 TDI. This car, beside the Peugeot 908 and forthcoming Aston Martin LMP1 promises an exciting season for endurance racing in 2009.

The R15 uses an evolution of the V10 TDI engine which develops more than 600 hp and a whopping 1,050 Newton meters of torque. It means that like its predecessor the R10, it will smoke every single car on the track in the straight, but we have to see it in action to know how it handle the bends.It looks really cool too!

As you know Audi will not take part in ALMS or LEMS this year due to financial problems, but they still will do Sebring 12 Hours and Lemans 24 Hours, so cheers!

Press Release:

Audi R15 TDI: first “second” generation diesel racing sports car

• Audi launches new LMP1 racing sports car
• New TDI engine and many innovative approaches
• Race debut on March 21 at Sebring (USA)

AUDI AG is the world’s first automobile manufacturer to develop a “second” generation diesel racing sports car. Audi aims to underline its supremacy and consolidate its expertise in car technology once more at the legendary 24 Hours of Le Mans with the all-new Audi R15 TDI.

The 24 Hours of Le Mans is particularly suited for this: Efficient and economical cars are especially required for the French endurance classic. Lightweight construction, environmentally friendly drive concepts and well-thought out aerodynamics are the focus of attention at Le Mans just as they are during the development of production cars. For this purpose the regulations intentionally give the engineers plenty of freedom.

Audi Sport fully exploited this creative freedom and put a new LMP1 race car on the track that differs significantly from all previous Le Mans sports cars. “The R15 TDI has many detailed technical solutions never seen before on a sports prototype,” explains Head of Audi Motorsport Dr. Wolfgang Ullrich. “To a certain extent we followed entirely new routes.”

Highly efficient TDI engine

The heart of the R15 TDI is a newly developed V10 TDI engine producing more than 600 hp, with a maximum torque output in excess of 1,050 Newton meters and which reflects the latest version of the TDI Technology invented by Audi. The power unit is more compact and lighter than the twelve-cylinder engine used in the preceding R10 TDI model. The specific fuel consumption and associated CO2 emissions could also be reduced. Innovations in the turbo-charging and fuel injection areas simultaneously ensure improved engine response. The R15 TDI is also equipped with a new generation of even lighter diesel particle filters.

The new sports car’s aerodynamics, which play a particularly important role at Le Mans, are extremely refined. Like the DTM 2008 championship winning Audi A4, the airflow around and through the car was optimized with CFD (Computational Fluid Dynamics). Included among the many innovative detail solutions which can be spotted at first glance are a rear wing suspended from the top and a high nose.

Innovative vehicle electrical system concept

The vehicle electrical system in the Le Mans sports car is entirely new: A lithium- ion battery, as found in some hybrid vehicles, is used for the first time. It is lighter than the conventional battery and supplies a higher voltage.

The headlights fitted to the R15 TDI also benefit from the higher power. At Le Mans, Audi competes for the first time with a low beam unit comprised entirely of light emitting diodes, which represents the next generation of Audi LED technology for road cars.

Innovative approaches

Numerous innovative approaches are also hidden in the chassis and suspension of the diesel sports car. Due to the aerodynamic concept the front and rear suspension have been raised. Thanks to a longer wheelbase and the optimized vehicle weight the R15 TDI is significantly more agile than its predecessor.

Audi is the only automobile manufacturer to have won the famous 24 Hours of Le Mans with a diesel car. “With the R15 TDI we have created the base to be in a position to win also in 2009,” says Head of Audi Motorsport Dr. Wolfgang Ullrich.

The Audi R15 TDI celebrates its race debut in the 12-hour race in Sebring, Florida in the USA on March 21. Audi Sport Team Joest plans to field three cars at the 24 Hours of Le Mans on June 13/14.

Most of us are too young to remember the days that Alpina was a successful racer but no matter because they are going to be back racing  in GT series with this race-prepared B6 GT3. Competing with cars like Aston DBSR9 or Gallardo GT3 or the new Audi R8 LMS, the Alpina Bimmer has a 4.4 liter V8 with a kompressor which develops 530hp and 725 nm of torque. Weighing 1350 kg the car can run from 0 to 100 kmh in 3.9 seconds and has reached 285 kmh top at Nurburgring. BMW B6 Alpina GT3 is also available for private teams with big budgets!

via : autoblog.nl

Ford Amercia’s latest contribution to motorsport is this newly developed FR9 NASCAR race engine in partnrship with Roush Yates. It will be featured in this years NASCAR Sprint Cup series and as ford says this is the first NASCAR-purposed engine by the company which has significant improvements over previous Windsor engines. A re-worked cooling system allows NASCAR teams to add more tape to the front of the car to improve downforce. The valve-train has been completely redone allowing for higher and more reliable horsepower. Thirdly, the very structure of the block has been re-engineered making assembly and maintenance easier.

“This is an exciting time for us to say the least, especially with the way our two companies have worked so well together on this project,” Yates said. “I’ve never had the opportunity to work on a NASCAR engine with a clean sheet of paper, but that’s basically what we’ve done and I’ve enjoyed every second. We feel we’ve got a piece that will not only be better than what we’ve got now, but will give us room to grow.

“With the exception of a few cylinder head changes through the years, we’ve had the same engine since 1991 and have been able to squeeze out every ounce of power and speed possible,” he added. “What’s got me so excited is we’ve won races and championships with an engine many consider old, and this new piece is definitely a notch above, so we’ve got a lot to look forward to for years to come.”

Just when FR9 is ready for competition remains to be seen, but a tentative target date is the second-half of the 2009 season.

“The timing on it is really going to be determined by how much you can afford and how competitive the engine proves to be,” team owner Jack Roush said. “The obsolescence of the existing engine, depending on the timing of it and results we’re having, also will include other variable additional costs to the teams. The obsolescence could be of very little cost to the teams or it could be in the millions of dollars for teams.

“So I’m anxious, given the economic circumstances and the competitiveness of the [current] engine. I’m going to have the brakes on its introduction, so that we don’t obsolete a current engine that’s got value in it, that’s got service life left in it. And so we certainly don’t take the risk of trying to do something too soon when we don’t have enough testing done to determine that it’s going to be a solid move without risk.”

Roush Fenway driver David Ragan is eager to embrace the new engine. “As a race car driver, we always want more power. Even if we’ve got the most, we always want just a little bit more,” he said. “Like Jack has mentioned, that engine that we’re running currently right now is the same engine, basically, that they were running in the 1970s and 1980s.

“A lot of new technology has gone into the new engine. It’s not only the horsepower, but there are other advantages — the weight, the water-flow technology, a lot of the construction of the engine that is going to make it easier to work around it, to set up the cars a little different, our aero package. The Ford power is something everybody thinks about, but there are four or five things that go along with that engine that will help the total performance of the car.”

There are three key differences between FR9 and the current engine. First, the cooling system has been re-worked and will allow teams to optimize the amount of tape they can put on the front grille and improve downforce. Second, the valve train has been improved, and, third, the production and assembly of FR9 will be much easier than today’s model.

The FR9 does not retain any of the original production 351 dimensions as the current model.

“Our main priority when we started this project was to get the bones of the engine right. We wanted to make sure we had the proper layout, the right block structure and that the overall skeleton of the engine was correct,” Simon said. “Even though we’ve been working on these engines for decades and know a lot of things about them, there was still a lot we didn’t know. In that case, we went and did some testing to get the answer.”

That data-driven philosophy for designing the engine was crucial for building an engine that would not only be reliable and efficient, but powerful as well.

“It was a completely different mindset and approach to making power,” Simon noted. “We did not finalize any part of the engine until we acquired the data that told us what was going to be our optimum setting or optimum dimension. The key to all of this in the first phase of our development was to produce as much power through the design of the engine as possible and to make sure we had the very best layout, the very best dimension, and the very best combination of dimensions that we could within the framework of the rules.”

A late-season roll out would potentially impact the Chase, and that is something Roush is keeping an eye on.

“All five of mine and hopefully all three of the Yates teams will be running for a championship, trying to get in the Chase,” Roush noted. “And we certainly wouldn’t make any decision that would involve any risk that we were able to anticipate.

“But we may wind up placing it in an ARCA program initially. Certainly some of the short tracks not known to be hard on engines would be an option. I’m certain that we will go tire testing with it at some of the Goodyear tire tests that are coming up. That’s a way to generate a lot of miles.”

Yates echoed those sentiments, noting the new engine would not be rushed into competition. “We don’t feel a need to rush because our current engine is still strong and that gives us the luxury to take our time and make sure we do FR9 right,” he said. “I know we’ve got a winner here, and I can’t wait to see it on the track.”

via : webridestv

Looks like Porsche found some free time among their busy schedule of buying VW or Scania or … to do what it’s supposed to do, making great racing cars! The new 911 GT3 machine has received some improvement to hit the circuits fresh in the upcoming 2009 season. The 3.8 liter boxer engine is now grown up to 4.0 liter and checks out 450 hp at 7800 rpm (it can rev up to 9,400 rpm!) to the rear wheels via a sequential gearbox. The Monocoque body also heavily revised with aerodynamic in mind and has huge air intakes. The whole car weights 1220 kg however to meet FIA racing regulations for GT series it must come up to 1245. Porsches have always been very good racers. They always gain top positions in every race they attend. With the new RSR, Porsche has prepared well for this year’s endurance racing. It is available to private teams for 380,000 euros. Pictures after the jump…

Press Release

More engine capacity and improved aerodynamicsStuttgart. The successful Porsche 911 GT3 RSR takes off into the new model year with extensive modifications. The most powerful race car based on the Porsche 911, which last season secured wins in the American Le Mans Series and at the Nürburgring 24 Hours, competes in the GT2 class at international long distance races. The most distinguishing feature of the new GT3 RSR is the redesigned front with large air outlets on the front hood. Under the light-weight bodyshell, as well, major changes were made to the quickest 911.

Noticeable at first sight are the air outlet slots, or the so-called louvers, on the front hood: an indication of the completely redesigned air ducting of the radiators, which became necessary through the new design of supply and discharge air with the installation of an optional air-conditioning unit. The aerodynamics under the rear underwent further optimisation. The rear wing now features a wider adjustment range. The weight-optimised brake system and the lighter wiring harness contribute to further improved handling, compared to the predecessor model.

The capacity of the well-known six-cylinder boxer engine increased from 3.8 to 4.0-litres. After another reduction in the size of the air restrictors for the 2009 season, the engine now delivers around 450 hp (331 kW) at 7,800 revs per minute and develops a maximum torque of 430 Nm at 7,250 rpm. The rev limiter of the efficient six-cylinder unit kicks in at 9,000 rpm. Compared to the forerunner, the rev level for a given power output was significantly lowered. Thanks to this, the engine features an optimised torque curve and offers better driveability.
In the cockpit, a new multi-function display located above the dashboard indicates the opti-mum moment to change gears. Another new feature is the programmable multi-function, onboard supply system control device, giving teams the choice of many individual functions. One of these is the infinitely adjustable blinking frequency of the lights in the front apron, which helps to immediately recognise race cars when they enter the pits in the dark. For eas-ier servicing under race conditions, other modifications were made. The GT3 RSR now fea-tures a new air-jack system with overpressure valve. The oil refill with fast filling function has now moved to the rear lid, giving mechanics better access.

Aside from GT3 Cup and the GT3 Cup S, the GT3 RSR is the third race car based on the Porsche 911 offered by Porsche Motorsport. About 20 of the successful long distance racers have been built in Weissach and are now being delivered to customer teams around the world. The GT3 RSR costs 380,000 Euro plus VAT specific to each country.

Technical Description Porsche GT3 RSR (2009)

Engine: Water-cooled, six-cylinder boxer engine; four valves per cylinder; dry sump lubrication; individual throttle butterflies; fuel injection; air restrictors 2 x 29.5 mm.

Bore: 102.7 mm

Stroke: 80.4 mm

Capacity: 3,996 cc

Power output: 331 kW (450 bhp) at 7,800 rpm

Max. Torque: 430 Nm at 7,250 rpm

Max. revs: 9,400 rpm

Transmission: Six-speed gearbox with sequential jaw-type shift; oil/water heat exchanger; single-mass flywheel; hydraulic disengagement lever; three-plate carbon-fibre clutch; rear wheel drive; limited-slip differential 45/65%.

Body: Monocoque body (basis GT3 RS) of hot-galvanised steel; aerodynamically optimised front end with front spoiler; aerodynamically optimised front underfloor; adjustable rear wing; 90-litre safety fuel tank with fast filling function; air jack; welded-in safety cage; bucket-type racing seat (on driver’s side only) with flame-resistant seat cover; six-point seat belt adapted for use of the HANS Head and Neck Support; electric fire-extinguishing system.

Suspension:

Front: McPherson spring strut axle; Sachs four-way gas pressure dampers; double coil springs (main and ancillary spring); front axle arms adjustable for camber; adjustable sword-type anti-roll bar on both sides; power steering.

Rear: Multi-arm axle with rigidly mounted axle sub-frame; Sachs four-way gas pressure dampers; double coil springs (main and auxiliary spring); rear axle tie-bar reinforced and infinitely adjustable; adjustable sword-type anti-roll bar on both sides.

Complete suspension infinitely adjustable (height, camber, track).

Brakes: Brake system with balance bar control.

Front: Single-piece six-piston aluminium fixed callipers; inner-vented, 380 mm in diameter; racing brake pads.

Rear: Single-piece four-piston aluminium fixed callipers; inner-vented, 355 mm in diameter; racing brake pads.

Wheels:

Front: Three-piece BBS light-alloy wheels (11J x 18-34); central bolt;

Rear: Three-piece BBS light-alloy wheels (13J x 18-12.5); central bolt.

Electrical System: Motec display with integrated data recording; multi-function display with integrated gearshift indicator; adjustable traction control; battery: 12 volt, 50 Ah, 140 Ah alternator.

Weight: Approx. 1,220 kg complying with A.C.O. regulations, 1,245 kg complying with FIA regulations.

It started by Honda pulling out if Formula1 and then Audi left ALMS and it was all because of economy downturn. Now another punch into motor sport’s face, Subaru pulls out of World Rally Championship and Porsche says bye-bye to its ALMS career.

The German sports car maker announced that they won’t compete in the P2 series in American Le mans Series however they keep support for 911s in GT class. So with Audi and Porsche out, the Prototype class in ALMS is almost empty so no wonder if the race go away altogether!

Meanwhile Subaru decided that it should quit Rally racing to save money for the factory as it’s getting hit by the financial crisis. That means only Ford and Peugeot Citroen remain in the action. Such occasions directly translate into the Motorsport loosing spectator and without spectators Racing will die, the bad thing is, we can’t find no one to blame it on to him !

When stupid Politicians get stuck and can do nothing but conversating their a## in meetings, people stand to their feet. Rasheed Nashashibi, Palestinian and Israeli Aric Lapter are forming a racing team so send a message to middle east and the world, We can do more than fighting!

Rasheed is Palestine’s Karting champion and is developing his career outside homeland but still coaching young domestic talents, and Aric, beside his wide Karting experience, is the designer of Formula VEE car as a project of his mechanical engineering course at Tel Aviv University.  These guys are forming a motoracing team together to show that Palestinians and Israeli people can do much better when they collaborate than when they work against each other. Although Motorsport being an expensive niche, they have a very long way ahead to actually get somewhere, but you can help them a bit by donating their project. Visit Racing4Peace.com for more info.

source : autoblog