Auto News 5

Chinese carmakers want to reach styling and quality milestones already achieved by their Asian rivals #8211; but in a fraction of the time.

German supplier Robert Bosch, which aims to become the leading maker of equipment for recharging vehicle air conditioning systems, must sell a subsidiary to satisfy regulators in the United States.

Rolls-Royce aims to grow its global dealerships to 120 from 105 within five years in a bid to target millionaires in markets like Chile, Thailand and Vietnam, who are unfazed by Europe's debt crisis.

Back in 1992, the McLaren F1 road car was launched and changed the course of automotive history. At the time, it was the fastest production car on the planet.

Once again, McLaren has saught to produce a groundbreaking supercar, but not to repeat history. While the F1 still stands as the world's fastest car with a normally aspirated engine (a 618-hp, BMW 6.1L V12), the P1 aims to be the best all-around road and track car.

That means a McLaren P1 owner could drive the car to the track, race it and drive the car back home.

Launched at the Paris Auto Show last September, McLaren hasn't officially announced what engine will equip the P1. The only detail mentioned is that the car will boast a power-to-weight ratio of 3.8 lbs/hp. That should translate into a very quick supercar.

To be a star on the track, the McLaren P1 will rely on heavy amounts of downforce. It starts with svelte bodywork that seems moulded around the cockpit and mechanicals; while every body panel, air intake and air exhaust was designed to maximize cooling efficiency as well as airflow to the rear wing. The flat undertray also helps generate suction to the ground.

Photo: Mclaren

That rear wing plays a critical role; it features an adjustable pitch to increase drag and push the car's body downwards. In addition, two active underbody flaps just ahead of the front wheels contribute to increasing downforce and aerodynamics. According to McLaren, the P1 will benefit from five times as much downforce compared to the 12C. The rear wing can also act as an airbrake.

The mid-engine McLaren P1 uses a carbon fibre monocoque, like the famed F1 of the '90s. It also features what the company calls the MonoCage, a roof safety cage structure that's similar in concept to the McLaren 12C's MonoCell roof.

“Everything is there for a reason -- true form improves function. Every duct, every surface, does a job, either in aero or in cooling,” says Chief Design Engineer, Dan Parry-Williams.

The McLaren P1 -- whose name means “first place” to reflect the company's 180 GP victories -- is a design study, for now. A production version will be introduced in 2013, and further details about the car, including its powertrain, should be announced in a few months. The first deliveries of the McLaren P1 will coincide with the company's 50th anniversary.

From GMM

Jaime Alguersuari is continuing to wait on his future, admitting it might be January before he knows what he will be doing in 2013.

"Not yet," the former Toro Rosso driver, and 2012 Pirelli tester, told the AS newspaper when asked if he is now ready to announce the news. "We may not be able to communicate about 2013 until January. It's also possible that it will be in the coming days."

Jaime Alguersuari testing for Pirelli with the Renault R30. (Photo: Pirelli)

Alguersuari admitted to a certain frustration about the current situation in F1, with many talented and experienced drivers fighting against so-called 'pay drivers' for seats.

"Fortunately or unfortunately, F1 is not Motogp. If Stoner is injured, there is no substitute who can match Pedrosa or Lorenzo. But in F1 there are ten applicants for a single seat. Merit, talent, past performance and experience are only part of what is needed," he said.

The past 20 years saw an interesting change in Formula 1; sponsorship laws in most countries banned all forms of tobacco advertising.

In the '80s, tobacco sponsorship was a common sight in F1. Philip Morris, thank to the Marlboro brand, was seen everywhere sponsoring teams and individual drivers, as well as Grand Prix events.

Several other tobacco companies were also involved, such as Gitanes with the Ligier team, JPS with Lotus, Camel with Tyrrell, West with Zakspeed, Barclay with Arrows, Skoal Bandit with RAM, and Player's Ltd. as the title sponsor of the Canadian Grand Prix.

Photo: Ferrari

In early 2000, the non-tobacco laws forbade all types of advertising, and all but Philip Morris disappeared. Interestingly, Philip Morris is still a sponsor of Scuderia Ferrari, although the team has removed all forms of identification on its cars, including the controversial, infamous bar code.

Nowadays, energy drinks have taken over the F1 world. Alcoholic beverages also sponsors some teams since very few countries have laws to ban their advertisement.

This season, all teams (with the exception of Williams) were associated with an energy drink or an alcoholic brevrage.

Team  Drink
Red Bull  Red Bull
Toro Rosso  Red Bull
McLaren  Lucozade
Ferrari   TNT
Mercedes AMG  Monster
Lotus  Fire (from 2013)
Sauber  Cuervo Tequila
Caterham  EQ8
Marussia  Monster
Sahara Force India  Vladivar Vodka, Whyte & Mackay, Kingfisher*

Cheers!

*Kingfisher is firstly the beer company owned by Dr. Vijay Mallya. He then give his airline company the same name to benefit from the free exposure.

Young Canadian kart racer Lance Stroll won the Las Vegas XVI SuperNationals in the TaG Junior category held on a temporary circuit in the parking of the Rio Hotel & Casino in Las Vegas this past weekend.

The member of the Ferrari driver development programme was second after qualifying and in the following heats he finished first, second and third, allowing him to take the start of the main event from the front row.

Because he had to start on the dirty side of the track, Stroll ended-up fourth early in the race.

Soon enough, he battled his way up front. After a few laps he was third, then second. He began closing the gap with the leader and eventually was able to pass him for the lead.

European karting champion George Russell finished second, just 0.920 of a second down to Stroll.

This week's Los Angeles Auto Show will mark the return of the legendary Dodge Charger Daytona. Available in R/T and R/T Road & Track trim levels, it will become the most affordable V8-powered car in the U.S.

The Daytona package features a Satin Black front grille, custom vinyl hood graphic, roof wrap, rear R/T spoiler and ''DAYTONA'' graphic on the rear quarter panels, as well as exclusive 20'' five-spoke polished aluminum wheels with Gloss Black painted pockets. Paint options include Daytona Blue, Bright White, Billet Silver, and Pitch Black.

Inside, buyers will find heated and ventilated seats in unique black performance Nappa leather and suede with Daytona Blue stitching and piping along with an 8.4'' Uconnect touchscreen interface and Mopar pedals.

''With its 370 horsepower HEMI V8, rear-wheel drive and iconic design, the 2013 Dodge Charger is a modern day muscle car, and the new Charger Daytona takes it to a new level by paying homage to the historic Daytona nameplate,'' said Dodge president and CEO Reid Bigland.

The 2013 Dodge Charger Daytona is set to arrive in U.S. showrooms in the first quarter of 2013 at $32,990 US for the R/T model and $36,495 US for the R/T Road & Track model. Only 2,500 units will be produced, each one sporting a serialized plaque.

Canadian availability has yet to be determined.

Photo: Dodge

As part of GM's efforts to rejuvenate the Buick brand, executives are reportedly considering a new logo according to the Detroit Free Press.

The famous tri-shield emblem features three side-by-side shields enclosed in a circle -- all in chrome.

GM North America President Mark Reuss hinted at a possible upgrade, with new colours and maybe less chrome for a more modern and understated look. Spokesmen for Buick declined to confirm or dispute his comments, however.

Redesigning a corporate logo is always a tricky thing, but with Buick successfully positioning itself as an attractive choice for younger, affluent consumers in recent years, such a change makes sense.

Source: Detroit Free Press

A huge part of earning your driver's license has to do with learning to read and respect signage on the road. From stop signs to construction warnings and speed limit signs, if you don't know and understand road signage, you're not going to get your license. And I know this, because my then-boyfriend-now-husband failed the signage portion of his driver's exam and had to redo the entire thing before he got his license (he'll be so happy I told that story).

And it's about more than looking at the sign ahead, it's about looking ahead, period. I'm reminded on a daily basis of the lack of driving skills we North Americans actually have compared to other countries. I think of my time driving in Germany and how well-behaved and controlled their drivers were. Traffic flowed smoothly in the city, in the country and on the open Autobahn (where brake lights were rarely seen and everyone had the utmost respect for everyone else, no matter how fast they were going).

I feel like we have a serious lack of driver education here. We're absentminded drivers - and I'm not just talking about cell phones and text messages and music. We don't pay attention. We don't anticipate. We don't look ahead. We drive in a 2ft bubble around our cars. That's it. And it's a problem.

Case in point: My drive in to work one recent morning proved the uselessness of signage on today's roads when I came across an accident where a driver had failed to see the hundreds of orange striped cones and large digital arrow telling her to turn the wheel slightly instead of going straight. Instead, said driver chose to keep a straight line, plow through some cones and hit the large, digital lit-up arrow sign telling her to deviate slightly to the right.

Clearly not looking ahead.

And I've seen it time and time again, signs either mean nothing or are misread and an accident and/or traffic jam is caused because of it. From arrows to speed limits to U-turns, signs mean nothing to drivers. We just do what we want, when we want.

And that's just not right. We need to not only respect other drivers on the road, but we need to respect signs, markings on the road and we need to look further than our bumpers to assess what's on the road with us and how to handle it.

Had the driver who hit the arrowed sign this morning taken a moment to look ahead, she would have realized that the lane was simply inching to the right slowly, not ending (as most seem to think it is when they see the arrow, slamming on their brakes immediately).

How do we solve this signage issue? Well, for starters we need to beef up our driver schooling programs. In my opinion, North American testing standards are too relaxed. Sure, we don't have limitless stretches of roads like they do in Germany, but that shouldn't matter. We have extreme weather conditions (read: winter) and that alone should mean more attentive drivers with better skills than most.

Most of us think we're stellar drivers and it's everyone else that's the problem. I'm sorry to say, but there's more to safe driving than understanding that red means stop, green means go and yellow means speed up.

Yeah, I thought so.

Photo: Sébastien D'Amour

From GMM

McLaren will allow Lewis Hamilton to speak to engineers at his new team Mercedes even before his 2012 contract expires.

It is believed Hamilton's deal with McLaren actually runs until December 31.

But British newspapers including the Sun and Express say the 27-year-old will actually talk with Mercedes engineers before the new year begins.

"I won't be doing much technical work with them but Martin (Whitmarsh) says I'm allowed to talk to people," Hamilton confirmed. "I'm expecting to see a great group of people who are determined as anything to win because they've not been winning."

Photo: McLaren

Lewis Hamilton insisted he has "a lot of work to do" before actually arriving in Melbourne to race next March, but one reporter suggested a driver's actual role is really confined to the cockpit.

"I guarantee you that is not the case," he said. "I don't need to blow smoke up my own arse. I know what I am capable of, although it won't take a major effect until halfway through next season, although more so with the car for 2014."

Lewis Hamilton admitted, however, that he will immediately enjoy the contractual terms of his new Mercedes deal.

"I look forward to having, like, a third of the PR events that I have here (at McLaren)," he said. "Maybe even a quarter. (I'm looking forward) to having a bit more time in my life to be able to train and prepare."

Subaru of America, Inc. recently sold its six millionth vehicle on U.S. soil in Georgetown, Texas. It happened to be a 2013 Subaru XV Crosstrek.

"Subaru has a rich heritage in the U.S. and we are excited to celebrate the six million vehicle milestone," said Thomas J. Doll, executive vice president and COO, Subaru of America, Inc. "Not only have we sold six million vehicles in the U.S., but we are selling them at a faster rate than ever. It took us 16 years to reach our first million, but at our current sales rate we will hit our next million in under three years."

Incidentally, Subaru of America is the only automaker to increase its sales five years in a row, from 2008 to 2012.

Photo: Sébastien D'Amour

Toyota Motor Corporation has developed a Pre-collision System (PCS) with collision avoidance assist that is effective in more than 90% of speed ranges in rear-end collisions.

The PCS uses a millimetre-wave radar to detect the risk of a rear-end collision with a preceding vehicle, warning the driver via sound and display alerts to prompt braking when such a risk is detected.

When the driver applies the brakes, PCS enables a reduction in speed of up to 60 km/h. If the brakes are not applied for some reason, it can automatically reduce speed by 15-30 km/h.

The new PCS was developed to be used in a wide variety of vehicles. Look for it in soon-to-be-launched models like the brand new 2013 Toyota RAV4.

Photo: Toyota

From GMM

Luiz Razia, the 2012 GP2 runner-up, is reportedly in talks over a 2013 race seat with Sahara Force India, Caterham and Marussia.

"I am negotiating with all three," the Brazilian told Agencia Estado. "Before, it was all the teams, now only these three."

The 23-year-old admitted his preference is Sahara Force India.

Luis Razia driving the Sahara Force India VJM05. (Photo: WRi2)

"There is still a chance to close (a deal) with them," said Razia, referring to the vacancy alongside Paul di Resta for 2013, even though Adrian Sutil is regarded as the favourite.

"But I can't afford to be choosy. I'm still not a F1 driver, just a wannabe," he admitted.

Luiz Razia said he is confident his talks will bear fruit.

"Fortunately, I have good relationships," he said. "Here (F1), it's not so much about what you deserve, but what you can get. I'd like to have something by early December, so I can relax more for Christmas. Maybe next week we will have something."

From Pirelli

The 2013 edition of the famous Pirelli Calendar was presented this past weekend in Rio de Janeiro, Brazil.

(Photo: Pirelli)

The creator of the 40th edition of the calendar is Steve McCurry, one of the world's most renowned photographers, who recounts the recent social and economic transformation of Brazil.

His work celebrates the beauty and colors that represent the soul of this magical South American country, which takes center stage in the Pirelli Calendar for the third time.

The 2013 Pirelli Calendar tells its tales through faces drawn in graffiti and ordinary people, as well as through this year's models whose common thread is a powerful commitment to foundations, humanitarian projects and non-governmental organizations.

(Photo: Pirelli)

There are 34 colorful images in the 2013 Pirelli Calendar, bound together in a calendar-book: 23 portraits of actresses and models, nine images depicting bits and pieces of daily life, and two pictures entirely composed of graffiti and murals.

These represent an expression of popular artistic expression that attracted McCurry's attention with their ability to reflect the social aspects he was interpreting, and became the background in many photographs.

From GMM

Felipe Massa has revealed that amid his tumultuous 2012 season, he thought about quitting.

When the Brazilian mounted the podium in his native Brazil on Sunday, he openly cried.

Following a dire start to his 2012 campaign, and indeed a fallow few seasons since his almost fatal injuries of 2009, the 31-year-old has managed to recover his form more recently.

Podium of the 2012 Brazilian Grand Prix. (Photo: WRi2)

Former F1 driver Marc Surer told Speed Week: "I think the reason (for the turnaround) is twofold."

"First, even a rock like Alonso is not endlessly resilient. The title fight against Vettel, usually with a slower car, has exhausted him. I also believe that a number of improvements to the Ferrari have matched Massa's style of driving more than Alonso's," he added.

Whatever the reasons, the fact Massa pulled his career from the brink to secure a new deal for 2013 culminated in his tears on the Interlagos podium.

"First of all I was on the podium, which is a great emotion," Massa told Sportv's Bem Amigos programme.

"But I think I was crying more because of the difficulties than the joys," he admitted. "I have taken a lot of punches, and even thought for a moment 'do I want to do this?' I had started to think above my head, which had gone into space. From there I started to think the way I had always thought again. Behind the podium, I was normal -- I was congratulating Vettel, enjoying the moment. But the minute I looked at all the stands screaming my name, my wife, my family, my friends, all my mechanics, my team ... then I fell (into crying)."

From GMM

Pedro de la Rosa has admitted he left Brazil after Sunday's 2012 finale with a real sadness.

HRT's owner Thesan Capital is no longer prepared to fund the Spanish backmarkers, making it likely Interlagos was the last race in the team's three-year history.

"We have finished the season with so much uncertainty about what will happen now," lead driver de la Rosa told Antena 3 television.

"Are we going to continue, are we changing the name ... it makes me feel bad because when I talk to the mechanics I don't know if it is the last time we work together. We started the project thinking it would be long term," he said.

The two HRT single-seaters at Interlagos, Brazil. (Photo: HRT F1 Team)

At the very least, de la Rosa acknowledged that formula one will no longer have a Spanish team.

"Whatever happens, for many reasons, the team will not be Spanish and that's the biggest sadness I have," he said.

"We will probably never see a Spanish team in formula one again."

Whether you call him the 2012 Sprint Cup Champion or NASCAR's king of Twitter, 28-year old Brad Keselowski, has gone through a complete makeover in his relatively short career.

To put a label on this metamorphosis part one can be called the “Bad Brad” years and his current phase can be called the Penske years.

Brad Keselowski comes from a Detroit suburb-based family of racers. His father Robert “Bob” Keselowski (61) was the ARCA champion in 1989 and had raced in NASCAR's Truck Series with one victory in at Richmond International Raceway. His brother, Brian, 31, has raced in the Nationwide and Sprint Cup Series. Uncle Ron Keselowski also ran in 65 Sprint Cup races from 1970 to 1974.

Bad Brad years -

• In 2004 Keselowski made his debut in the NASCAR Truck Series for his father's K Automotive team. For the following two years raced for other small teams.

• Mid-season in 2007 he got his first break driving for Dale Earnhardt Jr.'s JR Motorsports racing team (which is currently co-owned by Rick Hendrick and Earnhardt's sister) in the Nationwide Series. He was also visually distinctive for his facial hair, a hipster-style chin beard.

• He was rehired as a full-time Nationwide Series driver in 2008 grabbing his first win in June at Nashville. His second victory came along at Bristol in August and he finished third in the series points.

Photo: U.S. Navy

By this time the Earnhardt Jr. and Hendrick connection put Keselowski in position to be a standby driver in the Sprint Cup Series for Hendrick Motorsports.

• In 2009 came the big breakthrough. His first Sprint Cup win at one of NASCAR's most prestigious, if not dangerous, tracks Talladega. Driving for James Finch's one-car Phoenix Racing (with Hendrick-supplied equipment); the young driver dueled with veteran Carl Edwards near the checkered flag.

They made contact sending Edwards spinning then airborne and onto Ryan Newman's car's hood rebounding and into a catch fence. Eight spectators were injured. Ironically Keselowski's only lap led was his first lap led at the Sprint Cup level and that resulted in that unexpected win at an unexpected track.

That incident was also the beginning of some dispute with Edwards which would later boil over.

Carl Edwards (99) and Ryan Newman (39) involved in the crash at Talladega in 2009. (Photo: NASCAR)

In the meantime incidents with Denny Hamlin, in the Nationwide Series were bubbling over. It started in May 2008 when Hamlin and the future Sprint Cup champion had an incident at the Nationwide race at Charlotte Motor Speedway. Their crews emptied into a short brawl in the pits after the race.

One year later, in September 09 at Dover, Keselowski spun and wrecked Hamlin - running fourth - while attempting a pass. There was a brief confrontation in the pits.

“He has no idea how to race,” Hamlin said told a television interviewer. Adding “he'll get a ride. He'll hang around a couple of years and people will realize he's not that good.”

That was, obviously, not prophetic. Later in the interview, Hamlin acknowledged that Keselowski had potential.

After Dover Hamlin said he'd get even. And he did at the season closer at Homestead when he turned Keselowski. And Hamlin was blacked flagged for aggressive driving.

Brad Keselowski out, after causing a big crash at Talladega. (Photo: NASCAR)

Over in Sprint Cup some of the polish of that Talladega victory was dulled when Keselowski caused 15-car wreck after bumping his future Penske teammate, Kurt Busch.

By then the "Bad Brad" reputation had been established.

Tomorrow will be part II the Penske Years.

Unless you spot the quad exhausts, fender vents and massive blue brake calipers hovering over cross-drilled rotors the size of trash-can lids, you mightn't give the new 2012 BMW M5 a second glance. The enormous wheels and front bumper with more air intakes and heat exchangers than a commercial air conditioner are discreet, too.


The result of a group of calculator-wielding German engineers hell-bent on performance superiority, the 2012 BMW M5 (with a $116k price tag, as tested) is a clean and tidy super-sedan.

On one hand, the 2012 BMW M5 is a peaceful, tranquil thing to drive. On the other, there's no need whatsoever for this level of performance in a sedan. And that's exactly why BMW's going to sell a lot of them.

Luxury-car cabin
Inside, this family-ready rocket-thruster is strangely quiet, comfortable and lovely, too. The red leather, chrome, metal, suede and stitching all say “cross-continental comfort” more than “melt-your-face-off acceleration.” There's an adult-friendly backseat, heaps of room and world-class build quality.

For something developed to be absolutely track ready, you'd hardly know it from a mere glance.

The 2012 BMW M5 slips down the road without making a fuss. It's quiet in traffic. It's not scary, not attention-grabbing, and the fire-up noise doesn't send nearby creatures scurrying for cover. You can, however, spot clues inside. The speedometer reaches over the 300 km/hr mark. There are shift paddles behind the steering wheel and BMW's colourful little M-badge is applied throughout, too.

There are numerous performance gizmos in the 2012 BMW M5, as well. Buttons change things like sequential gear-shift speed, shock stiffness, steering feel and overall system response. You can alter these settings in the central computer, assign them to the “M” buttons on the steering wheel and call up maximum, totally customized performance at the touch of a button.

Inside, this family-ready rocket-thruster is strangely quiet, comfortable and lovely, too. (Photo: Justin Pritchard)

Twin turbo: two personalities
With the M button off in the 2012 BMW M5, it's all calm, quiet and long-haul tranquility. This is a car capable of decimating a track, then whisking its lucky owner home in the lap of luxury.

And that's remarkable, since the 2012 BMW M5 can do 0-100 clicks in 4.4 seconds and run a sub 8-minute lap of the Nurburgring. That's faster than some Ferraris. It'll get past an 18-wheeler almost as fast as you can roll your foot to the floor, too.

A new 4.4L V8 powers it all up. Twin turbochargers mounted between the cylinder banks cram up to 22 pounds of boost into the cylinders, helping generate 560 horsepower. That's nearly as much as two Mitsubishi Evolutions.

The new, boosted V8 lacks the pure, high-RPM snarl generated by the screamer V10 that powered the last-generation M5, and fans will miss the highly mechanical noise.

However, the new 2012 BMW M5 is faster and easier on fuel, which is just what M5 owners signing the cheques want. And it still growls up a storm while squeezing eyeballs flat at full throttle.

Even a slight press on the rightmost pedal causes the M5 to gush ahead with no downshift. Punch it, and you'd best be holding the heck on -- sort of like driving your own bullet train.

Speed piles on dangerously fast in the 2012 BMW M5 if you're on a road with a speed limit. Thanks to the giant brakes, it disappears quickly, too.

The 2012 BMW M5 can do 0-100 clicks in 4.4 seconds and run a sub 8-minute lap of the Nurburgring. (Photo: Justin Pritchard)

Putting on a show
Driven hard, the 2012 BMW M5 is tight and responsive with an underlying feeling of mass and weight that's perfect for making drivers appreciate both its size and capabilities. Steering is stiff and heavy, and direct in any mode.

Translation? You exert some effort when driving the 2012 BMW M5 hard, and that pulls you further into its experience. No part of the M5's performance overwhelms any other, meaning you can take advantage of its engaging, race-sedan personality with confidence.

Paddle-activated gearchanges from the dual-clutch box are remarkably fast and perfectly rev matched in both directions. In its hardest shift setting (three are available), drivers enjoy a feeling of connectedness to, and control over, the drivetrain.

The BMW M5 might be refined and smooth, and perhaps even disappointingly quiet inside, but the unleashed M5's powertrain is extremely obedient and makes you very aware of what it's up to.

Complaints? I wished for a louder and more exciting sound from under the hood. There are a few too many safety beepers, and if you drive it hard, the M5's fuel tank will quickly wind up emptier than Lance Armstrong's trophy rack. I averaged 15L/100km overall, which is respectable.

Luxurious excessiveness
At the end of the day, an unmatched balance between power and luxury have sold countless copies of the M5, generated millions of loyal fans, and made it one of the most lusted after four-door machines on the road.

From GMM

Reports that Sebastian Vettel is considering a switch to Ferrari sometime soon are "nonsense".

That is the claim of Dietrich Mateschitz, the reclusive billionaire owner of the energy drinks company Red Bull.

He was speaking to the Austrian newspaper Kleine Zeitung after German Vettel on Sunday won his third consecutive drivers' world championship with Red Bull.

Dietrich Mateschitz said: "Every driver wants to go to Ferrari one day, but for the moment (for Vettel) it is complete nonsense. While Fernando Alonso is there, it is absurd to think Vettel would go there too."

Sebastian Vettel, Red Bull RB8, Brazil. (Photo: WRi2)

Sebastian Vettel said on Sunday that his current contract with Red Bull runs to the end of 2014.

"At the moment, I don't see any point thinking about another team or something else. I'm extremely happy in the position I am," said the German driver.