Inside the R8 TDI Le Mans is a diesel-powered, twin turbo V12 that is derived from the motor used in the Audi R10 TDI racer, winner of multiple 24 Hours of Le Mans victories and the hottest car on the endurance racing circuit today.
With its race-bred diesel technology, the 12 cylinder diesel engine in the R8 TDI Le Mans promises staggering performance numbers unlike anything coming from an oil burner to date.
Known for their outstanding torque numbers, diesel engines are moving more and more into the mainstream beyond use in heavy trucks and anemic economy cars.With German luxury car makers Mercedes-Benz, BMW, Volkswagen and especially Audi leading the charge toward clean burning diesel engines, even the American car buying public is beginning to accept that diesel motors are not just for hauling boats or huge cargo containers of quacking chickens.
There is no reason why Audi cannot build a production version of the R8 TDI Le Mans, as this engine is fully tuned and ready to go. Build cost could be very high in the early stages of pushing through a diesel engine with this output, but this makes the R8 supercar a natural platform to try it out on. The car world is eagerly anticipating an all-but-assured announcement that a diesel-powered R8 TDI will be in showrooms sooner rather than later.
Audi R8 TDI Le Mans
[Courtesy Audi Press Release]
Audi is presenting a revolution in the top class - the first 12-cylinder diesel engine in a high-performance roadgoing sports car. The V12 TDI with a displacement of six liters powers a concept car based on the Audi R8. This unit generates a huge 500 hp and 1,000 Newton-meters (737.56 lb-ft) of torque. Audi is writing a new chapter in diesel technology with this power unit. Equipped with the expertise that Audi has built up through its motor sport activities, the R8 TDI Le Mans in Brilliant Red embodies superb road handling, pioneering technology and fascinating design.
The V12 TDI is closely related to the engine in the Audi R10, the two-time Le Mans winner - so it catapults the Audi R8 into supercar terrain concerning performance too. It sprints from zero to 100 km/h (62.14 mph) in just 4.2 seconds and its top speed is well over 300 km/h (186.41 mph). The peak torque, reached at only 1,750 rpm, paves the way for effortless acceleration that is unrivaled even at this level.
The new V12 TDI belongs to Audi's family of V engines but has the ideal included angle for this engine type of 60 degrees between cylinder banks. Its highlights include the new chain drive layout that includes the two newly developed high-pressure pumps for the common rail injection system.
Its sound is as thrilling as you'd expect in a sports car of this caliber. For all the subtle smoothness that typifies this design principle, the twelve-cylinder unit is full-bodied and equipped with energetic overtones that make no secret of its performance potential.
The Genes of the Winner
Thanks to their high performance and pulling power, all Audi TDI engines are ultra-dynamic sources of power. The brand has often enough demonstrated its sporty character in its production cars, especially the six- and eight-cylinder 3.0 TDI and 4.2 TDI. Audi has also been writing a new chapter in its success story on the racetrack since 2006. The diesel engine in the R10 sports prototype won its very first endurance race at Sebring, Florida, when it was pitted against an entire field of gasoline-engined challengers. But its most crucial victories were surely in 2006 and 2007 in the 24 Hours of Le Mans, when it simply outclassed the international elite.
The V12 TDI race engine in the R10 produces over 650 hp from a displacement of 5.5 liters, giving it the potential for a top speed as high as 330 km/h (205.05 mph) depending on the gear ratios. Its power and sturdiness immediately impressed both fans and experts, who were impressed by its restrained noise level. Unusual for a race engine, this powerful Audi diesel makes barely more than a whisper.
Long traditions of motor racing and production technology complement each other at Audi. The FSI engine of the R10's predecessor, the R8, captured five wins at Le Mans with a direct gasoline injection system. Audi is also looking to maximize the advantage by using the race-tested FSI principle in its production models. The latest examples of this are the V8 with high-revving concept in the RS 4 and the production version of the Audi R8.
The Drivetrain
The roadgoing version of the new V12 TDI is built at the Györ plant, in Hungary. And the R8 TDI Le Mans still has a massive 500 hp on tap. In developing the six-liter engine, it was a clear priority to integrate it into the current family of Audi V engines, of which many thousands of versions with 6, 8 and 10 cylinders have already been built - both gasoline and TDI.
Audi's engineers were in an ideal position to use their experience building the racing engine to develop the road version. Like the other power units in this range, the distance between cylinder bore axes on the V12 TDI is 90 mm (3.54 in.). Yet its included angle is 60 degrees, not 90 degrees. This means no free inertial forces or mass moments of inertia can occur with the V12. The results are refined in every respect.
The 83.0 mm (3.27 in.) bore and 91.4 mm (3.60 in.) stroke produce a total displacement of 5,934 cc - just like the 3.0 TDI. At only 684 mm (26.93 in.) long, this large diesel engine is very compact and just 166 mm (6.54 in.) longer than the V8 TDI. This compact length is key to accommodating the V12 in the mid-engined Audi R8.
The V12 TDI crankcase is made from gray cast iron with vermicular graphite - a high-tech material referred to as GJV-450 that is already used on the V6 and V8 TDI engines. GJV-450, made by a patented casting process, is about 40 percent more rigid and 100 percent more fatigue-resistant than gray cast iron. This enabled the developers to make its walls thinner, cutting its weight by around 15 percent compared with conventional gray cast iron.
The two cylinder heads are each made from three main elements. These are a base section made from a high-strength aluminum alloy incorporating the intake and exhaust ports, an oil-bearing upper section, and a reinforcing ladder frame supporting the two camshafts.
The valves are actuated by low-friction roller cam followers; the compression ratio is 16.0:1. Map-controlled swirl variation of the combustion air has been adopted from the V6 and V8 TDI engines. This produces permanently optimized swirl concerning both emissions and high performance.
Ultramodern Injection Technology
As is the case in the Audi V engines, the no-maintenance chain drive is mounted at the back of the engine, where it occupies little space. Its layout has changed on the new V12 TDI. The camshafts' sprocket engages in an intermediate gear via which two Simplex chains drive the camshafts. Two more chains drive the oil pump and the two high-pressure pumps actuate the common rail injection system.
The two new dual-piston high-pressure pumps form part of the common rail injection system supplied by specialty manufacturer Bosch. The two pumps build up a pressure of up to 2,000 bar in the rails. The piezo injectors with eight-hole nozzles have also been fundamentally revised.
The high pressure distributes the mixture optimally throughout the combustion chamber. The result is that the ignition process is faster, more homogeneous and more acoustically refined. The more efficient combustion process also increases power output, cuts consumption and reduces pollutant emissions.
The current generation of so-called inline injectors makes effective use of the piezo effect: piezo crystals expand in a fraction of a millisecond when an electrical voltage is applied. The number of injection processes per operating cycle can be varied across a wide range thanks to piezo technology - reaching as many as five fuel injection operations in the case of the V12 TDI.
As well as the main injection, pilot and post injections are possible. Pilot injections tone down the acoustic harshness of the combustion process. Retarded post injections are designed specifically to increase the temperature of the exhaust gas, promoting regeneration of the two standard particulate filters.
The two turbochargers are located on the outside of the engine's V, each of them supplying one bank of cylinders. Thanks to their variable turbine geometry, the full flow of exhaust gas always passes through the turbine, so the chargers respond slickly - even at low engine speeds - and operate very efficiently.
The two turbochargers, which generate up to 2.6 bar of boost pressure, play a crucial role in producing the huge torque of 1,000 Nm (737.56 lb-ft) that the V12 TDI maintains from 1,750 rpm to 3,000 rpm. In developing 368 kW (500 hp), the diesel achieves a specific output of 62.0 kW (84.3 hp) per liter displacement.
Two large intercoolers reduce the temperature of the compressed air. The V12 has a twin-pipe exhaust system with two particulate filters. The intake system is similar in structure with one air cleaner per cylinder bank, with an airflow meter behind it. Two control units, sharing the workload in a master/slave principle, manage events in the engine.
The Audi R8 TDI Le Mans already fulfills the Euro 6 emissions standard that is likely to take effect in 2014 and calls for sharply reduced nitrogen oxides. By also designing in ultra-precise fuel metering by the common rail system, Audi's engineers have made full use of current clean diesel technology.
The heart of the system is a special catalytic converter downstream of the oxidizing catalyst and the particulate filter. The second component in the system is an additional tank containing an aqueous urea solution. Small quantities of the solution, known as "AdBlue," are injected into the exhaust system. The hot exhaust gases break the solution down to form ammonia that splits the nitric oxides into nitrogen and water. The system remains effective for the entire service life of the vehicle.
The dynamic character of a sports car depends not just on its performance and torque; the transmission ratios have to be right too. In keeping with the character of a high-performance sports car with unbeatable torque potential, the transmission in the R8 TDI Le Mans has six manually operated gears.
The manual transmission is very compact in design. Together with the small-diameter double-plate clutch, this means it can be installed low down. The manual transmission has very short shift travel and utterly precise guiding of the shifter into the open gear lever gate. It is made from polished aluminum, has an agreeable feel and exquisite sports car looks.
Such a high-performance Audi also has quattro permanent all-wheel drive. In the case of this mid-engine sports car, power is distributed variably between the front and rear wheels from a starting ratio of 40:60 to optimize the handling.
The Design
The R8 TDI Le Mans with Brilliant Red bodywork looks even wider and more resolute than the core model. It shows its potential through its muscular proportions, accentuated wheel arches and even larger air apertures. The rhombus-pattern cover on the air inlets and outlets is the hallmark of Audi's sporty top models and a familiar feature of the current RS generation.
Typical of the side view of the R8 is the sideblade. Much wider in the bottom third, it visually accentuates the engine's position as well as acting as an enlarged air deflector.
The continuous aluminum spoiler lip that connects the front and rear diffusers with side air baffles below the enlarged sills also pays tribute to this version's highly developed dynamic talents.
And yet the R8 is unmistakable for its powerful, elegant basic proportions. The selective but always precise use of lines is another typical Audi characteristic, as is the curved arc of the roof. One new aspect is the glass roof of the passenger compartment with two large transparent sections. These, together with the glazed engine compartment behind, create a radically new formal element. The unmistakable NACA duct in the middle of the roof is a functional detail that is normally reserved for racing cars. Its ingenious shape accelerates the air drawn in here for the two cylinder banks of the V12 TDI engine.
The V12 TDI is displayed as the beating heart of this sports car, like a work of art inside a large showcase. Its look, underscored by the air deflectors located beneath the restyled rear glass lid, differs clearly from its production counterpart. The engine can even be seen after dark, when white light-emitting diodes illuminate the engine compartment - as on the production R8 version. This "showroom" can additionally be fully lined in genuine carbon fiber, for a particularly exclusive look.
The continuous line running from the front apron across the wheel arches and flanks to the tail end, then back down the other side, is one of the latest design hallmarks of the Audi brand. This "loop" naturally encompasses the air apertures, the headlights and the taillights.
Unmistakable Face by Day and Night
The passion expressed through the elaborate design of the lights is another typical Audi trait. Nor is anyone likely to overlook this Audi sports car from behind: the LED taillights have a three-dimensional look that can't be missed.
But the absolute highlight is the all-LED headlights of the study vehicle. With their lenses and reflectors, not only do these innovative light sources have a ground-breaking appearance, they also have an enormous functional advantage: LED light, with its color temperature of 6,000 Kelvin, resembles daylight much more closely than xenon or even halogen light. Better light means the driver will have much less fatigue when driving at night.
Ergonomic and Elegant
The interior's design is as sporty and exclusive as the exterior: the characteristic element here is the monoposto - an expansive arc running around the steering wheel and instruments, connecting the driver to the car. The interior consequently picks up on the dynamism of the R8 TDI Le Mans and gives it tactile expression in a form that is accessible the moment you climb in.
The three-spoke sport steering wheel of course remains the focal point of the car's controls. With a diameter of 365 mm (14.37 in.), it is both sportily compact and ergonomic in shape. The steering wheel rim has a flat lower edge. This is a further aspect of the auto racing feel in the Audi R8 TDI Le Mans, but one that also brings major functional benefits, facilitating entry and exit for the driver. The steering wheel is covered in fine Valcona leather, with a diecast magnesium core providing strength.
The start/stop button for the engine and the Drive Select switch with the Dynamic/ Sport/Race settings are arranged on the steering wheel. The latter controls the engine and transmission electronics as well as the magnetic ride dampeners in each of three different modes.
In Race mode, the instrument lighting changes from white to red. The navigation system shows a combined display with lap timer and navigation information for the racetrack being driven. Or supplementary information such as centrifugal force and boost pressure can be called up.
Concentrating on the essentials was the priority in the ergonomic arrangement of all Audi R8 versions. The most important consideration - particularly for high-speed driving - is short reach distances for all controls, to keep the time that the driver has only one hand on the steering wheel to a bare minimum. In typical Audi style the monitor is well within the field of view, and the elements of the MMI operating system are located directly below it.
Compared with the production version, the R8 TDI Le Mans's interior has much larger aluminum applications, especially around the center console. The many carbon fiber elements give the interior a decidedly sporty feel.
The R8's exceptional everyday practicality for a sports car is maintained in the study vehicle's spaciousness, even though the longer engine takes up more room. The two occupants have the generous wheelbase of 2.65 meters (8.69 ft.) to thank for the interior comfort. This means the driver and passenger will always be able to find their perfect seated position, whatever their build. The view is also very good for a mid-engine vehicle. Narrow A-posts optimize the field of view to the front and sides.
Light but Highly Rigid Body
The body of a sports car needs to be particularly light and rigid. Low weight permits superior road performance, and rigidity is the crucial starting point for an agile driving feel allied to high precision. The Audi Space Frame body, made from aluminum, provides the ideal basis for this.
Audi has more expertise than any other manufacturer worldwide in the design and production of vehicles based on aluminum technology, and has channeled its accumulated know-how into this area.
The entire bodyshell of the study car weighs just 210 kilograms (462.97 lbs.). In ASF technology, the body's supporting structure is made of extruded aluminum sections and die-castings. Aluminum panels are incorporated into this skeleton to form a positive connection and perform a load-bearing role. Each individual component of the ASF space frame is optimized for its specific task by the use of widely differing shapes and cross-sections, combining maximum stability with minimal weight. It adds up to a car that's particularly light and rigid, an outcome that can be felt in the R8's ultra-precise driving feel.
The aerodynamics experts at Audi have done their work so thoroughly on the study car that, as an added benefit of its elegant shape, the body actually generates downforce - unlike many other sports cars. This aids directional stability at high speeds. It is achieved partly by means of an extending rear spoiler that is much larger than on the production version, and also thanks to the fully clad diffuser underbody.
Two large-format diffuser apertures in the rear bumper demonstrate just how much aerodynamics dictate the shape of the study vehicle. The tailpipes of the exhaust system are located in pairs on the right and left above the diffuser apertures. The add-on, automatically extended rear spoiler also interacts with the air as it flows around the car. The extra downforce it provides increases the efficiency of the air intake generated by the aerodynamic design of the underbody and diffusers. At low speeds, the rear spoiler returns to its initial position.
Chassis
The precision chassis of the Audi R8 TDI Le Mans remains supremely in control of the sporty performance, but is capable of assuring relaxed driving pleasure over long distances too. The sports car is spontaneous and agile at obeying steering movements, always demonstrating exceptionally good driving safety. The suspension, with double wishbones at both the front and rear, is optimized for a neutral self-steering response and maximum ease of control.
The study car, too, has the innovative dampening technology known as Audi magnetic ride. This adapts the chassis characteristic to the profile of the road and the driver's style within milliseconds.
Ceramic Brakes with Extreme Reserves
A generously dimensioned brake system supplies the necessary braking force. It applies a total of 24 pistons to the four brake disks, combining excellent performance with minimal weight and high durability. The disks are made from carbon fiber reinforced ceramic, a material that has repeatedly proven its worth in the aviation and aerospace sectors. The basis is very hard, frictionally resistant silicon carbide, with its diamond-like crystalline structure. Embedded in it are high-strength carbon fibers that absorb the stresses occurring in the material. The intricate geometry of cooling ducts in the ventilated disks prevents extremely high temperatures. The ceramic brake disk ring is bolted by 10 spring-loaded elements to a stainless steel central element that acts as the connection with the wheel's hub.
The ceramic brakes are identifiable at a glance by the special red, six-piston monobloc aluminum calipers and the fixed calipers at the rear. The advantages of the ceramic brakes include a further reduction in weight of around 20 kilograms (44.09 lbs.), which in this case improves the handling characteristics and comfort. The high abrasion resistance permits an operating life of up to 300,000 kilometers (186,411 miles). Their key strength, however, is their ability to withstand very high loads. Even on the racetrack, for example, the ceramic brakes always maintain their full reserve performance.
0-60 mph: 4.2 seconds
0-100 mph: 10.2 seconds
0 - 1/4 Mile: 12.3 sec.
Engine: V-12 540 HP
The Ferrari 612 Scaglietti sports car allows for easy entry for the passengers in the rear seat thanks to its longer wheelbase. The sinfully luxurious cabin can accommodate four people in total comfort. Driver comfort has been taken care off in a never before manner. With fascia-mounted controls and an ergonomically designed instrument panel, every minute aspect has been taken care off, in true Ferrari tradition. This sports car has a truly large luggage compartment, all of 240 liters. You can easily place two full sets of your favorite golf clubs in the luggage compartment. With a Ferrari 612 Scaglietti you can literally never get lost, courtesy the satellite navigation system. The sports car also comes with the latest MP3 player which allows you to store and play up to 4GB of your choicest music, while you take it out for a spin. The instrumental panel is every driver’s delight. Whether it is long drives that you prefer or a short ride to your work place, this sports car is designed to perform. When it comes to parking in tight spaces, the rear parking sensors come in handy. They are offered as standard in the Ferrari 612 Scaglietti supercar.
Ferrari 612 Scaglietti is a 12-cylinder sports car, which means increased power at your disposal. The light-alloy technology that has been incorporated in the body means that despite the size of the supercar there is still a saving of around 60 kilograms when compared to the other fast cars of this segment. The technology also allows for increased structural rigidity which converts into greater safety.
The racing car boasts o the latest in traction control system. In fact this is the first time that such an advanced traction control system is making an appearance in a Ferrari. With 5748cc at your disposal the sports car leaves the competition way behind. At 7,250 rpm and 540 bhp you can accelerate to an exhilarating 100 km/h from standstill all in a matter of 4.2 seconds. Speed buffs can look forward to achieving a top speed of 315 km/h or 196 mph. Coupled with such a lively engine is the six-speed mechanical gear box. You have a choice of either manual or paddle shifts, the kind of which you find only in F-1 cares. The gear box incorporates the latest electro-hydraulic system. The system enables ultras-smooth and fast gear changes. This is yet another winning proposition among sports cars from the house of Ferrari.
Homoglamated production race cars such as the 2010 Audi R8 GT3 are an exciting consumer perk required by the rules of some race series. In the past, the rule set which calls the R8 GT3 into production has brought us such cars as the BMW M3 CSL, Mercedes-Benz 190 Evolution II and the Porsche 911 GT3 Cup. Mechanically speaking, the 2010 R8 GT3 features several changes from the production car.
As per GT3 regulations, Audi ditches the Quattro AWD system characteristic of the R8 in favor of a RWD setup. Rest assured the team at Audi Sport is putting significant attention into the RWD system used in the R8 GT3. The Le Mans racing series Audi R10 has proven, with its unprecedented record in endurance racing over the past couple of years, that Audi is committed to its motorsport division.
Rounding out known info for the performance upgrades on the 2010 Audi R8 GT3 are a menacing track-ready aerodynamics kit promising greatly increased downforce and handling prowess, a 6 speed sequential manual transmission, and a gasoline motor promising more than 500 horsepower.
Which brings us to the next question. Will the 2010 Audi R8 GT3, or Audi R16 if you prefer, be street legal? Audi has not released the official word on this yet, saying only that the R8 GT3 "will offer customers a racing sports car equipped with high-calibre technology and the typical Audi qualities, but which is nevertheless easy to handle."
Below is the first info direct from Audi AG, reprinted in full. More details on the 2010 Audi R8 GT3 will be posted as they arise.
Audi develops race version of the R8
Official Audi AG Press Release
Ingolstadt - For the first time, Audi Sport will offer a racing sports car specifically developed for customer use in the form of the powerful 500 hp plus GT3 version of the Audi R8 which will be available from autumn 2009. The logistics and factory space required for the AUDI AG customer programme will be created over the next few months in Ingolstadt, Neckarsulm and Györ.
"The R8 is the first production Audi bearing the name and genes of a successful racing sportscar and is therefore an excellent base from which to build up our first big customer sport programme," explains Head of Audi Motorsport Dr Wolfgang Ullrich. "Ever since the R8 was unveiled we've been inundated with enquiries about a race version. With the Audi R8 we will offer customers a racing sportscar equipped with high-calibre technology and the typical Audi qualities, but which is nevertheless easy to handle."
The Audi R8 conforms to the production-based GT3 regulations allowing the car to be fielded in numerous national and international race series.
Because the GT3 regulations prohibit the use of four-wheel drive the Audi R8 comes with the typical GT rear-wheel drive. The power is transmitted via a newly developed six-speed sequential sports gearbox. The suspension uses almost exclusively components from the production line. A comprehensive list of safety equipment guarantees the highest-level of passive safety. A modified front end and a large rear-wing generate the required downforce for the race track.
The Audi R8, which bears the project name "R16" within Audi Sport, was developed under the direction of Audi Sport. Mid August, the first prototype successfully completed a roll-out in the hands of Audi factory driver Frank Biela.
The first test races in various European racing series are scheduled for the 2009 season. Delivery to the customers is planned from the autumn of this coming year.
The customer cars are manufactured together by Audi Sport and the quattro GmbH, which is also responsible for production of the Audi R8 street version, and Audi Hungaria Motor Kft. (Györ).
Who knew track cars could look so good? The 2009 Pagani Zonda R, based on the Zonda and Zonda Cinque models but featuring a whole host of race only goodies, should be capable of levels of adhesion not even roadgoing Pagani cars can match. Saying a lot, considering the Zonda at one point held the production car lap record for the Nurburgring Nordschlieffe, perhaps the world's most difficult road course. There's a lot to like with the new Zonda R, starting with the Mercedes/AMG-sourced V12 bolted directly onto the rear of the chassis. The 6.0 liter firebreather outputs 750 horsepower in Pagani Zonda R trim, enough to take the car to 60 mph in less than 2.7 seconds on race tires, among the fastest acceleration of anything on four wheels, anywhere. Bosch provides a tricky two-way traction control and ABS system. Top speed is listed as 350 km/h, or a lofty 217.47 mph. In track situations where flat cornering is more important than outright speed, the 2009 Zonda R's aero system can be adjusted for a maximum of 1.500 kg of downforce. The cockpit carries two seats, though most will of course prefer to take the Zonda solo. Not drivable on the street, the new 2009 Zonda R is available for purchase by privateer racing teams, though you'll have to pay through the roof: a cool 1.46 million Euros. Expect Zonda R models to compete in endurance series worldwide this year, as well as in the annual fun and games at Nurburgring. Release date will be in time for the 2009 racing season. -RSportsCars source:http://www.rsportscars.com
Pagani Zonda R
Official Pagani Press Release
A Pagani Zonda is never shy of a drive at the racetrack, a fact that was undermined numerous times in the past with records for production vehicles at the Nurburgring Nordschleife. With the input of its avid track focused customers, the Pagani team has created the Zonda R using bespoke engineering solutions to meet the performance demands for a trackday version of the highly popular Zonda F.
The central monocoque is made of a Carbon-Titanium composite, increasing rigidity while reducing significantly the weight. Bolted directly to the chassis is the Mercedes AMG 6.0 litre race derived V12 engine, with 750 hp and 710 Nm of torque. A direct throttle actuation via mechanical cable ensures immediate throttle response.
The Xtrac Magnesium cased dog ring gearbox combined with tha Automac Engineering AMT system performs gearshifts in 20ms, triggered by the drivers input on the paddles behind the steering wheel. A 12-way Bosch Motorsport traction control and ABS system allows the driver to fully adjust the settings while driving the Zonda R.
At the pits, each driver will be able to find a suitable setup thanks to a fully adjustable suspension and wing configuration. The effectiveness of the rear is matched by a complex new front bonnet, a masterpiece realised with the help of models by Ennegi, as well as the closed underbody and rear diffusor. Aerodynamic setups rage from a high downforce setting of 1.500kg to a 350kmh top speed setting.
Aspa forged AvionAl suspension components as well as machined structural ErgAl parts holding the engine and gearbox have been designed to reduce the weight of the overall car, Poggipolini Titanium screws are used on the whole car. These measures lead to a dry weight of 1,070 kg.
The interior has been designed to offer a perfect environment for the driver. The controls are limited to the indispensable, but the quality finish reflects the usual demanding Pagani standards. The bespoke Toora seats are FIA homologated and comply to latest HANS standards, five-point safety belts and a CrMo roll-cage assure the occupants’ safety.
The lucky owners of the Zonda R will experience a level of performance on the track, that is simply not possible on the road. A power-to-weight ratio of 701 hp-per-ton will catapult them from 0 to 60 mph in less than 2.7 seconds, the Brembo carbon ceramic brakes ensure the car comes to a standstill even quicker.
The Zonda R is built in a limited production run and sold at a price of 1.460.000 Euro plus taxes, a performance machine, a track toy, a collectors item, a masterpiece signed by Horacio Pagani.
Mosler has taken great strides to save weight with the MT900 GTR-XX, which carries a curb weight of only 2450 pounds. With 600 horsepower on tap, this translates to performance numbers rarely seen south of Bugatti. With "Lambo" doors and styling representing a Corvette in its Sunday best, on steriods, the MT900 GTR-XX is destined to grace the wall calendars of many supercar fanatics worldwide.
But looks and straight-line top speed aren't the only advantages the MT900 GTR-XX, priced at well over $300,000 equivalent USD, offers its driver. Mosler promises a skidpad figure of at least 1.1g for this greatest of MT900 special editions, translating into balanced and razor-sharp handling on the road and on the track.
American national sports car buyers won't be getting a crack at the Mosler MT900 GTR-XX, but the 50-state legal 2008 MT900S offers most of the same performance features, and retails for $329,000.
MOSLER AUTOMOTIVE CELEBRATES 20th Anniversary
One of the World's Most Unique Supercar Manufacturers Commemorates its 20th Year of Dominating Performance with the New MT900 GTR-XX European Model
[Courtesy Mosler Automotive Press Release]
Riviera Beach Fla. (June 2008) - Mosler Automotive announces the first delivery of its 20th anniversary model, the MT900 GTR XX, to German distributor Christof Flugel. The new MT900 GTR XX continues the legacy established by founder Warren Mosler with the company's first U.S. street-legal, high performance sports car, the Consulier GTP. First delivered in April 1988, the Consulier GTP quickly gained recognition among race fans, with a racing version winning pole position in the June 1988 annual 24 hour race at Nelson Ledges, Ohio.
In 1988 Mosler Automotive was the first manufacturer to utilize advance composite construction for primary structures of the U.S. street-legal vehicle. The result was a ground breaking, high performance sports car that weighed over 1000 pounds less then its competitors, enabling it to out perform its competition by large margins, return 28 miles per gallon on the highway, and provide superior driver protection in rollover, side impact, and crush testing. Mosler's latest European road car, the MT900 GTR XX, carries on the tradition of utilizing advanced composites for primary structure for light weight, safety and extreme performance with its 7 liter, 600 hp alloy V8.
"Total performance is everything," says Warren Mosler. "In a 2003 Motor Trend event, an early MT900 with only 400 hp officially set 9 performance records, including 0-60mph in 3.1 seconds and 1.06g's on the skid pad. The new MT900 GTR XX with 600 hp will be tested in Europe before year end."
The Mosler MT900R race vehicles begin life as a road car with subsequent modification for compliance with the racing sanctioning organizations. Over the years the MT900R has built an impressive list of international motorsports achievements, including winning overall championships in British and Spanish GT series and numerous individual victories including the Rolex 24 Hours of Daytona, the prestigious International GT Open in Valencia, Spain, and the SPA 1000k.
Simultaneously, the extreme performance US road model, the MT900S, attracted numerous automotive enthusiasts - including the noted film director, producer and screenwriter George Lucas, who owns the first production MT900S.
The company's street-legal and race ready Mosler MT900's feature superior power to weight ratios for superior total performance and fuel efficiency. Utilizing an advanced composite carbon fiber monocoque and Kevlar® construction, the MT900 GTR-XX weighs only 2450 pounds, allowing the driver to brake deeper, carry higher speeds into and through the corners, and accelerate harder. Double-wishbone chromoly upper and lower control arms, adjustable coil-over shocks and adjustable blade anti-roll bars work together to keep the MT900 GTR XX glued to the road with over 1.1g capability on street tires. Combined with the 7 liter 600 hp alloy V8 and 6 speed transaxle, the Mosler is an unparalleled state-of-the-art supercar.
"As we enter our 20th year, Mosler Automotive continues to embrace the fundamentals of performance technology" explains Mosler.
The 50-state legal MT900S is priced at $329,000 and available exclusively through one of North America's premier Corvette and Mosler specialist dealers, Mike Vietro of Mosler Mike Motorsports (http://www.moslermike.com/). Mosler Mike Motorsports facility in Anaheim, California heads the U.S. distribution and sales efforts. Mike Vietro can be contacted at mike@moslermike.com or 714-342-2570. The MT900 GTR XX is available exclusively in Europe through Mosler Deutschland (www.mt900.de). For additional information on Mosler Automotive, the Mosler MT900S and MT900R or its European racing schedule, visit www.moslerauto.com.
