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Winding Road Seeks Beta Testers For All-New Website

John Beltz Snyder — Fri, 06 Nov 2009 14:23:57 -0600

Greetings, drivers (and web surfers)!

We’re excited to announce that we are preparing to launch a new, improved version of our website, and we would love to get your input. The new site will be more closely aligned with the style and voice of Winding Road, but only if we can get your feedback.

In an effort to perfect our new website, we look to you, our loyal readers, to be our beta testers. You’ll be telling us what you like and dislike, so we can provide the best online experience for our audience. If you’re interested in volunteering to test our new site-in-progress, send us a line at editor@windingroad.com with the subject line “Beta Tester.” Give us an email address where we can reach you, and we’ll contact you within the next few weeks, when we begin testing.

Thanks so much for all your help.

First Look: 2010 BMW M3 GTS Is A Track Day Dream Come True

Steven J. Ewing — Fri, 06 Nov 2009 09:29:12 -0600

At long last, a hardcore, track-ready version of the latest BMW M3 Coupe has been released, set to go on sale in the Spring of 2010. But unlike the M3 CSLs of the E46 generation, this new M3 GTS is significantly lighter, more powerful, and has a long list of track-friendly upgrades.

Under the hood, the standard 4.0-liter V-8's displacement has been increased to 4.4 liters, meaning output has been increased from 414 to 450 horsepower. All of that shove is being routed to the rear wheels via BMW's M DKG Drivelogic dual-clutch gearbox, though the characteristics have been specially tuned to match the GTS's extra power and performance.

Power upgrades are one thing, but when it comes to track cars, lightness is key. The M3 GTS weighs slightly less than 3300 pounds, and while that may seem pretty porky, remember that the standard M3 Coupe is around 400 pounds heavier. What's more, the GTS uses a heavily upgraded suspension and high-performance brakes, along with special nineteen-inch wheels. Naturally, another strong point of the GTS's performance is in its aerodynamics, and with just a quick glance at this car, it's easy to see that the aero design is heavily based on World Touring Car Championship vehicles, like the 320si.

We're putting on our Pilotis and helmets in anticipation of a track day with this hot little number. No word on pricing has been released at this time, but for the full details, click through the post to read BMW's press release.

Ready to Go – also on the Road: The BMW M3 GTS.

Munich.

BMW M GmbH now offers a truly outstanding performer based on the BMW M3 Coupé also ideal for Clubsport events – exactly the right car for the truly discerning customer demanding the very utmost in terms of power and performance. The BMW M3 GTS is largely hand-built by the most skilled craftsmen at BMW M GmbH as a perfectly harmonised package of outstanding modifications, with production exclusively to the customer’s personal order. Focused on motorsport, the modifications comprise both the drivetrain, the suspension and the body of the car, as well as its interior. Market launch of the BMW M3 GTS will be in spring 2010.

Offering this truly exclusive model for the genuine motorsport enthusiast, BMW M GmbH is continuing a great tradition introduced on former generations of the BMW M3. Once again, the outstanding sports potential of the BMW M3 is being consistently enhanced and upgraded to an even higher level, the customer benefiting from the Company’s wide range of know-how in the development and production of racing cars. Through its race-oriented modifications enhancing both performance and safety, the BMW M3 GTS is ready to go in Clubsport events on the track and comes with the option for homologation on the road. So that the driver is able to make his way to the race track in the very same car he will use for racing.

Consistent lightweight technology.

Consistent lightweight construction, adjustable aerodynamic units, an increase in engine size and output on the V8 high-speed power unit and suspension technology meeting all the requirements of motorsport – all this gives the BMW M3 GTS a top position among high-performance cars built for Clubsport racing. Unladen weight according to the DIN standard is less than 1,500 kg (3,300 lb), the lightweight body comes with special mounts for six-point seat belts and a rollcage fitted behind the B-pillar.

Through its design and construction, the materials used and its special equipment, the BMW M3 GTS is a lightweight performer all the way, offering a genuine motorsport driving experience in every respect. In addition to the carbon fibre roof already featured as standard on the BMW M3, weight is consistently optimised by features such as silencers made of titanium, the extra-light centre console and door linings, the omission of rear seats, automatic air conditioning and an audio system, as well as sound insulation tailored specifically to this very special model.

V8 high-speed power unit: derived from motorsport, optimised for motorsport.

The eight-cylinder power unit of the BMW M3 GTS enlarged in size to 4.4 litres and boosted in output to some 450 hp boasts construction principles and technical details carried over directly from motorsport. A supreme surge of ongoing power throughout a wide range of engine speed characterises the outstanding performance of the V8 with its high-speed concept. The features typical of a motorsport engine include the crankcase made of a special aluminium-silicon alloy and constructed in bedplate design, individual throttle butterflies, anti-knock sensors with ion flow technology, and, wet sump oil supply optimised for supreme driving dynamics.

Seven-speed M DKG Drivelogic with race-bred gearshift.

Power is transmitted in the BMW M3 GTS by the M double-clutch gearbox with Drivelogic also available as an option on the regular production model. This seven-speed M DKG Drivelogic gearbox follows a principle also developed for motorsport, shifting gears without the slightest interruption of engine power. The transmission was developed specifically for a particularly powerful high-speed engine and offers ideal qualities for truly dynamic acceleration at all times. The gearshift characteristics on the seven-speed M DKG Drivelogic have been tailored specifically to the modified power unit of the BMW M3 GTS and the driver is able to shift gears both through the selector lever on the centre console and through special M shift paddles on the steering wheel.

High-performance suspension with purpose-built brakes.

To convey the supreme power of the engine to the road in equally supreme style even under the most extreme conditions, the BMW M3 GTS comes with suspension technology likewise derived from the highest realms of motorsport. While the suspension is based on the front and rear axle of the BMW M3 Coupé, the rear axle subframe is bolted firmly in position and the suspension features adjustment threads on the dampers for individual variation of the inbound and rebound strokes.

The high-performance brake system of the BMW M3 GTS features fixed callipers with six pistons up front and four pistons on the rear wheels. The race-oriented set-up of DSC Dynamic Stability Control naturally considers the supreme dynamic potential of the BMW M3 GTS. Different-sized tyres front and rear running on 19-inch M light-alloy Competition rims in double-spoke design ensure optimum transmission of acceleration and brake forces to the road.

Aerodynamics: optimised components with variable geometry.

To optimise the flow of air and adjust the car’s downforce as required, the BMW M3 GTS comes with a race-oriented front air dam and rear wing. This allows appropriate adjustment of the car’s aerodynamic qualities in motorsport and for other purposes, tailored to the specific profile of the respective track. The air guidance units on the front air dam, for example, may be varied in their geometry, just like the position of the rear wing based on the wing already featured on the BMW 320si raced in the WTCC World Touring Car Championship.

Exterior features such as the BMW kidney grille and the gills at the side finished in chrome on the regular BMW M3 come in special dark eloxy-plated chrome on the BMW M3 GTS.

Special interior for supreme performance and safety.

The interior of the BMW M3 GTS clearly reflects the focus on supreme performance and safety on the race track. The interior features include classic bucket seats, interior trim in carbon and an M steering wheel finished in alcantara. The door and side panels at the rear also come in alcantara, while six-point seat belts delivered with the car for subsequent use, a fire extinguisher and preparation for an emergency-off switch in motorsport round off the wide range of special features inside the car.

First Look: 2010 Porsche Boxster Spyder

Steven J. Ewing — Thu, 05 Nov 2009 14:18:01 -0600

Oh, the Porsche Boxster. As we recently reaffirmed in our latest comparison test, the little two-seat roadster from Porsche is one of our favorite topless road cars, and now there's more to love. The much-anticipated Boxster Spyder won't make its official debut until December 2nd at the Los Angeles Auto Show, but the details and images have already leaked out ahead of time.

This lightweight, hardcore version of the Boxster starts with the well-received 3.4-liter, direct-injection flat-six engine, though power has been increased by 10 horsepower for a new total of 320. Combined with Porsche's PDK gearbox and Sport Chrono package, the Spyder will jaunt from a stand-still to 60 miles per hour in just 4.6 seconds and will do 166 mph flat out (with the roof off, of course). "Roof," though, is a figurative term with the Spyder, as the Boxster's standard folding lid has been replaced with a lightweight soft top that acts as more of a sunshade than anything else.

Other modifications include a special sport suspension which lowers the ride height by twenty millimeters, a standard limited-slip differential, and exclusive wheels. Aluminum door skins and lightweight interior door panels (from the GT3 RS) aid in reducing the Spyder's weight by 176 pounds over the standard Boxster S, and with a lower center of gravity, we're confident in saying that this thing will be well-suited for hot laps at your local track.

Look for the Boxster Spyder to hit U.S. showrooms in February of 2010 with a starting MSRP of $61,200. Click through the post to read the official press release from Porsche.

Porsche's newest entry will be the lightest in its line-up

ATLANTA – November 5, 2009 – Weighing in at just 2,811 lbs., the new 2011 Porsche Boxster Spyder will be the lightest Porsche available – from a company known for lightweight, proficient sports cars. This new mid-engined roadster represents the true, purist form of the sports car – agile, powerful, open and efficient. This third Boxster model will join the Boxster and Boxster S and will make its world debut at the Los Angeles Auto Show, December 2, 2009.

The newest member of the Boxster family stands out from the other versions of Porsche's mid-engined roadster. Its low-slung, lightweight soft top – when closed – extends far to the rear to protect the driver and passenger from bright sunshine, wind and weather. This top, when combined with extra-low side windows and two striking bulges on the single-piece rear lid, provides the Boxster Spyder with a sleek silhouette reminiscent of the Carrera GT.

2011 Porsche Boxster Spyder: Light, Powerful, Purist Roadster to be Introduced at Los Angeles Auto Show

The Boxster Spyder features a 3.4-liter six-cylinder engine with Direct Fuel Injection upfront of the rear axle. Maximum output is 320 horsepower (hp), 10 hp more than the Boxster S. The combination of 10 more hp and 176 pounds less weight than the award-winning Boxster S, plus an all-new sport suspension that lowers the Boxster Spyder 20 mm, a lower center of gravity, a standard limited slip differential, and exclusive wheels provides the kind of driving dynamics that back up the unique look. Aluminum door skins and lightweight interior door panels from the 911 GT3 RS contribute to the weight reduction.

When equipped with Porsche-Doppelkupplung (PDK) transmission and the Sports Chrono Package, the new Spyder, using Launch Control, accelerates from a standstill to 60 mph in 4.6 seconds. Top track speed is 166 mph – with the roof open.

Fundamentally, the entire Boxster family is the successor to the legendary 550 Spyder and RS 60 of the Fifties and Sixties, all sharing the same mid-engine roadster concept. Low weight and supreme agility combine to provide outstanding driving pleasure.

In 2004 and 2008 Porsche produced limited editions of the Boxster bearing the additional name Spyder, honoring the 550 and RS 60. In contrast, the new Boxster Spyder is a regular, but specially developed and upgraded production model as compared with the Boxster and Boxster S.

2011 Porsche Boxster Spyder: Light, Powerful, Purist Roadster to be Introduced at Los Angeles Auto Show

The 2011 Boxster Spyder goes on sale February 2010. U.S. pricing is $61,200.

Report: BMW Planning New M1 (But Not The One You're Thinking Of)

Steven J. Ewing — Wed, 04 Nov 2009 10:04:39 -0600

As it stands, the BMW 135i is a potent little machine with its 300-horsepower, twin-turbocharged inline-six. But what about an M version? Sources inside of BMW are now reporting that a 1-Series M might not be too far off, and that the M1 moniker could possibly be brought back, much to the dismay of original M1 enthusiasts.

Speculation suggests that a new M-badged 1-Series would use the same twin-turbo six as the 135i but that power could be increased to around 330 horsepower. A source at BMW's M division says, "We're looking at ways to attract new customers to the brand, and an entry-level model is part of those plans." Naturally, a new "M1" would be priced under the current M3, so the mid-$40K price range is probably as good a guess as any.

Consider our interest piqued.

+ RPMgo.com: BMW to create M model based on 1 Series, might bring M1 badge back

List: The Top 10 Lightest 300 Horsepower Cars

Seyth Miersma — Wed, 04 Nov 2009 08:33:58 -0600

300 horsepower is still a significant benchmark within the auto world. (As we found out last year when we created our list of 300 horsepower cars under $10K, check it out here.) That’s enough power that some serious performance is usually on tap, especially when the curb weight is kept low in concert with the output. So which cars with at least 300 ponies are the very lightest? Our list seeks to answer just that, with cars that are on sale in the U.S. today, and being limited to just the lightest example of any one particular model (sorry 911 and Corvette). Check out the top ten hardest punching lightweights, in our gallery above.

Spy Shot: Next Generation BMW 3-Series Spied!

Seyth Miersma — Wed, 04 Nov 2009 06:38:15 -0600

We’ve just be handed what appear to be the first ever photographs of the next generation BMW 3-Series, albeit in heavily camouflaged form.

Hardly able to hide from our shooter’s lens while riding on the back of a transporter, the new 3 seems to be following suite with the recently revised 7-Series and Z4 by showing much simpler, cleaner body surfacing, and tidied up lines. We won’t be able to say for certain until at least some of the cladding is removed, but this seems to be somewhat of a return to the crisp, straight-edged 3-Series we last saw in the E46 sedan.

Front and rear fascias, lighting, and mirrors all appear to be revised on this new car, though the full-length ambers on the side-view mirrors seem likely to be revised before the production version hits.

We’ll keep you posted about new 3-Series developments as we know them (including any word from our spy photographer about further details). Until then, take a close look at our gallery of images above, and let us know what you think about the updated 3er in comments, below.

Ask It: 2010 Roush 540RH

Steven J. Ewing — Tue, 03 Nov 2009 12:39:04 -0600

As if the too-hot Roush 427R wasn't enough, the much-loved tuning company has now put another spin on the 2010 Mustang. As for appearance, this one is much more tame and subtle than some of the cleft-chinned 'Stangs we've driven, but don't let its looks fool you. The supercharger under this Mustang's hood bumps up power to a GT500-matching 540 ponies, and with suspension tweaking on hand, this latest Roush will surely be a hit for muscle car enthusiasts.

Scoot on over to our Ask It forum post and let us know what burning questions you have about the newest Roush creation. We'll be on hand to respond, as well as post driving impressions throughout the week.

+ NextAutos Forums: Ask It: 2010 Roush 540RH

Driven: 2011 Kia Sorento

John Beltz Snyder — Tue, 03 Nov 2009 12:26:24 -0600

— Atlanta, Georgia

To say that Kia has made a lot of changes to the Sorento for the 2011 model year doesn’t quite capture the spirit of it. It’s roomier, lighter, more efficient, offers different powertrain options, and is built in the U.S. to boot. While it is by all means a crossover, Kia has tried to keep the new Sorento from falling in with the rest of the herd, and has created what promises to be a formidable competitor in the otherwise dreary and uninspired segment of affordable CUVs.

CLICK HERE to continue reading this article.

The 2011 Sorento, unlike the previous all-V-6 lineup, offers a four-cylinder engine. The 2.4-liter inline-four has two obvious advantages over the larger six-mills—price and fuel economy. While Kia has not yet released pricing for the 2011 Sorento, the base four-cylinder version should start under $20K. With front-wheel drive, it will get an estimated 21 miles per gallon in the city, and 28 on the highway, with the all-wheel-drive version suffering only one lost mpg in the city. That being said, its 172 horsepower is merely adequate for the front-drive Sorento. While it feels peppier than the overworked four-cylinder Chevrolet Equinox, it still sounds labored at cruising speed.

The 3.5-liter V-6 engine seems like a much better fit for the Sorento. It provides more than enough power to get it moving at a rapid clip, and with 273 horsepower, we always felt like we had plenty of power in reserve for passing maneuvers. The ride was quieter than in the four-cylinder, too, as the V-6 struggled a lot less to keep the vehicle in motion. Here’s the real kicker: it only suffers a loss of about one mpg over the smaller engine option.

For the quicker starts and more comfortable cruising, we would definitely pony up for the superior V-6 model. In the front-drive version, throttle response was sharp in the way you wouldn’t expect from a typical “value” CUV. While the all-wheel-drive model didn’t come to life with the same vim as the front-drive model, it certainly didn’t feel lazy. The application of power felt smoother, if less urgent, when directed to all four wheels. The front-drive Sorento is definitely more fun on dry pavement, but we could imagine settling on the all-wheel drive for year-round utility.

Getting behind the wheel of the 2011 Sorento, we admit to being a bit skeptical at first. That is not to say we haven’t been impressed by the automaker as of late. We just tend to notice that crossovers don’t usually offer much in terms of a good driving experience. More often than not, they feel bulky, numb, clumsy, and limited in how they respond to driver input.

This is not necessarily the case with the new Sorento. Like we said, the V-6 offers up a healthy shot of juice right off the bat. To our delight, we were also getting some feedback from the steering wheel, which vibrated just enough to give us a confidence-inspiring feel of the road passing underneath us. The sidewalls also conveyed this information, the smaller road irregularities transmitting through the suspension while the larger bumps were softened out of the equation. The result was a ride that didn’t feel robotic—one that inspired more confidence than a dull, doughy ride. And with a steering feel and response that falls somewhere close to the middle of the spectrum, the Sorento straddled the line between comfort and control. Not too shabby for a people-moving CUV.

The interior space, depending on the options, was quite varied. Big plastic panels surrounded our view, broken up by pieces of high-gloss wood trim (though a less glaring matte trim is available) in all versions we saw. The combination of cloth and what appeared to be vinyl on the seats seemed awkward. Moving up into the perforated leather was a small improvement, while the two-tone leather options offered the most perceived quality. If you’re at all picky about a vehicle’s interior, we recommend spending the extra bucks for something you can stand to live with.

The Sorento is available in five- or seven-passenger configurations. In the seven-passenger model, cargo space is severely limited with the seats up, and the third row should be reserved only for children. Headroom is in short supply, but the second-row seat backs can be adjusted to make room for knees. To be honest, the wise thing would be to opt for the five-seater over the barely-usable third row. Instead, spend the money on material and sound upgrades (an Infinity 7.1 surround system is available), or on the panoramic sunroof, for the comfort of five passengers.

Compared to the rest of the class, the new Sorento promises value and drivability. It sort of falls within a sweet spot for the crossover segment, as it will continue to appeal to Kia’s younger, more practical market without totally giving up a sense of driver involvement. Previous Sorento owners who are happy with the product will find the 2011 model to be an exciting improvement. It’s expected competitive pricing and image may win over buyers who are concerned about giving up identity and entertainment for utility and value. The 2011 Sorento, though still a crossover, allows people who still have a sense of adventure to get what they need without giving up too much of what they want.

Driven: 2010 Honda Accord Crosstour

Steven J. Ewing — Tue, 03 Nov 2009 08:51:38 -0600

—South Lyon, Michigan

Let’s face it—the latest trend of sleek-lined crossovers is here to stay, and we can look forward to more and more manufacturers creating new vehicles based on this larger design ethos. (See what you’ve done, BMW X6?) So Honda, known for game-changing products, was certain to remind us that the brand new Accord Crosstour had been in the works for many years. “We had been planning this one since before anyone even saw the X6,” we were assured by one executive. When we asked if the Crosstour was in any way developed alongside the recently released Acura ZDX, we were told that the two vehicles have nothing in common with one another. In fact, Honda pointed out that while the ZDX was designed and engineered in America, the Crosstour is, for the most part, the fruit of Japanese labor.

But is it unique? Aside from the styling, there isn’t a whole lot of newness to this car. As the vehicle’s name suggests, the Crosstour is based on the trusty Accord sedan, and instead of dropping the Accord name, Honda left it in place to build better familiarity within its consumer base. Truth be told, about 60 percent of the Crosstour is made up of standard Accord parts, and Honda won’t shy away from telling anyone and everyone that the Crosstour is an extension of the Accord lineup. The automaker wants consumers to view this vehicle as a more premium version of the Accord, but one that offers the space and functionality of a crossover. While this all makes a whole lot of sense in concept, the final product is a bit of an odd duck.

CLICK HERE to continue reading this review.

What Honda has created here is a vehicle that is relatively good to drive and has a lot of sedan-like road-going characteristics, but doesn’t make a whole lot of sense as a crossover. The Crosstour’s good-to-drive-ness does give it an edge over more un-involving vehicles like the Venza or Murano, though it’s a little hard to see how it might capture customers from those stalwarts, to say nothing of its own brothers. As a crossover, this vehicle has an odd fit into Honda’s product line. To wit, the CR-V is only four-tenths of an inch taller than the Crosstour and it rides on a much shorter wheelbase, and yet it boasts 21.6 more cubic feet of storage space behind the front seats. What’s more, the CR-V offers more headroom and legroom for front passengers, and more legroom in the second row. And price? A fully loaded CR-V with all-wheel drive is only about $1000 more than a base, front-drive Crosstour. Doesn’t make a whole lot of sense to us.

That said, a majorly redeeming quality of the Crosstour is how good it is to drive. The only powertrain available is the Accord-sourced 3.5-liter V-6, which produces 271 horsepower and 254 pound-feet of torque, mated to a five-speed automatic transmission. Curiously, no four-cylinder engine is available, though engineers explained that putting a four-pot mill in the Crosstour only netted one extra mile per gallon, so they opted to only offer a V-6. Still, a four-cylinder version could have lowered the car’s starting MSRP. Front-wheel drive is standard and all-wheel drive is optional, but Honda only expects a small margin of all Crosstour sales to have power routed to all four wheels. (Don’t expect to see all-wheel drive making its way into the Accord sedan anytime soon, either.) Our front-drive test car felt peppy while being tossed along back roads, but was subject to a bit of body roll and understeer in the corners. We mostly attribute this to the skinny eighteen-inch rubber that higher-level Crosstours are equipped with; the Toyota Venza and Ford Flex are much more competent through the bends, mostly due to their wider tracks and beefier tires. The Crosstour does, however, benefit from cornering shift control, which holds the selected gear through a turn to eliminate the transmission’s tendency to change gears. This allows for a much more linear acceleration feel upon exiting a turn without needing to downshift to a lower gear to achieve max power. It’s smooth, too—something that we can appreciate in a vehicle that isn’t meant to be a nimble sports car. Since most of the Crosstour’s underpinnings are Accord stock, we weren’t surprised to experience crisp turning and lots of driver feedback through the steering wheel. Larger brakes have been fitted at all four corners to account for the added weight of the crossover versus the sedan, and they are appreciated.

Sure, the Crosstour is a far more engaging drive than the Venza, but it doesn’t feel as sure-footed and solid on the road. We spent a long portion of our drive loop on the highway, too, and found the Crosstour to be smooth and comfortable. The ride is relatively firm, yet suspension damping is good, and the car is hardly fazed by potholes and pavement breaks. Honda’s cylinder deactivation system is also on hand with the Crosstour, allowing it to run as a three- or four-cylinder engine at times, drastically improving fuel economy. Our front-drive tester is said to achieve up to 27 miles per gallon on the highway (18 in the city), which really isn’t too bad.

A big problem here is that consumers buying up into the mid-$30K crossover segment expect certain amenities that the Crosstour simply doesn’t offer. Want premium features like cooled seats, heated steering wheel, streaming Bluetooth audio, manu-matic shifting, power liftgate, panoramic moonroof, rear-seat entertainment, or HID headlamps? Don’t look at the Crosstour. Though the interior fit and finish is well-done overall, it doesn’t feel as plush or comfortable as a Venza—nor does it have the Toyota’s extensive options list.

In the new world of crossovers, dynamic exterior styling is one of the strongest selling points for new consumers looking to step down from boxy SUVs or up from milquetoast mid-size sedans. We have a hard time seeing Crosstour passing muster here. This isn’t an attractive car from any angle. We feel odd saying it, but the car makes eighteen-inch wheels look extremely small because of its overly large features (headlamps, grille, etc.).

Pricing for the Accord Crosstour starts at $29,670 for the base, front-drive model, and goes up as high as $36,220 if you want all-wheel drive and navigation. It’s not as engaging to drive as the Accord sedan, yet it does fulfill the crossover requirements of having more usable storage space and a slightly higher ride height, which is a huge selling point for a lot of consumers. If you need a bit more brute than a four-door sedan and you can get past the looks, the Crosstour is a good option, but so is a Honda CR-V (for less money and more functionality). Want all of those features plus some truly premium equipment? The Acura TSX Sport Wagon will be hitting dealers next Fall.

So while the Crosstour is relatively good to drive and may do the job of a crossover rather well, it just doesn’t make sense as a Honda. The automaker will now find this vehicle competing head-on against its CR-V, Pilot, and Accord, and because its only unique aspect—the styling—isn’t a huge success, we can’t see it exactly flying off of dealer lots. If consumers judge this book by its cover, the Crosstour won’t be terribly appealing. Too bad really, as it’s a CUV that would be a better-than-most choice for enthusiast drivers. We can only hope that the Crosstour’s strong road manners are enough to win over the consumer set.

IMSA Creates A More Powerful, More Premium Lamborghini Gallardo LP560-4

John Beltz Snyder — Mon, 02 Nov 2009 12:08:35 -0600

The German Lamborghini tuner, IMSA, has created the IMSA GTV, based on the Lamborghini Gallardo LP560-4.

Besides adding a carbon fiber body kit, upgraded interior, and new wheels, the IMSA GTV gets an adjustable suspension and stainless steel sport exhaust system. The peak output is now about 582 horsepower and 413 pound-feet of torque.

More detailed information follows in the press release below. Click through the image gallery above.

New Super Sports Car IMSA GTV based on the Lamborghini Gallardo LP 560-4

  The new Gallardo LP 560 has only just seen the light of the world automobile stage. The result is one of the most exclusive cars of our time; one that presents a perfect symbiosis between extravagant design and driving performance and capability at sports car level. For the Gallardo LP 560-4 the German Lamborghini specialists have once more taken the speedy Italian car and created a masterpiece on wheels in accordance with the IMSA company philosophy. For the Gallardo LP 560-4 the IMSA engineers had to take the special chassis from the GTV's well known predecessor and completely reconstruct it. Thus the chassis modifications now include a front skirt, widened wheel housing for front and rear, sideskirts, a rear skirt as well as special rear spoiler that ensures greater output. All the parts are made of high quality carbon fibre which normally can only be found in professional motor sports or in air travel and which despite its low weight has a convincing stability. Because of its superb technical specifications the IMSA GTV is capable of combing sportiness with an exclusive appearance at the highest level. The same can, of course, also be said for the already internationally established lightweight central locking wheel, IMSA Challenge, which is mounted on the front axle with dimensions of 9J x 20 (with 245/30 ZR20 sized tyres) and on the rear axle with dimensions of 12,5J x 20 (with 325/25 ZR20 sized tyres). The IMSA exclusive wheel is not only visually an eye-opener but it also convinces the ambitious driver with its technical characteristics - especially when combined with the very complex traction and compression phase as well as with its height adjustable IMSA sports suspension. The highly polished IMSA stainless steel sports exhaust system can naturally not be left out of this Gourmet menu. The optical delicacy on the rear of the LP 560 spoils the driver with a really deafening V10 symphony and increases its performance to a sensational 590 PS at 9000U/min thanks to the perfected exhaust gas routing and the connected back pressure reduction. The maximum torque is increased to 560 Nm at 6000 U/min.  As the IMSA GTV is a complete vehicle concept based on the Gallardo LP560-6 the IMSA specialists have also devoted themselves with their usual perfection to the interior of the vehicle. So the first things to strike the eye when opening the passenger door are the exclusive IMSA bucket seats made of carbon, which fit the driver and co-driver like a sitting tailored suit. As the IMSA team traditionally consider the use of high quality materials for its newest super sports car creation to be very important, carbon is naturally used all over for elements in the cockpit. The complete multi-element IMSA carbon interior is very convincing. The whole IMSA GTV including the IMSA sports driving wheel is finished off with IMSA leather and/or Alcantara interior in GTV design.  All in all this is a very tasty high-class menu, that will make several Gallardo owners' mouths water.