The R18 is a closed coupe that has been specifically developed for the Le Mans 24 Hours.  A new DTM car is also being built at Audi Sport. In addition, Audi will extend and restructure its customer sport program.

Audi aims to continue its string of victories at the Le Mans 24 Hours with a completely new LMP1 sports car development. Since its debut in 1999, the brand with the Four Rings has won the world’s most important endurance race as many as nine times with the R8, R10 TDI and R15 TDI models.

In doing so, Audi has equaled this feat in the race’s roll of honor with Ferrari. With the new R18, which was presented at the Audi Sportpark in Ingolstadt on the evening of Friday, December 10, 2010, Audi is aiming for its tenth Le Mans success in 2011.

For the first time since 1999, Audi will contest Le Mans with a closed coupe again. “In the future, aerodynamic efficiency will be even more important at Le Mans than it was in the past,” says Head of Audi Motorsport Dr. Wolfgang Ullrich. “A closed car has clear advantages in this respect. Our computer simulations have been confirmed in the wind tunnel and during initial track tests.”

The R18 features the "shark fin" down the spine of the car, part of the new 2011 ACO regulations

Significantly smaller engines than those used before will be prescribed at Le Mans in 2011 as the rule makers aim to achieve a substantial reduction of engine power. By opting for a 3.7-liter V6 TDI unit, Audi retains the diesel concept that saw its first victorious fielding in 2006.

“From our point of view, the TDI continues to be the most efficient technology,” says Ulrich Baretzky, Head of Engine Development at Audi Sport. “There are good reasons why the share of TDI units among Audi’s production models is as high as it is.”

Through the innovative V6 TDI engine for the Le Mans 24 Hours, motorsport is yet again performing pioneering work for the production arm at Audi where there is a growing trend towards smaller, more economical but yet powerful engines.  Another new development is the six-speed transmission in the R18 which has been specifically modified for use with the smaller engine.

You’ll be able to tell apart your AMG version of the CLS over a standard CLS by AMG ride control, sports suspension with an electronically controlled damping system and new front axle, newly developed electromechanical AMG sports parameter steering and also the optional AMG ceramic high-performance composite braking system.

Predictably proud of the car, Head of Mercedes-AMG Ola Källenius stated that ”The new CLS 63 AMG continues the success story of the previous models, the CLS 55 AMG and CLS 63 AMG, which have delighted our customers all around the world since 2004. The CLS 63 AMG is a unique high-performance car – it sets new standards in design, performance and efficiency.”

You’ll also be happy to hear that despite the boost in power over the previous AMG CLS, fuel consumption is actually reduced by 32% or a now combined 28.5 mpg in round figures, plus of course CO2 emissions have also dropped one third (113g/km) – the environmentalists will be dancing around the fuel stations of Affalterbach… On a quieter note, 0-62mph is now dispensed with in 4.3 seconds, which we’d probably best not mention at the same time as those impressive CO2 numbers.

We’ll let you decide which figure is of greater priority in any purchase decision, but one thing’s for certain, the new CLS 63 AMG has become an even more tempting proposition.

Not being a direct descendant of a wealthy Russian oligarch meant the best way I had of getting to drive cars most of us mere mortals can only dream about would be as a road tester.  It wasn’t done to only test the latest beautiful creations out of Italy, but to drive as expansive a range of cars as possible to improve my education and experience of modern cars.

So when Michelin asked us if we’d like to come down to Porsche’s Silverstone Experience Centre to try out a variety of Porsches in a range of environments on the latest Michelin street tyres, it seemed like an opportunity to kill a handful of birds with one stone.

As well as testing tyres, we'd also get to sample such technologies as Porsche's PDK

Anybody who buys a new Porsche in the UK is invited to a day at the Porsche Silverstone Experience Centre where they can try their hand in cars ranging from the chunky Cayenne to a nimble Cayman S, all fitted with Michelin tyres.

Porsche describes the aim of Driving Experiences offered at the Centre “is to improve your driving skills on an on-going basis, enabling you to drive more safely and deal more effectively with hazards on the road.  Some of our courses are more focused on motorsport, from the basic fundamentals to professional driving skills.”

Michelin had arranged for us to sample three key elements during the day – off road driving, human performance and handling circuit work.  The morning was to focus on driving the off road course where afterwards the human performance element would consist of a mini lecture on general fitness, before an unforgivingly honest computer analysed your body and printed out an analysis of your fitness with embarrassing and brutal levels of clarity – in hindsight perhaps the pretty but tiny breakfast offered wasn’t the worst thing in the world.

In the afternoon we’d sample one of my favourite combinations – 911s and the open road.

Off roading – Cayenne

Despite an intimidating number of knobs and switches, the Cayenne interior is intuitive in its layout

Driving the latest Cayenne for the first time was an interesting experience, chiefly because it had to fight my pre-conceptions about it perhaps not being the most “pure” 4×4 out there on the market.  On paper, being an actual German vehicle and having to sit on the left wouldn’t help my acclimatising to the Cayenne, but after a quick demonstration by the instructor of how the off road mode works and how to lock/unlock the centre diff, it’s surprisingly intuitive.  The real issue with the Cayenne on these assault type courses though is how it’s all mind over matter.

When a good friend stands behind you and tells you to fall back claiming they’ll catch you, it takes a lot of trust no matter how well you know them.  So when the Porsche instructor beside me I’d just met told me half way up a 40% incline hill to simply let go of all the controls because the Cayenne will deploy its automatic handbrake and catch us, it took a large amount of trust to go with this apparent madness and put my faith in the German electronics.  Of course I shouldn’t have worried, the moment I let go the car held us with our noses pointed to the sky and when I breathed back on the right pedal, the handbrake gently released itself as I fed in more revs and I was away.  Highly impressive.

The Michelin street tyres fitted to our Cayenne showed it is as capable off-road as on the road

I remained impressed when the Cayenne pulled another party trick.  This time on the descent, the Cayenne prevented itself going more than 4mph allowing for a smooth and gentle descent rather than barrelling down wildly in a 4×4 without such technology.  Despite being fitted with an off-road pack (so the ability to lock and unlock the diff plus the ability to raise the ride height of the car á la many Citroëns), the course we had to straddle the recently facelifted Cayenne was far more difficult than you’d ever encounter on the roads.

An “axle twister” slalom that mimicked the moguls you see in the winter Olympics showed off the impressive ground clearance but most of all I was impressed that this was all done on street tyres – not once did I break traction despite having the car point in all directions possible, including 45 degrees on its side at one point.  I severely doubt the majority of Cayenne owners will ever take their cars into rugged territory but I was impressed that should they wish to do so, the car will do so all the while comfortably within itself.

Out on track

The four circuits available at the Porsche Silverstone Experience Centre

After a fun session in Porsche’s human performance centre (I’m apparently not obese), we were led out after lunch to try our hand in four road cars on four different circuits – handling, ice hill, kick plate and low friction.  I grabbed the keys to a Targa 4S, one of my favourite Porsches currently in production and enjoyed flying around the semi-octagon shaped handling circuit.  Not exactly a track, but designed to replicate a challenging A road, with no oncoming traffic the handling circuit allows you to really push on and iron out any creases in your technique.  After a few enthusiastic laps on this course, my instructor passenger beside me mock-accused my style of being “a little chainsaw massacre” so we peeled off to the kick plate to help cool the tyres.

Porsche describes the kick plate as “a moveable metal plate set flush with the road surface designed to be triggered remotely as a car travels over it, thereby generating the effect of a loss of rear wheel traction.”  So in effect you drive forward at around 25mph onto the soaking wet area and at a randomly chosen time your back end will violently kick out and you have to collect the slide before you end up looking where you just came from.  It’s a fun exercise that helps sharpen up your reactions and showed off how much slip the tyres can take before you can make a total hash of things – I’d love to see it added to the driving test.

The ice hill is just one of the places where you can get the back end out

The ice hill allows you to slalom in and out of shoots of water down a 30 degree hill which is good fun but the most enjoyment to be had is on the low friction course.  Specially formulated tarmac allows the car to easily be provoked into a slide allows you to master the art of not just getting into a slide, but also gracefully maintaining one and making a clean and safe exit from corners.  Throw in the top area to practice doing large circumference donuts (somewhat difficult in the 4 wheel drive Targa 4S) and you have a wonderful facility to practice sideways driving and the limits of tyres in a safe and controlled environment.

The tyres

After stepping out of the opulent Targa 4S I also drove the Carrera S, Cayman S and Boxster S on the same variety of circuits again, with the smallest and cheapest Boxster S being the most enjoyable of the three thanks to its light weight characteristics allowing you to place it precisely where you desire.  Although I didn’t manage to replicate any Gilles Villeneuve Zandvoort 1979 tyre delamination moments, after intense lapping on the perimeter handling circuit you do have to allow the tyres to cool off to avoid any Gilles moments.

Given that the handling circuit is effectively a large clockwise circle (and so huge pressure on the left side shoulders of the tyres) and how hard these cars were driven, it’s impressive that Michelin’s street tyres can like those on the Cayenne for different reasons handle such a battering.

The reason the tyres excel in their endurance is because the Michelin Pilot Sport Cup+ fitted to all the current 911 models (and BMW M3s plus Porsche GT3/GT3RS/GT2RS) actually has two different compounds across the tyre tread area.  The inside shoulder includes silica which guarantees superior traction on slippery surfaces like in the wet whereas carbon black is used on the outer shoulder to maximise grip in dry conditions.

Got a Ferrari 599 GTB? Then you'll be one of the lucky ones to already have sampled the new Michelin Super Sport

We’d need to test back to back the same cars on different tyre manufacturer’s tyres to give a full and balanced view on the Michelins fitted to the Porsches we tested, but even in isolation you can tell these tyres were more than sufficient enough for hard road use.  The driving (and slip angles) we encountered was of a far higher intensity than one would encounter on the road, so from a performance point of view (we’ll cover long distance another time) you can’t go wrong with fitting these twin-compound Michelin tyres to your road car.  Sometimes in life you get what you pay for and I’d happily put down the extra amount for such technology.  After all, why skimp on the only thing that makes contact with the road?

If you’re interested in trying a similar day to the one we enjoyed, contact Porsche Silverstone and take advantage of one of the most fun experience days out there today.  As for Michelin’s immediate future, they told us they are introducing a new Pilot Super Sport that we will cover in detail when more information is available in the New Year.  If you’re lucky enough to be on the waiting list for a Ferrari 458 or 599 GTB then you will get to sample these new tyres before the rest of us.  Be sure to enjoy them as Gilles would.

Collins held the position as Stig for so many years (seven in total of the nine since the show re-launch) that many casual fans of the show won’t know that he is actually the second incarnation of the masked racing driver.

After battling his way through the junior formulae and even racing sports cars in America, Perry landed a 1992 drive with the highly disorganised Andrea Moda team that proved nothing short of disastrous – the team and Perry failed to ever qualify for a Grand Prix which does Perry’s talents no justice whatsoever. Test stints with Benetton and Williams followed in the seasons after but eventually Perry walked away from F1.

Having raced all manner of cars en route to his short lived Formula 1 career, Perry subsequently carved out a successful and lucrative career racing sports cars including campaigning Audi’s famous R8 at Le Mans in both the nineties and noughties.

Test stints with Benetton and Williams came in the seasons following his disastrous debut with the Andrea Moda team, but eventually Perry walked away from F1.

It was this level of adaptability to be quick in any car put before him that brought Perry to the attention to his old friend Jeremy Clarkson and Top Gear executive producer Andy Wilman who approached Perry for the role of the first Stig. Perry accepted and for the first two re-vamped Top Gear seasons drove celebrities and all types of cars from Renault Clios to Pagani Zondas around the Top Gear test track before leaving because, given the secretive nature of being The Stig, there were no opportunities to develop his career as a corporate speaker or TV presenter.

Many of you will have already read Perry’s book or know the story of The Stig, so we decided in our ten minute chat with one of motorsport’s biggest characters to instead chat about Perry’s views on the recent Collins vs Top Gear saga, his relentless ribbing of friend Mark Blundell and his own life post-Stig.

SM: Firstly, why did you hang up your helmet and stop racing?

PM: I finished racing at the end of 2004 because I suffered a major injury to my left shoulder and so it became impossible to race from then because even though I’ve had operations and treatment, that’s it, goodbye and thank you very much.

SM: There’s been a lot said in the press and on motoring forums about Ben Collins’ decision to out himself as The Stig in order to publish his tell-all book. What do you think about Collins’ decision to out himself?

When Top Gear producer Andy Wilman and presenter Jeremy Clarkson first conceived of The Stig, it was Perry who was chosen as the tame racing driver to bring the character to life.

PM: Contrary to popular opinion, I didn’t out myself so therefore I’ve got to say I don’t agree with how Ben’s gone about this. I can only link this in to my experience of being The Stig where I had a gentleman’s agreement to not talk about it, which I held my end of that bargain. But then because certain things within Top Gear weren’t working for me and weren’t going to work, I decided to leave and we parted ways and that’s when the black Stig was killed.

They brought the white Stig in and I imagine they signed a more binding contract. Now the reason why I didn’t sign anything like that was because it wasn’t working for me, Ben felt it was working for him and that’s why he signed those agreements. But he has then broken that agreement, so … for me personally, that’s not the way I would do it.

Contrary to popular opinion, I didn’t out myself so therefore I’ve got to say I don’t agree with how Ben’s gone about this.

Perry spoke to us about the recent falling out between Ben Collins and the BBC. Contrary to some recent newspaper reports Perry was not fired from Top Gear, but can understand both sides perspective.

SM: What have you been up to since you left Top Gear in 2003?

PM: Most of my time at the minute is spent with after-dinner speeches and sometimes motivational speeches in England, sometimes Europe and stretching as far as China and America. I’ve always enjoyed performing on stage and I used to write comedy sketches before I became a racing driver and the two things join together quite well now. So as long as people are happy to hear me speak I’m happy to do it and as long as they’re laughing at the end of the evening I’m happy continuing to do it!

I’m also having a lot of fun at race circuits now looking after Scott Pye who I brought over from Australia because there were certain things that were going wrong for him out there. I felt he was a superb talent and a really unusual kid who has shown exceptional grit and determination in the face of some very bad situations.

19-year old Scott Pye (left) is currently leading the Dunlop MSA Formula Ford Championship – the young Australian’s career has taken off since Perry brought him to the UK.

I took the risk on bringing him over not because I wanted to be a driver manager, believe me, no way. But I brought him over thinking I’ve got to help this kid and so far out of 20 British Formula Ford Championship races he’s won 11 of them and he’s showing that that he’s somebody who’s got the talent who can reach Formula 1. And me trying to help that is quite fulfilling. It’s bloody hard work! But seeing this kid race wheel to wheel and winning week after week is great fun.

SM: For someone who made his living from danger and being on the edge, how do you now get your driving kicks now you don’t get to test the latest supercars every week?

PM: For me, with driving, there has to be something at the end of it. There has to be a reason to take the car into the twilight zone. So before when I was training to be a Formula 1 driver, sure, I was on the edge and often over the edge trying to get there. When I was driving at Le Mans, I wanted to the 24 hours race so again I was giving everything I had.

SM: You’re pretty prolific on Twitter – how did you get into it?

PM: I was fronting a campaign for a large drinks company who asked me if I would start tweeting – I didn’t know what the bloody thing was but I said “Yep, I’ll do it no problems, I’ll tweet!” And given how much they were paying I said I’ll tweet as much as you like! So the campaign finished and I continued doing it as I like communicating with everyone. I don’t do it every day but it’s a bit of a laugh and it’s a good way of connecting with people to hear what they think about stuff.

Perry is great mates with ex-F1 driver Mark Blundell – as you can see!   If you’ve got a Twitter account then we highly recommend you follow the banter between both men at @Original_Stig and @markblundellF1

Usually I talk about random things like the strange personality of my cat and I spend an awful lot of time having a go at Mark Blundell. And to give him his due, he spends an awful lot of time having a go at me! So between the two of us we entertain a lot of people by having a bit of banter going on.

SM: You’re clearly good mates with Mark Blundell, which other drivers do you keep in touch with?

PM: Well I mean there is a pack of us that are very close. Mark and I as you know are pretty much inseparable, Johnny Herbert and I have lived no more than one mile apart from each other for most of our motor racing careers so we’re very close. Damon Hill’s a very close friend of mine and fortunately I get to see him every two weeks because his son and Scott are team mates in Formula Ford. Martin Brundle … I catch up with Marty quite a bit in London during the year and I’m good friends with David Coulthard. So there is a pack of us that are close and we enjoy each other’s company and just have a lot of fun.

Damon and Perry have been practising this look for decades – nowadays you can find the ‘slightly’ older and wiser versions supporting Damon’s son Josh and Perry’s protege Scott Pye in the Formula Ford Paddock.

The big thing with racing drivers is that when one is talking to the outside world, we all do our best to communicate what it’s like to be in a racing car and in those racing conditions. But unless you’ve actually been in it, something is certainly lost in translation because you can’t instil that wide eyed moment of sheer fear when you’re about to launch into the earth at 200mph! Or when you’ve taken a particularly daunting corner flat out and made it. Drivers know this and so you can talk in shorthand when communicating because you all know what it’s like as you’ve all done the same things.

SM: You have three daughters, is there any likelihood of them getting into motor racing or have you learnt all the lessons to last a lifetime of McCarthys?

PM: As with all kids, any parents who are balanced would say they drive you completely nuts! I’m very flat line when it comes to how I look at the kids. I don’t go around singing their praises unless they deserve it. All three of them have got totally different traits and I totally believe they will be successful in their own right and not one of them will follow the same career path as me or as each other. But they have very strong characteristics in certain things and I think what they have got from their old man is to think that’s anything possible and to never quit.

SM: Your book, “Flat Out, Flat Broke: Formula 1 the Hard Way!” is perhaps one of the most entertaining autobiographies that we’ve read certainly for the insights it provides into the world of motor racing – are you planning to write another book?

PM: I don’t like the first part of that question because you said it’s one of the most entertaining books and it should be the most entertaining book on motor racing! Ha, have I got any plans to write another book? Can’t tell you at the moment, watch this space.

SM: Looking back on the whole ‘Stig’ period, are you glad to have been involved with Top Gear or do you feel that it overshadows your achievements in the highest forms of motorsport?

PM: I’m delighted to have been involved with Top Gear. It was good fun and it’s fantastic that so many people out there have got a real affection for The Stig, it’s created a huge stir not just in the UK but also internationally. So, to have been the first one, the original Stig who kicked it all off … I see that as adding to any achievement that I’ve had in motor racing.

Obviously, within motor racing there are achievements I’m particularly proud of and certain moments will always be with me. But my life as I’ve always said is about having done stuff – and that’s fantastic – but I can guarantee you my life is always about tomorrow and the future. I reflect joyfully sometimes on the past, but I’m still like a bulldozer going forward!

SM: Hopefully you’re a long way away from needing an epitaph, but if you were able to write your own, what would it be?

PM: Well I gave it a bloody good go, ha!

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Photo credits: Perry McCarthy, @Racingdick

To contact Perry about after-dinner and motivational speaking engagements, visit www.perrymccarthy.co.uk

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The answer is quite a lot of people actually, and that’s a shame. See I won’t hide my prejudices here; I’ve never ‘got’ the whole contemporary Mini styling/brand thing. For me it represents the typical new-build-estate 2-car-household whose concept of ‘making it’ means a pointless, insipid marketing role and the ability to watch Big Brother on a 55-inch plasma screen. The Countryman is just a further extension of a more-money-than-sense culture.

I won’t lie, I haven’t read any reviews and don’t really intend to. Even if it’s as agile and well-sorted as an Elise with the off-road nous of a Disco, I’d still want to slap its rotund Prescott face for being so expensive and so prosaically ‘cool’.

It seems Mini and the monster that is BMW can get away with producing the most futile designs in modern car-making. X1, X3 – they have no purpose, they’re just a sub-niche of a sub-niche. Imagine the mockery that Renault, for example, would receive should they want to raise the ride-height of a Clio by 6-inches and then attach 4 acres of plastic to the front and rear bumpers.

I’m in the minority, I know, but will history look back on Mini iterations like the Countryman with any degree of fondness? Will they achieve classical status? I suspect not. They represent a period where we threw money at a fashion item and forgot about practical, graceful design.

Harking back to the golden era of motorsport, the Monaco features Caterham’s brushed aluminium bodywork, with black nose and wheel guards, while the familiar red and white of the Monegasque flag form a motif that runs the length of the car.

The Caterham Monaco set in the idyllic south of France

In the cockpit, the theme is naturally continued, with hand-tailored black leather interior featuring red highlights pairing with the black body trim to capture a colour scheme reminiscent of the roulette wheels found in Casino Square complete the evocative ‘50s feel.

The Monaco is the latest in a series of entry-level Caterham Special Editions which traditionally suffer little or no depreciation – the Beaulieu launched in 2001 now typically sells for more than its original list price.

For just £20,995, the Monaco combines Caterham’s thrilling performance and driving experience with a unique touch of European flare and glamour. However, the first 20 cars to be ordered are available for just £19,995.

The Caterham is well suited to the sweeping roads of La Côte d'azur

Under the skin, the engineering is pure Caterham. The 1.6-litre Ford engine produces a top speed of 112mph and a power-to-weight ratio of 227bhp per tonne.

The 5-speed gearbox propels the lightweight 500kg chassis from 0-60mph in under six seconds and full weather kit means the Roadsport is thoroughly enjoyable in any conditions.

Mark Adams, Vauxhall/Opel’s Vice President of Design, has described the GTC Paris as, ‘bold, pure and iconic’ in its appearance. Vauxhall has hinted that a production version will not stray far from the rakish lines of the concept, and if the GTC moniker were to be adopted, it would be the first time that a Vauxhall has been so named.

Sharp lines define the GTC concept

At 4.46 metres, the GTC Paris offers ample space for five people, yet still maintains a svelte and sporting appearance. Adams’ team has maximised ‘tension’ in the design by limiting the amount of lines in the car’s profile, and leaving the impression that the car’s highlights and surfacing are ‘pressed’ on to the concept’s 21-inch wheels.

Underpinning the GTC Paris is a specially designed chassis with an extra-wide stance. Hinting at the car’s power potential is an electronic limited slip differential and an updated version of Vauxhall’s FlexRide adaptive damping system. The new Astra’s unique compound crank / Watt’s link rear suspension provides excellent packaging and secure, driver-focused dynamics.

Is the GTC concept an improvement on the current Astra Sport?

A four-cylinder, 2.0-litre turbocharged engine, with direct petrol injection and Start/Stop technology is mated to a six-speed manual gearbox, providing drivers with high levels of performance and fuel efficiency.

More details about the GTC Paris Concept will be revealed before the Paris Motor Show.

The MINI Countryman will be available in seven models, two of which will offer ALL4, MINI’s new four wheel drive option.   The Countryman offers more space, more practicality and more versatility than any MINI before and it will also spearhead MINI’s return to the World Rally Championship in 2011.

“Countryman takes the MINI story to a new level in the brand’s 51 year heritage” said Jochen Goller, Director of MINI UK.  “With extra space, ALL4 and four doors we believe the MINI Countryman will appeal to a completely new audience and with prices starting at £16,000 with a very high standard specification, I think we are on to a winner.  The fact that Countryman is already sold out for this year indicates that MINI showrooms are going to be popular this autumn.”

Are you a fan of the latest MINI?

SkiddMark readers will likely be most interested in the 181bhp Cooper S, priced at £20,810 OTR and capable of hitting 0-62mph from standstill in a modest 7.6 seconds.  With the Countryman also entering WRC next year and other MINI models planned thereafter, it looks to be a busy year ahead for the BMW group brand.

As for the Countryman itself though, what do we think?  Can we still call it a MINI despite its longer proportions?

The Shinari showcases several new design elements that will carry forward into production, and represents the first initiative by Mazda Design to express ‘KODO – Soul of Motion’.

Let’s hope as many design elements in the initial concept are carried through to production.

Attributes that include wind in the hair motoring, the joy of driving, outstanding handling, affordability and unadulterated fun, have encouraged 100,000 British motorists to buy a Mazda MX-5 over the last two decades.

Despite the climate the Mazda MX-5 has proven to be the UK’s most popular sportscar, with British motorists accounting for over 10 percent of global sales and 40 percent of European sales since the MX-5’s introduction in 1990.

What is your favourite Mazda MX-5?

While the MX-5 enjoyed success in the UK it was also well received across the globe.  It entered in the Guinness Book of World Records in 2000 as the best-selling two-seater sportscar in history and racked up over 178 awards with more than 880,000 sales across two decades.

“The legendary Mazda MX-5 is the car most people associate with Mazda,” said Mark Cameron, sales director, Mazda UK.  “It is a car that people not only aspire to, but can afford to run and enjoy driving on a daily basis.  This iconic sportscar’s handling has been voted as the best by motoring magazines.  It is a fun car that makes each journey an enjoyable experience – a car that encompasses Mazda’s soul.”