Designed together with Toray Industries Inc, the AR.1 is the result of a commission from Toray for Gordon Murray Design to design, tool and build a fully functioning prototype vehicle which utilises many of Toray’s advanced automotive materials.

The 2-seater sports car is designed to use the Toray carbon fibre component system with a process time of less than 10 minutes. A carbon monocoque, one of the key technologies of Teewave, can be applied to any type of vehicle and not just 2-seater sports cars.

The entire programme from concept discussions to running vehicle took just 9 months and uses the powertrain from an existing commercial electric vehicle (thought to be Mitsubishi’s i-MiEV), whilst the unique electrical architecture and control units used in the AR.1 were developed from scratch by Gordon Murray Design.

As you would expect of Murray, a great deal of attention has been given to achieving low weight, with a low centre of gravity and suspension geometry providing an excellent ride and handling balance. The AR.1 weighs just 850kg (including the 240kg battery) putting the car firmly in Lotus Elise territory and some 400kg lighter than a Tesla.

Ultimate performance is limited by an output figure of 63bhp (47kw) but a torque of 133lb-ft (180 Nm) available from a standstill is said to provide lively acceleration.

Murray said, “It has been a pleasure to work with Toray Industries’ team on this challenging project. The resultant vehicle weight of just 850Kg achieved using Toray’s carbon fibre once again proves that performance through light weight is the most efficient and environmentally friendly way to achieve power to weight targets.”

All the performance targets for the project were met by the team, but they’re unlikely to generate much praise at the moment whilst such a modest powerplant is used. Let’s hope it eventually receives the kind of power to embarrass a Tesla in more than just its performance on the scales.

Firstly, the C-X16 Concept is compact, rear-wheel drive, two-seater, underpinned by immensely strong aluminium architecture with perfect 50:50 weight distribution.

The aluminium bodywork is wrapped as closely to these mechanicals as possible and by stretching the main feature lines back from the focal point formed by the grille and pushing the wheels as far into the corners as possible, the car has a taut, poised‐for‐action stance that is unmistakeably Jaguar.

The front‐mounted supercharged V6 engine develops 375 bhp (280kW) and 332lb ft (450Nm) of torque from a capacity of 3.0‐litres. A modular development of the award‐winning Jaguar AJ‐V8, the all‐new powerplant points the way towards the next generation of highly efficient, petrol‐fuelled engines.

Already boasting a high specific power output of 126 PS-per-litre, the performance of the C-X16 is further supplemented by a Formula 1-inspired KERS hybrid boost system with a steering-wheel mounted ‘Push to Pass’ button which boosts output by 70 kW and 235 Nm. That’s a full 685 Nm of torque, which amounts to 56% more than the New 911 Carrera S.

The batteries allow the motor to provide this additional 94 bhp (70 kW) and 173 lb ft (235 Nm) for up to 10 seconds, at the press of a button.

Because of the lag‐free nature of an electric motor, this power is instantaneously available. The battery is constantly and automatically recharged, with the entire system overseen by a Hybrid Vehicle Supervisory Controller.

Top speed, as you can imagine, is more than adequate which Jaguar quote as 186 mph, with 0-62 mph in 4.4 seconds and 50-75 mph acceleration in 2.1 seconds. If all that wasn’t impressive enough, the C-X16 emits just 165 g/km of CO2.

The purpose of this hybrid‐performance system is threefold: to supplement the V6 engine’s already prodigious power through an on‐demand ‘Push to Pass’ system; to reduce fuel consumption; and to allow the C‐X16 to perform as a zero tailpipe‐emissions electric vehicle at speeds of up to 50mph on low throttle openings.

The C‐X16 extends Jaguar’s recently-introduced stop/start functionality by linking it to a transmission‐integrated motor generator mounted as one unit with the eight-speed gearbox gearbox. This draws power from a 1.6kWh lithium‐ion battery pack mounted behind the seats for perfect weight distribution and is charged through a brake energy regeneration system.

As expected, the C-X16 is compact (approximately 5cm shorter than a 911), measuring 4,445 mm in length, 2,048 mm in width and 1,297 mm in height and has a wheelbase measuring 2,622 mm. In terms of overall length, the C-X16 is the smallest Jaguar created since 1954 and the XK120.

Ian Callum, Director of Design, Jaguar Cars: “Jaguars have always been dramatically different. With the C-X16 we have moved the current award-winning design language on to the next generation, creating a car that is the very essence of future Jaguar performance.”

The C-X16 will be presented at the Jaguar Land Rover press conference at the Frankfurt Motor Show on Tuesday September 13, so if you’re planning on being there, make sure you check it out.

Gallery

I received a heads-up early last week when Steve Hindle, ex-Motorsport Manager for Westfield Sportscars, contacted me and mentioned Lola and Caterham were definitely getting together soon to produce something along the lines of Westfield’s XTR.

But unlike the XTR, this is a foray for Caterham into mainstream sports prototype racing, the SP/300.R is not a road car and at this stage Caterham have not confirmed a road going version as Radical have done with their cars.

Caterham describe the SP/300.R as follows..

As with all Caterhams, the SP/300.R has first and foremost been developed as a true driver’s car. It doesn’t matter how fast a car is, if it isn’t
rewarding to drive it will never be truly thrilling. However, the SP/300.R fuses all of Caterham’s core brand values such as durability, ease of use, practicality for racing and low maintenance costs with Lola’s technologically advanced approach to research and development.

Working alongside Lola Cars, Caterham have delivered a lightweight, minimalist product that amplifies Colin Chapman’s Seven philosophy, yet conveys everything Caterham and Lola stand for today.

The Circuit de Spa-Francorchamps, Belgium. Home to the notorious Eau Rouge. The distracting wall of asphalt towers steeply above you, looming ever larger as you race towards it. It dominates your peripheral vision, filling the entire sky. You remain completely focused on the apex though; any slight hesitation will be punished along the eternity of the Kemmel straight.

You sweep left then right with millimetre precision, going faster than you believed possible. The aerodynamics pin the car to the surface as the supercharger begins to impose it’s will on the laws of physics. Your inexorable acceleration towards 290kph continues unabated. The next corner begins to come into view. This is SP/300.R

Only 25 SP/300.Rs will be manufactured each year, allowing Caterham to focus on enhancing the build quality of every vehicle and maximising its renowned one-to-one customer service.

The car will provide the ‘top end’ natural progression for Caterham’s already successful domestic and international racing ‘ladder’. It will also provide the blossoming premium trackday community – both home and abroad – with a potent new model.

“Motorsport is not only part of the history of Caterham, it’s been the lifeblood running through the character of our vehicles – race cars for the road,” explains Ansar Ali, managing director of Caterham Cars. “Today, racing is not only the heartbeat of the business, it’s an intrinsic part of our fabric both here and abroad and the SP/300.R represents the next logical step in the development of our product offering.”

Caterham is in the final stages of development of the powertrain and handling characteristics of the car, in readiness for a one-make championship to start in 2012, while the feasibility of a road-legal version of the car is also being considered.

The Caterham-Lola SP/300.R is priced at £60,000, excluding local taxes.

At a glance

At the heart of the SP/300.R is an extensive technical specification which unlike many racing cars includes a very comprehensive list of standard equipment with no hidden costs or expensive extras required.

The engine used is a supercharged 4-cylinder 2.0-litre Ford Duractec producing 301 bhp @ 7500 rpm with a push-to-pass peak power of 331 bhp @ 7800 rpm. Unladed weight is just 545 kg enabling the SP/300.R to sprint from 0-60 mph in 2.8 seconds (which is a strange measurement to quote for a race car) and maximum speed of 181 mph.

We’ll have some futher analysis during the next few days, in the meantime the full technical spec is contained below – just click the button to reveal.

[reveal title="Technical Specification - SP/300.R " ]

Engine:	Supercharged Ford Duratec 2.0L
Power:	305PS @ 7500rpm
Push-to-Pass Power:	335PS @ 7800rpm
Max Torque:	290Nm @ 7500rpm
Top Speed:	181 mph
0-60:	2.8s (claimed)
Wheelbase:	2600mm
Overall Length:	4200mm
Overall Width:	1700mm
Height:	1015mm
Downforce:	450kg @ 250kph
Weight:	545kg

Powertrain

• Caterham supercharged Ford Duratec 1999cc
• Rotrex supercharger with charge air cooling
• Aero optimised induction
• Uprated conrods, pistons and bearings
• Dry sump oil system
• High efficiency ducted cooling system (40oC ambient)
• Aero optimised high level ducted quiet exhaust
• Hewland FTR six speed sequential gearbox
• Shiftec paddle shift system
• Dual plate sintered clutch
• Limited slip differential

Suspension

• Adjustable pushrod activiated coil-over spring-dampers
• Adjustable anti-roll bars front and rear
• Lola Formula 3 gearbox mounted suspension

Chassis and Body

• Lola-developed aluminium honeycomb monocoque chassis
• Seven-piece lightweight polyurethane body system
• Lola-developed aero package, including:

– Adjustable carbon rear wing

– Composite front splitter

– Composite rear diffuser

– Aero optimised dive planes

– Three stage downforce configuration

• Quick lifting onboard air jack system
• Left or right hand drive
• Schroth six point harnesses
• MSA specification twin roll over protection hoops
• MSA specification front crash structure
• FIA approved fuel cell with external filling point

Braking System

• AP Racing braking system
• AP Racing adjustable pedal box

Wheels and Tyres

• ATS centre-lock Formula 3 wheels 9×13 and 10.5×13
• Cooper Formula 3 size bespoke slick tyres

Electronics

• Front low/high beam lights with permanent LED running lights
• Rear LED running lights with integrated brake lights
• High-intensity rain light
• Pectel engine and gearbox management system with integrated data logging
• Momo steering wheel with integral driver display system

[/reveal]

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Just like Lotus they have a loyal and fanatical customer base whom the company depends on for their current success, but the relationship has sometimes been a fragile one – some of the core enthusiasts have been around longer than the current management team and take it upon themselves to regularly remind them of their responsibilities to the marque.

It can’t be a terribly profitable relationship either – more than any other car maker Caterham’s costs and profit margins are out there for everybody to see. They still provide the option for customers to build their cars from kits (although they’re far from being kit cars) and most owners are pretty handy with a spanner and familiar with the costs of each component. There’s little room therefore to raise prices out of line with base raw material costs and it’s a credit to Caterham that they’ve managed to survive thus far under such constraints. Most companies are able to factor in various items of goodwill into their pricing policies.

But as we turn towards 2011, it’s time for Caterham to shape a New Era for their model range… Erm, hang on Lotus have already nabbed that terminology. But Caterham aren’t the sort of company that resorts to marketing spin, so we understand they are announcing a new car at January’s Autosport International Show under the internal project name ‘Project Familyman’.

But what is ‘Project Familyman’ I hear you ask? Well, it seems to be none other than a 4-seater sports car for the kind of Caterham owner who needs a little more space and practicality, I can’t even begin to imagine what that would look like when translated into Caterham’s design language so we’d best just wait a few weeks until we see it for ourselves on January 13th.

It’s the first completely new model since the ill-fated Caterham 21, which was essentially the same car as a Caterham 7, sharing most major parts and was launched at a time when the Lotus Elise had stolen everyone’s affections. It was too little, too late and insufficiently different from the iconic Caterham 7. Fewer than 50 cars were ever made and in the 15 years since, Caterham has shown little ambition to repeat the experience. But that was then and this is now.

If you’d like to be one of the first to hear the news when its revealed then pop on over to Caterham’s microsite – http://countdown.caterham.co.uk/ – and register your details. It’s bound to be worth the wait.

The 1 Series M Coupé was in Paris yesterday, prior to its unveiling, and for the first time we can really see what Dr Segler was referring to with that paint colour (rumoured to be called Valencia Orange Metallic, according to bmwblog.com). With such a stunning paint colour, its 340+ bhp straight six turbocharged engine and agile handling, this is already one of the most eagerly anticipated M-cars of the past decade.

We’ll tweet further news on @DriversRepublic when we receive it.

Surely every one of us is wondering why the M3′s 420 bhp V8 power plant wasn’t the automatic choice?

Making its world debut at the 2010 North American International Auto Show (NAIAS) in Detroit, the Z4 sDrive35is begins production in Spring 2010.

Power has been increased to 335 PS, 35PS more than the sDrive35i and torque has risen to 332 lb-ft from 1,500 rpm to 4,500 rpm. The upgraded engine management system of the BMW Z4 sDrive35is includes an electronically-controlled over-boost function to briefly increase torque under full load by another 37 lb-ft. This temporary torque peak of 369 lb-ft gives the car a significant increase in acceleration, enabling the BMW Z4 sDrive35is to complete the sprint from a standstill to 60 mph in just 4.7 seconds. Top speed is limited electronically to 155 mph.

Fuel consumption and emissions are expected to match that of the sDrive35i, when fitted with the Double-Clutch Transmission (DCT).

The exhaust system of the BMW Z4 sDrive35is has been tuned specifically to enhance its sporty feel. Acoustic engineering gives the car a very unique sound pattern across the speed range, which is the result of special baffles and a unique set of silencers. The sound is said to be characterised by a deep rumble with a focus on the low frequency sound range.

The Electric Power Steering (EPS) on the BMW Z4 sDrive35is has been reprogrammed to improve steering feedback and turn-in precision, however the real news is that BMW’s 7-speed Double-Clutch Transmission (DCT) has been fitted for the first time to a model outside of the M3 range.

Using a dual-mass flywheel the DCT can shift gears without the slightest interruption of power to the rear tyres, and offers a choice of automatic or manual gear selection. The DCT system in the sDrive35is features a launch control function for use when accelerating from a standstill, and is operated by an electronic gear selector on the centre console or gearshift paddles on the steering wheel (although using the up-down format of conventional BMWs rather then the Left-Right system of the M3).

The BMW Z4 sDrive35is includes the new M Sport upgrades such as M Aerodynamics and adaptive M Suspension. The adaptive M Suspension combines a ride-height reduction of 10 millimetres with electronically controlled shock absorbers (Dynamic Damping Control) to improve the roadster’s agility without compromising ride comfort. The M Sport upgrades package has been designed to emphasise the Z4’s athletic character through aerodynamically optimised exterior features and customized interior components.

The BMW Z4 sDrive35is is available with a choice of six paintwork colours. In addition to Alpine White and the metallic colours Titanium Silver, Black Sapphire, Space Grey, and Deep Sea Blue, the Z4 Roadster is now available for the first time in Melbourne Red metallic. Regardless of the colour chosen, the exterior mirror caps on the BMW Z4 sDrive35is are always Oxide Silver.

Inside the BMW Z4 sDrive35is features a new thick-rimmed M leather steering wheel with gearshift paddles, an M driver’s footrest, sport seats and grey-faced instrument dials featuring the “sDrive35is” model designation. Further interior enhancements include M door sill strips, floor mats with coloured piping and the “sDrive35is” model designation, as well as an M interior trim in Aluminium Carbon.

Whether BMW will ever fit its M Power V8 engine to the Z4 remains a mute point, with M Division’s focus now on forced induction powerplants (the next M5 is said to use a high-revving twin-turbo V8), then perhaps this Z4 sDrive35is represents the shape of things to come.

Let us know what you think.

Victor R. Muller, CEO of Spyker Cars stated: “In these challenging times, a small manufacturer like Spyker has to find ways to reduce costs as well as improve its efficiency. By relocating vehicle assembly to CPP (Manufacturing), which was Spyker’s very first contracting partner at the inception of our company in 2000 and has been one of our most trusted partners ever since, we secure the future of our business”.

“With approximately half of our vehicles’ parts and components sourced in the UK, and virtually all key suppliers being located there, moving closer to our suppliers and engineering partners will result in substantial savings and tangible efficiency improvements”.

Of the 135 people employed by Spyker in the Netherlands, approximately 45 jobs will be directly affected. Engineering, Corporate staff functions,
Sales, After-Sales, Marketing and “Spyker Squadron”, the company’s Works’ GT race team, will remain in Zeewolde, however Management will continue its efforts to reduce costs and maintain survival of the company as markets emerge from this recent recession.

Good news for UK suppliers, but troubling times for Spyker and its staff. Let’s hope we see many more unique models emerging from the factory in Coventry and that the Dutch sports car maker thrives at its new production home.

Showing the FT-86 Concept being photographed in the studio we get a much better impression of the design and detailing of Toyota’s forthcoming sportscar.

Let’s hope the majority of it’s design reaches the final production model and that it drives as well as it looks.

The white Peugeot RCZ Coupé will surely be one of the star attractions of the show representing the first of a new generation of Peugeot cars.

Available with a 200 bhp turbocharged petrol engine, it is claimed to cover 0 to 62 mph in 7.6 seconds with the 50 to 75 mph increment in fifth gear dispatched in 6.5 seconds.

The car on show will be equipped with black 19” alloy wheels, a carbon fibre roof, full leather interior and will be priced at £22,200 when it goes on sale in the UK from April 2010.

Tickets for next month’s MPH Show can be purchased from the official website.

The Tesla Roadster is something completely new. Like any car-mad individual, much of my life is defied by car-experiences: the first time I drove an F40, the first time I rode in a McLaren F1, the first time I spun an F1 car. Each of them is an indelible high, and predictably so, given how lucky I was to be given the chance to occupy each seat. If you’d told me that a two hour drive from central London to Chobham –and back- in an electric car would rank alongside those listed above, I’d have given you short shrift. But the Tesla is astonishing.

There is no point in making profound statements about it being ‘the future’ or predicting that the internal combustion engine is living on borrowed time. I don’t have any answers to those or any similar questions because I don’t have a very big brain, but what I can tell you, and what really matters to you and me, is that I had an absolute riot in the Tesla. It goaded me into behaving like a complete arse, which on reflection is a much more significant observation than any number of statistics that explain the car’s actual performance. This is the first all-electric vehicle I have ever driven (even the buggies at the golf club have a little motor in them), and I had to restrain myself. Suddenly, the future of motoring –if indeed this is the future- doesn’t seem so bleak.

Tesla claims that the Roadster will hit 60mph in 3.9sec. It feels faster than that. The first time you push the throttle pedal half way towards the floor, you laugh at the absurdity of such urge from something that doesn’t have any con-rods. I have always assumed that noise makes an invaluable contribution to the perception of speed (a loud exhaust always makes you feel like you’re going faster) but the Tesla loops this theory back on itself. In being so quiet, it concentrates the mind on the shove. This is straight-line performance of the purest kind: acceleration distilled down to one, sumptuous push in the lower back with no gearchanges to interrupt the flow. It is utterly compelling and addictive. The traffic light grand prix will never be the same again –with 450kg of batteries sitting over the rear wheels the Tesla has the tractive quality of chewing gum on long hair, and it just flies from a standstill. The life of the motorcycle courier will never be the same again: the Tesla nails them every time. Its silence is masterful too. I love the sound of a decent exhaust or induction system as much as the next man, but very quickly found myself enjoying the serenity of the Tesla experience.

It is a long way from perfect this car. It is too expensive, it takes too long to charge and if you do fail to resist the urge to behave like a knob (as I most certainly did) then the range falls to well below 200 miles. And even with a full carbon body, it weighs 1200kg, which is too much for something based on an Elise tub. But as a marker –as a letter of intent on behalf of the electric motor and its intentions for involvement in the future of personal transportation, it is quite the most exciting car I’ll drive all year; perhaps ever. Watch the (silent) movie on DR TV.