Although he has been the lead commentator for Eurosport’s coverage of MotoGP for the past 15 years, Moody is first and foremost a ‘car nut’ and has followed the BTCC for more than two decades. He is also a keen competitor in hill climbing and until recently held a class record on the daunting, world-famous Shelsley Walsh course.

The 39-year-old from Worcester said: “I’ve got big boots to fill – Ben was a class act – but when the opportunity came up I had to go for it. The chance to commentate on a major sport with the BTCC’s following and for ITV Sport was too good to miss and I’m over the moon to have been offered the job.

“I loved watching the Ford RS500s in the late Eighties and one of my first work experiences was actually with Prodrive when they ran the factory BMW M3s in the BTCC in 1990. I also had an involvement with the Nissan team in 1993. My father, though, was the commentator at Shelsley and I fancied a go – the next thing I’d been handed the microphone and had never been so nervous in my life!

“Then along came the bike work for Eurosport in 1996 – I’ve loved every minute of it and I’ll still fit in every MotoGP round that doesn’t clash with the BTCC this year. It’s going to be a hectic but very enjoyable schedule…

“The BTCC really fascinates me. The action for the public is out of this world, plus the drivers are not wrapped up in cotton wool – they are free to speak their mind and that leads to some really interesting characters, incidents and storylines. It makes the BTCC an addictive soap opera for viewers and it’s going to be a real honour conveying what is happening to the huge numbers of people tuning in.”

Tony Pastor, Head of Production for ITV Sport, commented: “We were really sorry to see Ben Edwards leave our team but in Toby we feel we have a terrific replacement. The BTCC is a fabulous competition and we’re delighted to be its broadcast partner. We believe that Toby has the passion and knowledge to take the viewers inside the sport and at the same time give them a real sense of just how exciting these races are. We’re delighted to welcome him on board and I expect him to become a great asset to our sports commentating team.”

And added Harvey: “I’m also delighted to be working with Toby. He’s a motor racing fan through and through and will bring enthusiasm, professionalism and humour to the commentary box.”

“We have made a decision” said Honda CEO, Takanobu Ito “to enter into the WTCC with the European Civic. We will develop a totally new engine for this project and we are all excited about starting this new challenge.”

For this project, Honda has formed a joint partnership with Mugen and J.A.S. Motorsport. Honda R&D is developing a bespoke racing engine, while Mugen will manufacture and maintain it. J.A.S. Motorsport will develop the race car, using the new Honda Civic 5 door produced in Honda’s manufacturing plant located in Swindon (UK).

The racing engine will be a 1.6 litre 4 cylinder direct injection turbo-charged petrol engine, developed in accordance with FIA’s Super 2000 regulations and different to the BTCC’s NGTC (Next Generation Touring Car) specification which Honda’s BTCC team have adopted for 2012.

Honda’s ambition is to join the WTCC as early as this season, with a string of “inaugural rounds”. Discussions are currently being held with the FIA, but these rounds would include Japan (held on 21 October 2012 at Honda’s Suzuka circuit), followed by China and Macau. Honda will then enter a two car team, managed by J.A.S. Motorsport, into every race in the 2013 championship season.

This activity is being run independently to the Honda Racing British Touring Car Championship winning team. Three-times BTCC Champion, Matt Neal and Gordon ‘Flash’ Shedden will be behind the wheel of the race-prepared Team Dynamics version of the new Civic and lining up on the grid at Brands Hatch on 1 April for the first race of the 2012 season.

Racing has always been a fundamental element of Honda’s DNA. In the late 1950s Honda first entered the Isle of man T.T and then Formula 1 in the 1960s. The FIA WTCC is the next chapter in Honda’s on-going commitment to world motor sport and provides a perfect platform to demonstrate its racing spirit to Honda’s numerous fans around the world.

This years event will be held in Dusseldorf on 27/28 November and joining the ranks of the world class starter field is 2009 Supercup champion Jeroen Bleekemolen. The 29-year-old driver from the Netherlands won the GTC class of the American Le Mans Series this season at the wheel of a 911 GT3 Cup and knows the Cup-911 from many years of racing. In 2008 and 2009 he won the Porsche Mobil1 Supercup and in 2008 he clinched victory in the LMP2 class at the Le Mans 24 Hours with a Porsche RS Spyder.

In Dusseldorf, Bleekemolen is up against the likes of Formula 1 pilots Michael Schumacher and Sebastian Vettel as well as World Rally Champion Sébastien Loeb and ex-World Touring Car Champion Andy Priaulx. “I’m proud to be part of the Race of Champions for the first time,” says Bleekemolen. “Obviously, I’m hoping to contest as many heats as possible with the Porsche 911 GT3 Cup – not one of the participating drivers knows the car like I do.”

The Porsche 911 GT3 Cup, based on the road-legal 911 GT3 RS sports car, is powered by a 3.8-litre, six-cylinder boxer engine delivering 444 bhp. The spectacular sounding race exhaust system features a fully controlled catalytic converter. The rear-engine concept and the wide track give the racing-911 excellent traction and razor-sharp handling. Pilots operate the sequential six-speed gearbox manually whilst power from the high-revving engine (max. 8,500 rpm) is distributed to the wide rear wheels via a mechanical differential.

“I’m very pleased that the racing elite from all over the globe will be seen driving the world’s most produced race car, the Porsche 911 GT3 Cup,” said Hartmut Kristen, Head of Motorsport at Porsche. “I’m sure that fans and drivers alike will gain just as much pleasure from the spectacular sound and the superb handling of this vehicle.”

This marks the return of the Race of Champions to Germany since 1989. The event will be broadcast by the German national TV, ZDF, with many international broadcasters transmitting the live feed.

But wait, Lancia ceased production of the Stratos in 1974 after only 492 cars were made and despite various concepts displayed at motor shows since, there is no ‘New’ Stratos.

At this point any normal enthusiast would smile wistfully and dream of what could have been – but Michael Stoschek, chairman of the global automotive supplier Brose, is no ordinary enthusiast. Instead he decided to commission Pininfarina to design and build a one-off Stratos using the most modern technology and the 4.3-litre V8 engine provided by Ferrari’s F430 Scuderia.

When seeking to create an agile mid-engine sports car, there are few better examples than Ferrari's 430 Scuderia.

Now put yourself back in Stoschek’s shoes, two years after the project began you’re at the Pininfarina factory ready to collect your very own Stratos. It’s a dream come true.

Just in case you’re thinking, yeah some rich guy builds himself a supercar – so what? Perhaps it’s best to hand the story over to Michael Stoschek to tell in his own words:

“When we first presented the New Stratos on our website, I had absolutely no concept of the enormous interest the project would be met with. As you know, as a collector of historic rally cars and driver of a Lancia Stratos Gr. 4, the building of the New Stratos is the realisation of my long-held dream. It was also my ambition from the outset to allow other Stratos enthusiasts to share in the project’s progress.

Your continued interest in the development of this project will bring me even greater satisfaction. I would like to thank you on behalf of the entire team for your attention and involvement.”

On Monday this week Michael travelled to Turin for the handover at Pininfarina, again we’ll let him describe the moment, “Turin. Monday, November 8th, 2010. Draped in black cloth, the New Stratos stands waiting in a Pininfarina production hall for its new owner. Work on the details – painting, polishing, etc. – has been underway up until the final hour. Now, at handover time, the automobile is near perfect.

A big kudos is due to the Pininfarina team, which after two years of hard work delivered a perfect car. Only upon reviewing the comprehensive photo documentation, can the amount of work that’s gone into the construction of this one-off vehicle be truly appreciated. Right down to the very last detail the finish is exceptional for an one-off car.

What a wonderful feeling it must have been for Michael to collect his own sports car from the Pininfarina factory.

Engineers and technicians take the New Stratos for a few further short test drives around the Italian design company to make absolutely sure everything is in perfect working order. Adjustments are made once more; final details optimized. Then, at last, the glasses are raised, words of thanks exchanged, and the obligatory handover celebration goes on late into the night.

After all, there are only a few more weeks to go until the New Stratos’ presentation to the international press at the Paul Ricard Circuit… Two weeks – to be exact.”

What an amazing story, we’re full of admiration for Michael Stoschek’s vision and ambition. Earlier in the project he mentioned that he may consider a limited production run of the New Stratos depending on demand and we’d be very surprised if that’s not exactly what happens.

Note: We’ve shown you just a few quotes and images from the project, but there’s plenty more to see over at New Stratos website. You’ll notice that 11 chapters have been completed with 4 more to go, so clearly this is a journey that is far from over.

Source: pictures provided by Michael Stoschek at www.new-stratos.com

If you remember, Michael Stoschek is a collector and driver of historic racing cars as well as a successful automotive entrepreneur for whom the development and construction of a modern version of the Stratos represents the fulfilment of a long-held dream. Stoschek is chairman of the Brose Group of companies, the fifth-largest family-owned company among global automotive suppliers, so whilst New Stratos might seem a ambitious project for an individual enthusiast to undertake, Michael Stoschek is the kind of enthusiast with the means to do so.

Development of the car has been ongoing at Pininfarina in Turin, Italy since autumn 2008, and is nearing completion as it goes through final development testing.

WTTC and former Formula-1-Pilot Tiago Monteiro fine-tuning the chassis of the New Stratos at Balooco test track, Italy.

On September 13th, the final wind tunnel test was held at Pininfarina in Turin. The aerodynamic data already gleaned from the 1:1 model of the New Stratos, together with all the subjective driving impressions from the various test tracks, was compiled and applied to the optimization of the lift and downforce values.

The values optimised via the wind tunnel test will be applied to the calibration of the dampers and springs prior for the next test runs. In the coming days, the team of test drivers will review to what extent these modifications can further perfect the already excellent handling characteristics of the New Stratos on Balocco’s test and handling circuit.

Final Wind Tunnel Test, Pininfarina, Turin. from New Stratos on Vimeo.

The Brose-sponsored, Portuguese WTCC pilot and former Formula 1 driver, Tiago Monteiro, contributed significantly to the chassis development together with the engineers from ZF Sachs when the engineers visited the Balocco test track.

Living up to its billing as the UK’s most exciting domestic race series, no fewer than nine drivers have shared the top step of the podium in the opening 15 races, including driving aces Jason Plato, Matt Neal, Gordon Shedden and Tom Chilton. With the championship standings closer than ever, the BTCC weekend at Silverstone promises to provide plenty of bumper-to-bumper battles.

Coinciding with the on-track action, a spectacular host of aircraft, aerobatic stunts and air displays will be taking to the skies as part of this year’s Silverstone Air show. Flying above the circuit over the weekend will be displays from The Red Arrows, a Vulcan bomber, Spitfire and a Lancaster WWII bomber. Spectators will also see displays from the Breitling wingwalkers and Aerostars.

The wingwalkers perform acrobatic sequences while strapped to the top wings of their beautiful aeroplanes.

For the second time in 2010 we’ve teamed up with Silverstone, this time to offer two lucky winners a pair of weekend tickets to watch all of the BTCC and Silverstone Air action at the Home of British Motor Racing.

(The competition closes on Sunday 15th August at 11:59pm and we wish you the very best of luck)

For your chance to win simply answer the following question:

The road-going M3 GTS features a bespoke 4.4-litre V8 engine producing 444-bhp, lightweight sports exhaust with titanium silencers and a reprogrammed 7-speed M dual-clutch Drivelogic transmission. It weighs some 70 kg less than the standard M3, thanks to plexi-glass polycarbonate rear windows and an the use of lightweight materials throughout.

The BMW M3 GTS equipment includes purebred racing bucket seats, carbon fibre interior trim, and an Alcantara M steering wheel. Also the door and side panelling in the rear are trimmed in Alcantara. The GTS is also fitted ex-works with a rollover bar bolted behind the B pillar, facilities for six point seatbelts, and an extension option for the rollover cage. Three point automatic seatbelts are installed for use in road traffic, whilst separate six-point seatbelts are in place for driver and front passenger together with a fire extinguisher.

SkiddPlayer

BMW M3 GTS. THE ESSENCE OF M.

+ Click to watch the video

Designed as a ‘club sport’ version of the M3, the GTS is an M3 race car for people who enjoy track driving and hobby racing. Fewer than 150 cars will be built in a single production run starting soon and at a price of more than £110,000 it will be a rare collector’s piece.

With a further 2 years yet to run of the current model M3, BMW are hinting that a special-edition version of the GTS may yet be forthcoming, this time produced in greater numbers, with a lower price tag and a few more creature comforts added back in. Of course it would use the GTS’ new 4.4-litre V8 engine since it would be a shame to limit such an awesome powerplant to a mere handful of cars.

The performance figures, if not in the same league as the GT2 RS are still impressive making the GTS comfortably the quickest model in BMW’s current range. Accelerating in just 4.4 seconds from zero to 62.5 mph, reaching the 1000-meter mark from a standstill in 22.5 seconds, on its way to a top speed is 191 mph. No mention is made of the usual BMW speed limiter, so let’s also take the opportunity of recognising the M3 GTS as the fastest production car BMW have yet produced.

Okay, this is perhaps a slightly hollow victory given that the M6 can exceed this figure if derestricted, but nonetheless it’s worth noting.

“The BMW M3 is an icon and internationally synonymous with the highest level of dynamics,” explains Dr. Kay Segler, CEO of the BMW M GmbH. “Our aim was to develop a model variant that would prove its outstanding potential both on the road and at club sport racing events. The BMW M3 GTS is pure M feeling, embodying the brand values in a highly concentrated form.”

For two decades the BMW 3-series has represented the epitome of successes in motorsport. The number of touring car racing victories and titles is unsurpassed by any other rival, and now with the M3 GT2 causing something of a sensation in endurance racing, BMW believe it is time to reflect this success back in their road car range.

More displacement, more power, more torque

The power required for high performance in motor sports is delivered by an 8-cylinder engine featuring a high-revving concept. With its unparalleled pulling force, which is constantly available over a very wide engine speed range, the V8 engine developed exclusively for the BMW M3 by BMW M GmbH features refined performance characteristics that are closely oriented towards the requirements of motor sports. A version of this power unit with further increased displacement, power output and maximum torque was exclusively conceived for the BMW M3 GTS.

The increase in displacement from 3,999 to 4,361 cc is achieved by a cylinder stroke that has been extended from 75,2 to 82 mm. In the enlarged combustion chamber, a maximum power output of 331 kW/444 bhp (BMW M3: 309 kW/414 bhp) is delivered at 8,300 rpm. Maximum torque has been increased by 40 Nm to 440 Nm and is available at an engine speed of 3,750 rpm.

Characteristic constructional features derived from motor sports, which include the crankcase designed as a bedplate construction and made of a special aluminium-silicon alloy, individual throttles, knock sensors featuring ionic-current technology and a dynamically optimised wet-sump oil supply have been adopted from the original power unit. The lightweight sports exhaust system developed for the BMW M3 GTS with model-specific primary catalytic converters and titanium rear silencers ensure optimum exhaust flow.

Transmission of power is effected by means of the M Dual Clutch Drivelogic gearbox developed for the BMW M3. This 7-speed transmission operates according to a principle also developed for motor sports and permits gear shifting without interruption of traction for extremely dynamic acceleration. Its gear shift characteristics have been exclusively tuned to the modified engine featured by the BMW M3 GTS.

Watch the M3 GTS being put through its paces by a professional test driver. Click to view on SkiddPlayer.

High-performance suspension with adjustable racetrack set-up

The car’s suspension technology also derived from motor racing is based on the front and rear axle construction featured by the BMW M3 Coupe. Contrary to that, the BMW M3 GTS features a rigid rear-axle support as well as a coilover suspension, the dampers of which are independently variable in the traction and compression travel. Moreover, camber on the front and rear axles and vehicle height are variable for motor racing purposes. The car is lowered by 16 mm at the front and 12 mm at the rear.

The high-performance brake system featured on the BMW M3 GTS has been designed as a fixed-calliper construction and comprises six pistons on each of the front wheels and four pistons on each rear wheel. Compared to the BMW M3, the brake discs are 18 mm larger in diameter at the front and 30 mm larger in diameter at the rear. Furthermore, steel-armoured hoses are used.

Specific tuning of the stability control function DSC (Dynamic Stability Control), including ABS and the M Dynamic Mode (MDM), make allowances for the increased dynamic potential of the BMW M3 GTS. Optimum transfer not only of acceleration torque but also of the brake torque is also guaranteed by mixed tyres on matt black, 19-inch M light alloy wheels featuring a Y-spoke design.

Aerodynamics: Optimised components with variable adjustment

In order to optimise air stream and for on-demand adaptation of downforce characteristics, the BMW M3 GTS is fitted with motor racing-oriented front apron and rear wing elements. They offer the possibility to adapt the car’s aerodynamic characteristics according to the racetrack profile and other basic club motor sport requirements. The air duct elements in the front apron are also variable, as is the position of the rear wing. The tail assembly is based on the corresponding component featured by the BMW 320si in the World Touring Car Championship (WTCC).

Any colour so long as it’s orange

The BMW M3 GTS will only be available in a unique orange colour. Additional model-specific features are the matt black exterior components such as the BMW kidney grille, roof trims and alloy wheels as well as the side gill elements made of dark anodised chrome.

In addition to the standard CFRP roof on the BMW M3 and titanium rear silencers, an exceptionally light construction of the centre console and door panels, the use of polycarbonate side windows at the rear and a polycarbonate rear window, dispensing with seats in the rear compartment and acoustic insulation configured specifically for the vehicle all serve to guarantee weight optimisation. The unloaded weight of the BMW M3 GTS according to DIN is 1,530 kg including roll bar and M Dual Clutch Drivelogic transmission (BMW M3: 1,600 kg). Automatic climate control and audio system supplied as standard comfort features in the BMW M3 can be fitted if the customer desires.

The interior of the BMW M3 GTS reflects a predominant focus on optimum performance and the highest level of safety on the racetrack. The range of equipment includes thoroughbred racing bucket seats, carbon interior trims and an Alcantara® M steering wheel. Door and sidewall linings in the rear compartment are also made of Alcantara®.

The BMW M3 GTS is equipped as standard with a roll bar fitted behind the B-pillars. Furthermore, the car body offers fastening points for six-point safety seat belts and an optional extension for the roll cage. The car is fitted with three-point automatic seatbelts for road use. Additionally supplied six-point safety seat belts for driver and front seat passenger and a fire extinguisher complete the range of equipment.

The M3 GTS will be priced at €136.850 in Germany with deliveries beginning in July 2010. UK prices are likely to be considerbly ‘higher’ than any current model in the range (M6 included), but won’t be confirmed until the end of 2010 before right-hand drive cars go on sale in January 2011. The number of cars allocated for UK market will be very small, so it’s not surprising to hear that they have already all been sold.

Full technical specifications for the BMW M3 GTS

Describing a model as being fitted with a ‘competition package’ would seem to imply a comparable intent to Renaultsport’s Cup models or perhaps even Porsche’s GT3, particularly when BMW’s press pack describes their new M3 variant as being “inspired by the popular E46 M3 CSL”.

Anyone who has driven such hardcore sporting models can attest that their ‘competition feel’ is as much the result of extreme weight-loss rather than the fitment of additional options – however the M3 Competition Package weighs just the same as a regular M3 Coupe.

Like all 2010 M3 derivatives, a Competition Package specified car now comes complete with the introduction of Auto Start-Stop technology as standard. This EfficientDynamics technology is new to the M3 range and has a positive effect on fuel consumption and emissions. Improving fuel consumption on the combined cycle from 23.7 mpg to 25.2 mpg when fitted with Auto Start-Stop, and emissions from 285 g/km to 263 g/km.

The Competition Package also features a 10mm lower ride height, bespoke 19-inch CSL-style alloy wheels, a new Sport setting within the standard Electronic Damper Control (EDC) and a re-programmed Dynamic Stability Control Plus (DSC+) system. Compared to the standard EDC system the one fitted as part of the Competition Package has a revised ‘Sport’ setting to enhance the handling characteristics with an even greater bias to enthusiastic driving, likewise the thresholds of DSC intervention have been reprogrammed to permit less traction control interference and suit the more capable driver.

In fact it would seem that this new M3 Competition Package is really the modern incarnation of the E46 M3 CS, a variant that made the E46 M3 more rewarding to drive without compromising on the M3s comfort, utility and electronic gadgetry.

So, perhaps further reason to choose BMW’s ultimate driving machine over its competitors, but the regular M3 is still a cracking car and is priced £3,315 ‘less’ than this new variant.

The precise details of the form of BMW’s return to the series since it last raced in 1992 are still unclear, particularly given their return is provided “certain basic requirements” it proposes are agreed to by the DTM.  However, if the car looks anything like Jon Sibal’s fantastic 3D impression of how a DTM BMW may appear based on their ALMS GT2, then we’re all for their return.

Speaking of this news, BMW motorsport boss Dr. Mario Theissen said:

The planned return to the DTM is an exciting challenge for our team.  Over the coming months we will be making all the necessary technical preparations that should allow us to be competitive right from the start should we join the series in 2012.

The decision to join the series has also been welcomed by soon their rivals Audi and Mercedes.  Audi Sport boss Wolfgang Ullrich said:

On behalf of Audi I want to say right now: ‘Welcome to DTM.’  We look forward to the new competitors from Munich who most definitely will prove to be extremely competitive.  I’m convinced that the squad will learn quickly to demonstrate its competitiveness within a short period of time.

It would be a big boost to the DTM if another manufacturer joined, both from a fans point of view to have more cars on circuit and as an extra reason to stir up further competition between the teams.  We’re sure BMW will be hoping to a return of the halcyon days of the early 1990s with its successful E30 M3.

Having departed F1 last year, it appears BMW is now freer to pursue other racing activities, as shown by its M3 GT2 it campaigns in ALMS and also its successful WTCC programme.  BMW are developing a new 1.6L four-cylinder turbo for 2011, so one would imagine they have no plans to leave this series 12 months after an intensive and expensive R&D period.  Busy times ahead at BMW.

As we learn more about BMW’s DTM plans we’ll bring it to you here on SkiddMark.

Photo credit – Jon Sibal.  Car is a 3D render based on the BMW E92 M3 GT2 ALMS.