Tim Andrew in action in Giugiaro Brivido Concept car

Bendy-bus to the airport after the show

Girls galore on the Volkswagen stand

One tactic is to put your camera on a pole, hold it high up with a remote release and swivel screen. Some take a small step ladder. Next tactic is to plan your route around the show to gather as many photos as possible for an early upload. Tim’s client, Car and Driver magazine, is USA based so there was the luxury of the time difference – it was going to be at least lunchtime before anyone screamed for more photos!

Close shave as journo spills his drink dangerously close to laptop

Time for a quick natter with fellow snapper

snapping inside Rolls-Royce Phantom Drophead Coupé

Lotus Elise - a light weight contender

That Old Weight Vs HorsePower Question

Yellowwheels editor Timtim posed me a really intriguing question today over a quick email chat – which is best, a lightweight car with minimal horsepower or a car with a bit more weight but a lot more power? A very good question and one that I believe I’ve answered to my own personal satisfaction this year. However, as the Americans are fond of saying, “your mileage may vary”

BMW M3

You see, weight is the enemy. Weight is the thing that creates problems. The more weight you have, the more power you need to push that weight forwards, which of course, then creates even more weight due to the bigger engine, which needs to carry more fuel to feed it.

Got a heavier car? You'll need plenty of cylinders and horses to make up for it

In comparison, my experience driving a Lotus Elise this last few days is a revelation. For sure, I knew they were nimble, but I’d forgotten just how much. The tiny 1.8 litre engine needs working hard. Best to drive it like you stole it. If you do, it comes alive. From the first few gearshifts, things educate you. There’s little weight to control, so the springs and dampers are soft. Stand iutside and push down on the rear, it’s very soft, feeling like a Cadilac when you push the rear up and down. Becuase of this, the ride is supple, the suspension can work properly, keeping the wheels in contact with the track at all times.

The brakes look implausibly small. No carbon ceramics with six pots, just good old steel discs with simple, single piston calipers. Yes, really. You see, there’s no weight to stop. Because of that, braking distances are dramatically shorter. When customers and other instructors are braking, we’re shifting up another gear past the “Brake” board. Yes, really. It takes resolve, but burying the pedal deep into the aluminium floorpan sheds speed dramatically, making even the most casual passenger into a ‘grasper’. You get the idea.

Of course, the little Lotus isn’t perfect. There are few creature comforts. Carpets of a sort, but lots of bare aluminium on show. Seats are skeletal, thin and adjustable manually back and forth, that’s all. There’s no traction control, stability control, ABS braking. That all adds weight and complexity. It has a heater, though. And music. The ethos is light weight with an aluminium tub that carries the people, the engine and gearbox, with bodywork hung onto it, made from lightweight plastic. Forget the weekly shop, it’s not going to happen….

So in aviation terms, it’s never going to be a luxury jet. It’s not a Gulfstream. More the Pitts Special or Red Bull racer of cars. As a daily driver with just one person, a twisty A road commute and no Golden Retriever to transport around, it’s perfect. And as my dog really doesn’t like going fast, I’m quite happy with that. You can keep your V12 monster, I’ll have the Lotus, please…

2011 Geneva Motor Show - Porsche 918 RSR

Up close with Porsche 918 RSR Hybrid

A year ago Porsche’s 918 surprise at the Geneva Motor Show blew us away. Looking small and dainty but extraordinarily desirable it was pitched as a Carrera GT replacement. Yet it didn’t quite have the commanding presence of the GT, even if it’s spec and integration of hybrid technology made it worthy. If it’s 7:30min Nürburgring lap time is anything to go on, then it certainly qualified on speed and agility. Something about the folded paper look, lack of roof and delicate detailing of the show car made us want to put some horny rims on, install a loud exhaust and wake up the neighbours.

Geneva Motor Show 2011 - Porsche 918 RSR - embroidered seat and electro fill cap

Geneva Motor Show 2011 - Porsche 918 RSR - Hybrid drive in passenger seat position

2011 Geneva Motor Show - Porsche 918 RSR - massive wing on rump

Limited edition Lexus LFA unveiled before 2011 Geneva Show

A $375,000 supercar, of which only 500 will be built, not exclusive enough for you? Good news: the petrolheads over at the Lexus skunkworks have honed a special lightweight, track day version of their already awesome LFA for you. Only 50 will be made and christened “Nürburgring Package”. These special, limited edition cars are tuned to deliver exceptionally fast track times and sport large aeordynamic aids to keep downforce and consequently cornering speed high. To compensate there’s an extra 10bhp to push that huge wing through the air, supplemented by a 100kg weight reduction that sees acceleration maintained and, no doubt, braking distance reduced. To keep the connection with the Nürburgring going, buyers will be given free tuition and a years pass for the Nordschleife – this car is, after all, built to celebrate class victories there.

That massive carbon wing is fixed in position, unlike the standard car’s retractable one. There’s a huge front dam/tray that reduces effective ground clearance beyond the 10mm ride height lowering. Subtle chin winglets help channel air where it’s wanted, whilst at the rear, just over the tail-lights, Lexus have added small flaps. Inside, a liberal dose of carbon fibre and Alcantara replaces the standard leather. The Geneva Motor Show will be the car’s first public appearance on 3rd March.

Here’s a Yellowwheels totally exclusive video of the car being unloaded for the photoshoot. You won’t see this anywhere else!

Lexus LFA Nürburgring Package - at speed

Lexus LFA Nürburgring Package - lightweight interior

To sharpen the car’s circuit driving performance even further by increasing downforce at high speed, the Nürburgring Package introduces modifications and additions to several key carbon fibre reinforced plastic (CFRP) components. These include a larger front spoiler, fin-type side spoilers, a canard fin and a fixed rear wing.

Lexus LFA Nürburgring Package - carbon fibre everywhere

Exterior colour choices are restricted to matte black, black, white or orange, with interiors finished in black and red, black and purple and all-black. Cars delivered in Europe will feature a carbon fibre centre console and door trims, with carbon fibre sports seats finished in Alcantara.

Customers who specify the package will also be offered one-to-one driving tuition from a Nürburgring chief instructor and a year’s pass to enjoy their car on the famous Nordschleife circuit.

Lexus LFA Nürburgring Package - from high up

LFA production began in December with just one hand-crafted car completed per day. A team of 175 people are involved in CFRP parts manufacturing, vehicle assembly and painting.

CFRP is exceptionally strong, rigid and lightweight, and accounts for about 65 per cent of the LFA’s body structure weight. This amounts to a saving of about 100kg, compared an equivalent all-aluminium body.

Lexus LFA Nürburgring Package - driver's view

Different manufacturing technologies are used according the shape, role and required properties of each component.

* Pre-preg: this is an industry-standard composite sheet material made of carbon fibre, pre-impregnated with epoxy resin. It is used for the LFA’s main structural elements, such as the dash, side and cross-members and panels.
* Resin Transfer Moulding (RTM): this is dry sheet fabrication, with epoxy resin injected into the mould. It is mainly employed in the LFA’s secondary main frames, such as the crash boxes, roof side rails and vehicle floor.
* Carbon fibre – Sheet Moulding Compound (C-SMC): this is used for fabricating the upper body components and frames that have complex geometries.

Adhesive bonding

The LFA assembly line moves through five consecutive processes, each of which has been digitally validated. For the first four – sub-assembly, underbody, small aluminium parts and main body – adhesive bonding is used. Final assembly of the aluminium parts is by mechanical fastening.

This is the first time Lexus has used adhesive bonding for main body assembly, a process that has required new quality control measures to be implemented to ensure each of the five stages involved in the bonding meets the required criteria.

Lexus LFA Nürburgring Package - fearsome rear end

Winning render by Team Belgium

Results of the Autemo World Champs

Back last January we were intrigued by a very special new service offered by Australia based website Autemo.com . They gather artists from around the globe whose calling in life is to transform ordinary car images into extraordinary renditions. They don’t take prisoners in this game; if you want just a wheel change, they’ll be hankering to do a full body swop. A subtle lip spoiler? Nah, fire breathing tailpipes and outrageous slats, vents, not to mention assault helicopters plus strafing SWAT team, is more their battlefield. This transformation is what they term a “chop”.

Main attraction for the artists is to join like minded people, show off their skills and earn some money in the process. Ultimate ambition, though, is to end up designing cars for manufacturers and body modders. Autemo funnels work to their flock by being the meeting point for industry and artists.

With 1760 artists vying for attention, Autemo organised a world rendering challenge to sort the men from the, errrr, lesser photoshop-men. National pride was at stake too as members were sorted into teams by country. 4 rounds, plus quarter, semis and final would decide which of 35 participating countries prevailed. Judging was ultra democratic, with the entire community eligible to vote for each round.

Base image for 911 chops in quarter finals

We asked Team Belgium’s Marchal Jérémie ( MarchalJ ) how he felt about their win:

“Firstly, sorry for my English one can approximate, so I’ll try to be inclusive of all …”
That’s fine Marchal we’ll take it as it comes!
 
Thank you to you all for your support! We felt during the entire competition. It is true that we do not expect to get so far into it (especially because it’s our first time). In the queue, we have gained confidence in our chances, thanks to you, because you believed in us and that we did not want to disappoint you!
 

Vauxhall Meriva base image

Our favourite Ford Focus chop by Team Belgium

Round 2 yellowwheels selection - Nissan GTR by Team Poland

Our fave from Round 3 - Honda CRX by Team Hungary

We like this transformation of Vauxhall's Meriva by Team Poland

Team Belgium gets our vote for Porsche 911 chops

Team Belgium take our fancy again in Semi Finals

Porsche 918 RSR on the menu at 2011 Detroit Auto Show

Take a Porsche 918 Spyder, a GT3R Hybrid, a 917 short-tail, a 908 long tail, mix your ingredients in a Stuttgart bowl. measure out 70% Gulf Racing blue and infuse with 30% liquid metal chrome. Pour into a CFRP oven-proof container and bake for 9 months in a moderate autoclave. Carefully place 917 fan into top cover and insert front splitter and RS Spyder racer’s wing, and allow to become cool. Now decorate with orange stripe and “22″ to recall racing glories. Voila, a “racing laboratory” and PR exercise neatly baked, with a Michelin 4 rubber ring rating. However, this is an experimental recipe and should be tasted with reserve until a full race version has been prepared to perfection.

Ingredients:
1 RS Syder V8 race engine and drive-train (563 bhp – 767 bhp when blended with flywheel)
1 GT3R Flywheel accumulator and electric motors (204 bhp, care, may spin viciously)
1 918 Syder monocoque and body (peel and grate, cover with fold forward doors)
1 917 fan cooling system (boil 40 years to reduce)
1 908 Body styling cues (free lunch)
add a liberal dose of racing heritage
(CGI rendering optional )

Read on for master-chef’s full description and baking tips – a foodie’s feast

Porsche 918 RSR - Spot the small fan on engine cover

* Mid-engined coupé as a technology test bed
* Racing laboratory with even higher performance hybrid drive
* Cutting edge powertrain combined with colour scheme echoing that of iconic 917 racing car

Porsche continues to extend its performance and high efficiency competence via intensive development work in the field of hybrid technology, and the company is presenting a world premiere of a synthesis of 2010′s successful hybrid concepts at the North American Auto Show in Detroit on January 10; the Porsche 918 RSR.

The Porsche 918 RSR is a two-seat mid-engined coupé that demonstrates what happens when the technology fitted in the 911 GT3 R Hybrid race car and the design of the 918 Spyder concept are combined to create a modern, innovative super sports car.

Geneva Motor Show - Porsche 911 GT3R Hybrid racer

Competitiveness, high reliability and exemplary fuel efficiency combined with top performance underscored the Porsche technicians’ basic idea of generating additional power in an intelligent manner. The 911 GT3 R Hybrid obtains its additional power from its own vehicle dynamics when braking – now, Porsche is transplanting this technology into the mid-engined coupé 918 RSR, the motor sports version of the 918 Spyder concept car.

From the tradition established by classic Porsche long-distance race cars such as the 908 long-tail coupé (1969) and the 917 short-tail coupé (1971), the Porsche designers created a link to the post-modernism of the ‘form follows function’ philosophy. In the 918 RSR, the elegant flow of the car’s lines is dominated by muscular wheel arches, dynamic air intakes and a pulpit-like cockpit. A visible fan wheel between the ram air intake tubes and a rear spoiler (with identical dimensions to that fitted on the RS Spyder race car) additionally emphasises the racing laboratory function. The new ‘liquid metal chrome blue’ colour which has been created emphasises the sculptured curves of the forms, whilst the typical Porsche hybrid orange colour on brake calipers and longitudinal stripes along the body lend remarkable touches.

Motor racing technology also dominates within the especially light, torsionally-stiff carbon fibre-reinforced plastic (CFRP) monocoque. The V8 engine is a further development of the direct injection engine from the successful RS Spyder race car, but for the 918 RSR it has been tuned to deliver an output of precisely 563 hp at 10,300 rpm. The electric motors on the two front wheels each contribute 75 kW (102 hp), i.e. a total of 150 kW (204 hp), to the peak drive power of exactly 767 hp. This additional power, which is generated during braking, is stored in an optimised flywheel accumulator.

In the 918 RSR, the two electric motors offer a torque vectoring function with variable torque distribution to the front axle. This additionally increases agility and improves steering response. Mounted upstream of the rear axle, the mid-engine is integrated with a racing transmission that is also based on that from the RS Spyder race car. This six-speed constant-mesh transmission with longitudinally-mounted shafts and straight-toothed spur gears is operated using two shift paddles behind the racing steering wheel. The car’s functional equipment underscores its pure-bred motor racing character. Whether it is the characteristic doors which open obliquely upwards; the air intake in the roof between the wing doors; the quick-action latches on the front and rear CFRP lids; the two roof-mounted aerials for pit radio and telemetry; the small, lateral front aerodynamic flics akin to those seen on the RS Spyder; the air splitters beneath the front lip; or the racing slick tyres on 19″ wheels with single centre locking nut, the vehicle can be clearly recognised as an experimental racing laboratory itself.

Porsche 918 Hybrid prototype

This flywheel accumulator is an electric motor whose rotor rotates at up to 36,000 rpm to store rotation energy. Charging occurs when the two electric motors on the front axle reverse their function during braking processes and operate as generators. At the push of a button, the driver is able to call up the energy stored in the charged flywheel accumulator and use it during acceleration or overtaking manoeuvres. The flywheel is braked electro-magnetically in this case in order to additionally supply up to 2 x 75 kW (totalling 150 kW) from its kinetic energy to the two electric motors on the front axle.

This additional power is available for around eight seconds when the system is fully charged. In the successful 911 GT3 R Hybrid, this additional power can also be used as a consumption aid depending on the racing situation, e.g. to delay pit stops or reduce the fuel tank volume and therefore the weight of the vehicle.

With the new 918 RSR racing laboratory, Porsche is now elevating this motor racing hybrid concept to an experimental level. In the 918 RSR, ‘Porsche Intelligent Performance’ equates to research into methods for further sustainable efficiency improvement under the intensified conditions of the race track, lap times, pit stops and reliability – disciplines in which Porsche has been demonstrating its success for over 60 years.

Finally, the starting number, 22, pays homage to the anniversary of a further triumph. Back in the days when overall victories in Le Mans were not yet an entirely routine matter within the Porsche racing department, drivers Dr. Helmut Marko and Gijs van Lennep were the first to cross the finishing line in the 1971 24-hour classic. The distance record set by their Porsche 917 short-tail coupé – 5335.313 kilometres (3315.21 miles) at an average speed of 222.304 km/h (138.13 mph) – did not remain unbeaten for an eternity, but for exactly 39 years until 2010. At the time, the Porsche 917 in the Martini colours was also an experiment and far ahead of its time: for example, its magnesium space chassis frame set new standards in the Porsche domain of lightweight construction.

Porsche 918 RSR - sporting massive wing

Vauxhall VRX8 - yellow and horny!

Order your VRX8 Supersaloon now

Thinking of beatling down to the land of OZ to sample GM’s latest fire-breathing V8 monster? No need, as Vauxhall have sailed their yellow submarine across the sea to these hallowed shores. Sporting gills of gargantuan proportions and LED crested slats up front, Vauxhall call the black grille a “Shockwave”. We’re not sure what the rear black paneling below the “Superflow” spoiler is called, surf-wave? Once you’ve wrenched your eyes off the Hot Wheels rims you might want to peek inside for some visual relief.

Step down the conning tower into the sub’s command centre, where there’s plenty of space to have all your friends on board, and it’s all military black and grey with sonar dash display, and hang on – a trio of supplementary analogue instruments – depth gauge, oxygen mix and dive angle no doubt. Better hand you over to Vauxhall’s spec sheet before this submariner’s analogy sinks…Full speed ahead Mr Parker.

Vauxhall VRX8 - corners hard

• New VXR8 hits UK dealers next March, based on higher-spec GTS model
• Re-designed exterior and new interior with full leather trim as standard
• Magnetic Ride Control & Launch Control complement 431PS V8 powertrain

Luton – Vauxhall’s storming VXR8 model is back with a vengeance, packing heavily revised front- and rear-end styling, a new cabin and a raft of new technology to enhance its appeal to drivers in search of one of the last, great rear-drive V8 super-saloons.

Priced at £49,500 (inc. 20 per cent VAT) and available to order now, the new VXR8 is now based on HSV’s E3 GTS model, just launched in Australia, the previous VXR8 representing the old version of the lower-spec ClubSport R8. That means it still undercuts full-size super saloons like the Audi RS6, Jaguar XFR and Mercedes E63 AMG by between £13k and £29k, and even performance saloons from the class below, such as the BMW M3 and Mercedes C63 AMG.

A new, ‘Shockwave’ grille, LED daytime running lights and sleek new wing-vents mark the new car out from the front, while the rear features a new ‘Superflow’ rear spoiler, LED tail lamps and twin exhaust tips that mimic the shape of the front grille. As you can see from these first official press shots of our Hazard Yellow car, the new VXR8 will never blend into the scenery!
As before, the new VXR8’s race-bred chassis uses MacPherson struts/progressive rate coil springs at the front and a multi-link independent set-up at the rear. But for the first time on a VXR8, Vauxhall has employed Magnetic Ride Control (MRC), a suspension system which adapts up to 1000 times a seconds to road conditions and driver inputs. Based on technology used in GM’s current Corvette ZR1 supercar, MRC works by sending an electric current through damper units filled with ‘soft’ magnetic particles. These particles harden as the input reaches its maximum value, providing drivers with exceptional levels of ride, handling and stopping power.

Vauxhall VRX8 - interior

Of course, no VXR8 would be complete without a large-capacity V8, and this latest version doesn’t disappoint. The fourth generation 6.2-litre LS3 unit produces 431PS and a massive 550Nm of torque, enough to propel the VXR8 from 0-60mph in 4.9 seconds and on to a governed top speed of 155mph. As before, drive is delivered to the rear axle via either a six-speed manual or auto transmission, working through a mechanical limited slip differential.

Inside, the new VXR8 has undergone a transformation. Full leather trim is now standard, and front occupants are cocooned in special HSV Performance Seats with eight-way adjustability. A new instrument cluster and surround, centre stack and switchgear provide a cleaner and more integrated look, while standard equipment also includes Aux-in/USB inputs, iPod support and Bluetooth with phone book display and touch-screen dialing.

But for drivers who want to engage with their VXR8 like never before, Vauxhall has introduced EDI, or Enhanced Driver Interface. EDI connects with the on-board computer to constantly stream real-time vehicle dynamics and performance to the car’s main 5-inch monitor. At the touch of the screen, drivers can access a variety of data such as vehicle G-forces, power and torque and lap times – even the degree to which their VXR8 is drifting. Completing the clever package is the ability for drivers to download data, such as track day performance, and analyse it using the MOTEC i2 software provided.

Befitting its exclusivity, the VXR8 is now available through just six highly specialist VXR dealers in the UK, though a total of 34 VXR outlets will be authorised to maintain the model.

Vauxhall VRX8 - mean behind too

BMW 1 Series Coupe M

Valencia orange M car completes BMW’s über-sports lineup

1 Series: you’ve been tangoed! BMW’s baby coupe storms into the picture ripe and ready to be peeled and juiced. While squeezing a laudable 227 bhp per tonne out of it’s fruity 3.0 litre engine. More tangerine than navel orange, it sits at the bottom of the M range, but has to call itself 1 Series M Coupe to distinguish it from the original M car, the M1. That M1 was a mid-engined supercar, but such is progress, that it is out-performed by this shopping car on steroids. And it’s those steroids that make this car desirable: without the wide arches, extra spoilers and hot engine the 1 Series looks a bit plain Jane.

BMW 1 Series Coupe M

The new BMW 1 Series M Coupé heralds the introduction of a high performance sports car into a compact design that extends the BMW M portfolio and paves the way for a wider audience to appreciate M car ownership.

An M car has to have sublime driving characteristics first and foremost, but it must look stunning too, and the BMW 1 Series M Coupé does not deviate from this formula. The new entry point to M car ownership, the BMW 1 Series M Coupé’s dynamic looks also have a role to play.

The sporty character of the BMW 1 Series M Coupé is expressed by a dramatic exterior design, with widened wheel arches, exclusive 19-inch Y-spoke M alloy wheels, and dual chrome tailpipes. A discreet spoiler lip generating additional downforce and a rear apron with side openings echoing the look of the front air intakes ensure the look of sporting intent matches the model’s sporting ability. L-shaped rear light clusters with two light banks fed by LED units complete the M car look. Exterior paint finishes are Alpine White non-metallic, Black Sapphire metallic and the exclusive Valencia Orange metalic.

The BMW 1 Series M Coupé is fitted as standard with twin corona bi-xenon headlamps, and LED-fed positioning lights. A hallmark M-branded feature is the elongated chrome gill element on the front wheel arch, while the door mirrors are from the BMW M3, but tuned for the specific aerodynamic characteristics.

BMW 1 Series Coupe M

Drivertrain

The new BMW 1 Series M Coupé has at its heart a high revving, in-line six-cylinder engine with twin turbocharger, direct injection technology and double VANOS variable valve timing to develop a maximum output of 340hp. Such performance equates to a highly desirable car that takes just 4.9 seconds to accelerate from zero to 62mph. The BMW M tuned twin-turbocharger technology used consists of two relatively small turbos which, because of their low inertia characteristics, are active even at low engine speeds, ensuring no turbo lag, yet a peak power output which is achieved at 5,900rpm.

Note: *With overboost. **Electronically-limited.

The engine control system of the car allows two differing performance curves: in standard mode the BMW 1 Series M Coupé offers a more torque-orientated, flexible character to the engine’s performance delivery, while in M Dynamic Mode (MDM), activated by a button on the steering wheel, engine speeds rocket instantly, accessing the highest power levels as quickly as possible.

The cooling system of the BMW 1 Series M Coupé has been designed for constant high load, high speed track driving, through the use of an additional separate radiator and a specific air duct to deal with the increased thermal stress which can occur when driving in a particularly sporty style on the race track.

The efforts made in optimising performance and efficiency are also reflected in a newly developed dual-mass flywheel. Its lightweight construction benefits the engine’s efficiency and it also has an increased solidity which is able to cope with the six-cylinder engine’s high level of torque.

In addition, EfficientDynamics measures such as brake energy regeneration and needs-based control of auxiliary units ensure that recorded combined fuel consumption is 29.4mpg and CO2 emissions are 224g/km.

The BMW 1 Series M Coupé is only offered with a six-speed manual transmission, specially designed to work with high-torque engines. This newly developed transmission is operated using a very short-shift M gearshift lever.

Chassis

The chassis of the BMW 1 Series M Coupé has been tested using BMW M GmbH’s racing-oriented development process, and uses numerous key components, originally conceived for the BMW M3, have been modified for use in this car.

Light weight is of course vital and the latest M car tips the scales at 1,495kgs courtesy of the extensive use of aluminium. The double pivot front axle and the five-link rear axle are made almost entirely of aluminium. Tubular stabilisers, axle links made of forged aluminium and aluminium shock absorbers round off the lightweight construction concept. With chassis technology derived directly from motor racing, a power-to-weight ratio of 227hp/tonne has been achieved. The footprint of the car is bigger than a standard BMW 1 Series Coupé with it being 55mm wider than the BMW 135i Coupé. The width of 1,803 mm is the result of optimisation of the front and rear axle to enhance driving dynamics.

As standard, BMW 1 Series M Coupé comes with Variable M differential lock, compound brakes, DSC with MDM and M Servotronic. The Variable M differential lock responds to differences in rotational speeds in the rear wheels, redirecting torque within a fraction of a second for optimum traction and maximum thrust on slippery surfaces and when accelerating out of bends.

The M-specific compound high-performance brake system of the BMW 1 Series M Coupé uses inner-vented and perforated discs with a diameter of 360mm at the front and 350mm at the rear, providing impressive stability even under extreme stress, as well as being extremely light.

Rack-and-pinion steering is fitted with Servotronic hydraulic power steering while the Dynamic Stability Control system that includes elements such as an anti-slip control function (ASC), the brake assistant Dynamic Brake Control (DBC), a drive-off assistant, Cornering Brake Control (CBC), an anti-fading function and a dry brake function is also standard. The driver can activate M Dynamic Mode (MDM) on the instrument panel, raising the point at which the driving stability control system intervenes.

Specification
The BMW 1 Series M Coupé comes with an extensive range of standard equipment, including 19-inch Y-Spoke alloy wheels, two-zone air-conditioning, cruise control, BMW Radio Business with MP3-capable CD player and six speakers. It also has a Boston leather interior with Alcantara trim with Kyalami orange stitching in the cabin.

Optional extras include Comfort Access, Harman Kardon Surround Sound System, Professional Navigation system with hard drive storage, Adaptive Headlights and High beam Assistant.

The BMW 1 Series M Coupé goes on sale in May 2011 priced at £39,990 OTR, with the first customer deliveries expected in May.

BMW 1 Series Coupe M

coffee on the go in yer JCB

How about a digger that makes the tea? JCB do one!

When we featured a JCB loader to ferry a crazy guy around Trafalgar Square last year, we thought to ourselves “what’s really missing is some in flight coffee.” Well, not really…But, lo and behold, JCB must have been listening and have spawned the world’s first digger with an on board coffee maker. Spooky timing, as we’ve just kitted out the YW office with a Nespresso machine. We’re not up to speed with how JCB’s machine works, but it produces hot water and presumably sports some kind of filter arrangement for the coffee brewing. If your tipple is tea then just use the hot water and a good old bag of burnt leaves.

JCB's hot brewer

Better wait till you've dumped that dirt before brewing up

Mercedes C220 C-Class - 4000 miles around UK

YW lives with a C class Merc – is this all the car you ever need?

4000 miles in any car should be enough to get over the initial excitement of its arrival, find little niggles, foibles or failings, even grow to loath the beast. Or conversely, learn to love, find unexpected features, flashes of brilliance. Will impressions change over time? In our case, a month at the wheel of a Mercedes C Class proved to be equally enjoyable throughout.

Mercedes C220 CDi - scampers through arching Devon lanes

Mercedes C220 C-Class - bombing over bumpy roads in Northumberland

Mercedes C220 CDi - pausing on the causeway to Holy Island

Mercedes C220 CDi - Neill Watson at the wheel

Firstly the engine. It makes useful power just off tickover, rising to a lovely shove in the back by 2,000rpm that just keeps going. OK, so it’s no 5.5 V8 AMG, but for an engine this size, it’s quite remarkable the amount of mid range power it has. It’s what I call ‘real world’ performance, where it’s more important to make it past that long truck safely than to set a 0-60 time. It’s got a couple of other interesting little touches too, such as the way the throttle blips itself when manoeuvring at low speed. Many turbo diesels can be surprisingly easy to stall if you just catch them wrong, off boost, as you move around a car park. The C Class gives the throttle what felt like a series of small blips just to build a bit of boost and stop that happening – a nice little touch that shows the car was engineered by human drivers that spent time behind the wheel fine tuning it.

Mercedes C220 CDi - low roll on sharp corner

Mercedes C220 CDi - lapping up Northumberland's superb roads and scenery

It’s quite a while since I’ve enjoyed driving a car as much as this. The fact that it’s a smooth, totally unobtrusive saloon car just makes it more fun.

However the last word has to go to YW photographer Tim Andrew: ” Brilliant car, but give me the estate version ”

Mercedes C220 C-Class - No go in Dorset, road closed for military activities, forces long route round