CARS SPORT COLECTION 2011

Morgan Roadster 3.0 V6, 2004

Morgan Roadster 3.0 V6, 2004

Morgan Roadster 3.0 V6, 2004

The Morgan Roadster is a car produced by the Morgan Motor Company.
It was introduced in 2004.

Dimensions
* Length : 4010 mm
* Width : 1610 mm (standard wheels)
* Height : 1220 mm

Fuel
* Fuel Tank Volume : 55 litres (12 imperial gallons)
* Fuel Consumption :
o Urban: 20.3 mpg imperial (13.91 l/100 k
o Extra Urban: 38.17 mpg imperial (7.40 l/100 km)
o Combined: 28.9 mpg imperial (9.77 l/100 km)
* CO2: 231.8

Engine
* Configuration: 3.0 litre V6 24 valve
* Bore x stroke, mm: 89 x 79.5
* Engine capacity, cm�: 2967
* Max output EEC: 166 kW (226 hp) at 6150 rpm
* Max torque EEC: 206 N�m 280 (lbf�ft) at 4900 rpm
* Power-to-weight ratio: 240 hp/t, kW/t
* Torque to weight ratio: 199 lbf�ft/short ton, 297 N�m/t

Performance

* 0 - 100 km/h (62 mph) 4.9 s
* Top speed 134 mph (215 km/h)

Bugatti EB 164 Veyron, 2004

Bugatti EB 164 Veyron, 2004

Bugatti Veyron 16.4

The Bugatti Veyron 16.4 is the most powerful, most expensive, and fastest street-legal production car in the world, with a proven top speed of over 400 km/h (407 km/h or 253 mph). It reached full production in September 2005. The car is built by Volkswagen AG subsidiary Bugatti Automobiles SAS and is sold under the legendary Bugatti marque. It is named after racing driver Pierre Veyron, who won the 24 hours of Le Mans in 1939 while racing for the original Bugatti firm.

History

Development of the vehicle began with the 1999 EB 18/3 "Veyron" concept car. Introduced at the Tokyo Motor Show, it was similar in design and appearance to the final Veyron production car. One major difference was the EB 18/3's use of a W18 engine with three banks of six cylinders. The Veyron was designed by Hartmut Warkuss of Volkswagen rather than Giorgetto Giugiaro of ItalDesign who had handled the three prior Bugatti concepts.

In the case of the Veyron, it will be several years before Volkswagen will be able to see if their investment in developing ground-breaking technology has paid off. One key measure is how much (if any) of the technology developed for the Veyron finds use in mass-produced cars.
The first personally owned Veyron was debuted in front of Hotel De Paris in Monte Carlo during the 2005 Grand Prix.

Specifications

The Veyron features a W16 engine�16 cylinders in 4 banks of 4 cylinders, or the equivalent of two narrow-angle V8 engines mated in a vee configuration. Each cylinder has 4 valves, for a total of 64, but the narrow V8 configuration allows two camshafts to drive two banks of cylinders so only 4 camshafts are needed. The engine is fed by four turbochargers, and it displaces 8.0 L (7,993 cc/488 in�) with a square 86 by 86 mm bore and stroke.

Putting this power to the ground is a dual-clutch DSG computer-controlled manual transmission with 7 gear ratios via shifter paddles behind the steering wheel boasting an 8 ms shift time. The Veyron can be driven by full automatic transmission. The Veyron also features full-time all-wheel drive developed by Haldex helping to transfer power to the road. It uses special Michelin run-flat tires designed specifically for the Veyron to accommodate the vehicle's top speed.
The car's wheelbase is 2700 mm (106.3 in). Overall length is 4466 mm (175.8 in). It measures 1998 mm (78.7 in) wide and 1206 mm (47.5 in) tall.
Curb weight is estimated at 4,160 lb (1890 kg). This gives the car a power to weight ratio of 529 bhp/tonne.

Performance
According to Volkswagen, the final production Veyron engine produces between 1020 and 1040 metric hp (1006 to 1026 SAE net hp), so the car will be advertised as producing "1001 horsepower" in both the US and European markets. This makes it the most powerful production road-car engine in history. Torque is 1250 N�m (922 ft�lbf).

Top speed was initially promised to be 252 mph (406 km/h), but test versions were unstable at that speed, forcing a redesign of the aerodynamics. In May 2005, a prototype Veyron tested at a Volkswagen track near Wolfsburg, Germany, and recorded an electronically limited top speed of 400 km/h (249 mph). In October, 2005, Car and Driver magazine's editor Csaba Csere test drove the final production version of the Veyron for the November 2005 issue. This test, at Volkswagen's Ehra-Lessien test track, reached a top speed of 253 mph (407 km/h).

The Veyron is the quickest production car to reach 100 km/h (62 mph) with an estimated time of 2.5 seconds. It also reaches 200 and 300 km/h (124 and 186 mph) in 7.3 and 16.7 seconds respectively. It should also be noted that the Veyron's 0-200 mph (0-322 km/h)time is quicker than the McLaren F1's 120-200 mph (193-322 km/h) time. This makes the Veyron the quickest-accelerating production vehicle in history. It also consumes more fuel than any other production car, using 40.4 L/100 km (4.82 mpg) in city driving and 24.1 L/100 km (10 mpg) in combined cycle. At full-throttle, it uses more than 125 L/100 km (2.1 mpg)�at full throttle, the Veyron would empty its 100 L fuel tank in just 12.5 minutes. The car's everyday top speed is listed at 234 mph (377 km/h). When the car reaches 137 mph (220 km/h), hydraulics lower the car until it has a ground clearance of about 3 1/2 inches (8.9 cm). At the same time, the wing and spoiler deploy. This is the "handling" mode, in which the wing helps provide 770 pounds (3425 newtons) of downforce, holding the car to the road. The driver must, using the key, toggle the lock to the left of his seat in order to use the maximum speed of 253 miles per hour (407 km/h). Theoretically it can go faster but it is electronically limited to 253 miles per hour (407 km/h) to prevent tire damage. The key functions only when the vehicle is at a stop when a checklist then establishes whether the car�and its driver�are ready to enable 'top speed' mode. If all systems are go, the rear spoiler retracts, the front air diffusers close and the ground clearance, normally 4.9 inches (12.4 cm), drops to 2.6 inches (6.6 cm).

The Veyron uses unique cross-drilled and turbine vented carbon rotors for braking that draw in cooling air. Each caliper has eight titanium pistons. Bugatti claims maximum deceleration of 1.3 g on road tires. Prototypes have been subjected to repeated 1.0 g braking from 194 to 50 mph (312 to 80 km/h) without fade. With the car's fearsome acceleration from 50 to 194 mph (80 to 312 km/h), that test can be performed every 22 seconds. At speeds above 124 mph (200 km/h), the rear wing also acts as an airbrake, snapping to a 70-degree angle in 0.4 seconds once brakes are applied, providing up to 0.6 g (6 m/s�) of deceleration. Bugatti claims the Veyron will brake from 252 mph (406 km/h) to a standstill in less than 10 seconds. The braking is also so evenly applied that the car will not deviate from a straight path if the driver lets go of the steering wheel, even with the brakes fully applied starting from close to top speed.

Proton GEN-2, 2004

Proton GEN-2, 2004

Following Proton Berhad's acquisition of a 100 per cent controlling interest in Group Lotus Plc, personnel from the British sports car manufacturer's engineering division have been closely involved in the development programme of GEN-2; both at the Lotus headquarters in Hethel and at Proton's �62 million vehicle design and development centre in Malaysia.

Proton GEN-2 has been styled to attract a wider customer base; the Lotus Design Studio has had a major influence on the design of the curvy muscular bodywork that looks simply sensational in a range of new colours. From the bee sting aerial to the dashboard instrument panel, reminiscent of the Lotus roundel, the GEN-2's sporting pedigree is undeniable.

The 1.6 litre CAMPRO engine, designed in collaboration with Lotus, delivers exceptional torque output. The double overhead-camshaft engine produces 110bhp.

Power is matched by agility, with handling developed by Lotus. The Proton GEN-2 has outstanding stability when cornering and changing lanes, making it an exciting, responsive drive while maximising passenger comfort.

Sleek, sporty lines continue throughout the interior. The design combines ergonomic comfort with classic minimalism, while exclusive touches from Blaupunkt have brought fingertip controls to life.

Optimal protection is provided by increased body rigidity and strategic crumple zones. Four-wheel ABS on the GSX model ensures stability and good braking performance, whilst the Electronic Brake force Distribution (EBD) system prevents wheel lock up as the driver makes avoidance manoeuvres whilst braking.

Noble M14, 2004

Noble M14, 2004

Having conquered the specialist sports car market over the last five years, Noble Automotive is now launching an all-new model, which will firmly establish it at the quality end of the supercar market.
The British Noble M14 is set to take on rivals, such as the Porsche 911 Turbo and Ferrari 360 Modena, with a tantalising mix of class-leading dynamics, prodigious performance, a finely crafted and well equipped cabin, and levels of practicality that will appeal to owners who wish to use their car every day.

Exterior Design
The 2004 British Motor Show will see the Noble M14 unveiled for the first time. Far from being a mere concept, the show car's styling, interior, drivetrain and chassis represent what will reach production when the car goes on sale in October this year.

This fact is obvious when you look more closely at the car: beautifully engineered door handles, hewn from billets of aluminium; six circular rear light lenses, which make reference to legendary supercars from the past; the rear screen, which reveals the engine's plenum chamber protruding above the perforated aluminium engine cover; and the body-coloured rear diffuser, which cuts deep into the rear panel, highlighting the twin exhausts which exit from its centre. Overall, 95 per cent of the components which make up the M14 (excluding the drivetrain) are distinct from the current M12 series of cars, and an additional 70 per cent of components are now made in house, compared with previous Noble models.

While the M14 retains the current M12's wheelbase, its length has grown by 178mm to 4267mm and its width by 50mm to 1935mm. As a result, more space has been liberated in the cabin, compared with the M12, and there are now two luggage compartments, one behind the engine, and one at the front of the car. This increase in size has also helped Noble incorporate significant crash protection in the doors, and deformable sections at the front and rear of the M14, with a view to it achieving full European Type Approval in the future.

Drivetrain & Performance
Noble has chosen again to adopt a highly-modified version of Ford's 3.0-litre V6, mated to a six-speed manual gearbox, for use in the M14. The unit, which in base form also powers certain Jaguar cars, has proved particularly durable in five years of Noble M12 development and production.

Like the GTO-3R and M400 models, the engine employs twin turbochargers, but uses an engine map developed specifically for the M14. In common with the 425bhp M400 model, the M14 will gain forged pistons to ensure durability. Maximum power will be 400bhp at 6100rpm, with a wholesome 385lb ft of torque at 4750rpm. Estimated performance will be 0-60mph in 4.3 seconds, 0-100mph in 9.5 seconds and a top speed of 190mph.

Twin intercoolers now feature in the M14, and are mounted behind each rear wheel arch. This location has two clear advantages: it creates vital space at the back of the car for a luggage compartment; and cooler air can now be ducted over each internal wheel arch cover, rather than above the engine, improving the efficiency of the intercoolers.

The ratios in the M14's six-speed gearbox have been designed to specifically match its power and torque characteristics, complementing the engine's linear delivery. In top gear the M14 pulls 26.5mph per 1000rpm, giving it a remarkably relaxed cruising gate, with 70mph registering just over 2600rpm. This gearbox, which is mated to an automatic torque-biasing differential, has received extensive development in Noble's even more powerful M400 model, and has proved exceptionally durable. A completely new gearshift mechanism, offering drivers slick, finger-light changes, completes the package.

Interior & Packaging
Trimmed in the finest Italian leather (Noble uses the same supplier as Ferrari for the M14) there is no mistaking the M14 cabin's aura of quality and luxury. The padded leather extends throughout the cabin, and is complimented by grey Alcantara roof lining and a gear tunnel and centre console formed in a gunmetal-coloured composite material. The floor and some lower sections of the cabin are trimmed in deep, 80 per cent wool carpet. There are even leather sill pads, incorporating the 'Noble' logo, for drivers to lean against while exiting the car.

The stunning and sumptuous seats, which will be standard in all M14s are manufactured specifically for Noble. They feature a carbon fibre frame, for strength and lightness, and are trimmed in the same top-grade leather seen elsewhere in the cabin. Both seats incorporate fore and aft adjustment, as well as reclining backrests and tilt adjustment.

Equipped like no other Noble, the M14 will come with the following:

• Electric windows
• Electric/heated door mirrors
• Air conditioning
• Heated windscreen with integral aerial
• Satellite Navigation (option)
• Multi-function dashboard display
• Central locking
• Alarm/immobiliser

Noble's key objective when designing the control layout of the M14, was to allow the driver to focus on the road ahead, and not on a plethora of switches outside of his/her peripheral vision. For this reason, the most frequently used functions are performed by a bank of six buttons located on the steering wheel boss. From here, the driver can operate the hazard warning lights, heated windscreen/mirrors and multi-function display housed in the instrument cluster (which in turn gives data on water temperature, turbo boost, oil pressure and trip mileage). The remaining buttons control the front and rear boot, and fuel-filler cap releases.

As a result, the main dashboard and console area is clutter free. A distinctive cylindrical air vent sprouts from each corner of the dashboard, in addition to secondary face vents mounted on the centre console. Above these are the three air conditioning controls and a CD-tuner, which can also incorporate satellite navigation as a cost option. Two column stalks take care of windscreen wiper/washer and indicator functions.

A total of seven, trimmed storage areas are spread around the M14's cabin, reinforcing the car's remit as a practical, everyday device. There are two leather-covered bins located on the inside of each sill (rather than on the doors, where belongings are prone to rattle more) a deep open shelf in front of the passenger and driver, and a central cubby behind the handbrake lever.

Chassis & Construction
The M14's chassis has been adapted from that used on the highly praised Noble M12. Despite the change in design emphasis with the M14, it was felt that the inherent suppleness in the M12's ride, combined with its class leading levels of grip and composure, would lend itself perfectly to the new car's design philosophy. Consequently, the existing chassis has been refined - rather than significantly changed - to suit the M14.

All M14 bodies will be made from vinylester GRP composite (Noble may also consider carbon fibre in future), built over a steel spaceframe, which is reinforced with bonded and riveted alloy panels. A full roll over cage extends around the inside of the M14's cabin, adding strength to what will be our stiffest production structure to date.

Suspension is by double wishbones all round, with coil springs and alloy uprights. Rack and pinion steering, with hydraulic power assistance is geared to 2.5 turns from lock to lock, offering a far tighter turning circle than the current M12.

Rover 75, 2004

Rover 75, 2004

The new evolutionary design style for the highly-regarded Rover 75 Saloon and Tourer models embraces a sharper-edged front and rear exterior appearance, a larger integrated radiator grille, halogen projector headlamps and three distinct trim identities - Classic, Connoisseur and Contemporary, with SE derivatives are supported by additional option packs that offer carefully tailored specifications across all points in the range.

The established appeal of the Rover 75 range - with its unrivalled reputation as the definitive luxury premium Upper Medium saloon is further enhanced by the addition of the "Contemporary" derivative theme, providing a younger, more modern interpretation of traditional Rover values. Other features include a selection of new alloy wheel designs and options like Personal Assist - Smartnav voice navigation and concierge service.

The exterior has the clean lines of the sharper-edged Rover 75 design to capture a fresh spirit of style with a larger and more prominent Rover grille, complemented by a new headlamp design incorporating standard fit halogen projector units. The style of Rover 75 has been updated to offer cleaner, more progressive lines without jeopardising the integrity of the original design, widely regarded as one of the most beautiful cars in the world.

Rover 75 Saloon and Tourer already possess one of the most admired interiors in the motoring world. With the introduction of the Classic, Connoisseur and Contemporary variants this interior is now available in three distinctive identities. In particular,

Contemporary models offer an entirely new and progressive interior based around a new black oak wood finish. The provides a distinctive, younger and more continental flavour to the cabin. Full leather seat trim is standard on SE derivatives of both Connoisseur and Contemporary models.

For security and peace of mind, superlocking disables door and tailgate lock releases and sophisticated electronic networks stand ready to trigger the alarm. Highly convenient 'plip' operated remote unlocking of the boot or tailgate is now available on all derivatives, while a robust engine immobiliser and remote control with a continuously changing security code complete the anti-theft defences.

Rover 75 V8, 2004

Rover 75 V8, 2004

The new full-depth open grille is reminiscent of the archetypal Rover P5B. Like the P5 and other V8-powered Rovers since, the imposing and distinctive appearance of V8 derivatives is matched by a motoring experience that has no peers in this segment of the market.
The Rover 75 V8 four-door saloon is derived from the company's much-respected large car platform. Driving the rear wheels, the in-line mounted 4.6-litre engine is matched to a smooth automatic transmission to offer refined yet effortless performance entirely in keeping with the long-distance, no object associations of this famous marque.

Rover's famously comfortable seats have been trimmed in leather, designed to complement Rover's new Light Oak theme on Connoisseur SE, or Dark Oak on Contemporary SE models.

The proven 4.6-litre engine is now mated to a smooth automatic transmission. A new electronic engine management tune and unique exhaust and intake systems provide an impressive combination of refined cruising and an assertive soundtrack under hard acceleration.
Overview
The Rover 75 V8 is the antithesis of the accomplished ZT 260 V8, for while the MG can capably deploy its power for performance and deliver high levels of driver involvement, the Rover is a wholly more refined experience. While the experience of the ZT has permitted the clever installation techniques of the large capacity engine and rear-wheel drive power train to be incorporated within the robust body shell, the change was to produce a car of supreme comfort, refinement and power-in-reserve characteristics.

Powertrain
The Rover 75 V8 utilises the proven 4.6-litre V8 engine, widely used in North America to power the iconic Ford Mustang. Modifications have been made to the Powertrain to assist in packaging the engine while MG's engineers have also developed new intake, exhaust and emissions control systems to ensure the vehicle complies with stringent European noise legislation with no loss of power or torque. A new electronic engine calibration helps ensure the car exceeds current European emissions legislation. The automatic transmission has four speeds and is manufactured in North America.

The exhaust system, twinned for most of the length of the car, has four subtly mounted tailpipes, kept below the rear bumper. Outside the system produces a classic V8 burble, while inside the cabin remains quietly subdued, yet retains the note of a thoroughbred V8.

The Dana Hydratrak limited slip differential system option, utilises vane-pump principles to ensure continuous and seamless torque transmission to both rear wheels in the event of wheel speed differential.

Steering and Suspension
The Rover 75's steering and suspension systems have evolved radically to match the performance of the V8 power unit. Developed by driving enthusiasts for enthusiasts, the team focused their efforts on honing the car's classic rear-drive handling to provide progressive control under the widest range of conditions. The result is a car that blends day-to-day ease of use with the driver-rewards of a true thoroughbred.

Power steering is now via a new forward mounted rack layout providing excellent feel and driver feedback to the leather-bound wheel.

The geometry of the 75's Mac Pherson strut front suspension has been tuned to the requirements of the new chassis. A new design of upright is matched to Eibach linear rate springs and a new, larger diameter anti-roll bar. Wheel response is controlled by Bilstein monotube struts, which combine a large piston area for fine tuning resolution with very high bending stiffness for improved camber control.

A new multi-link rear suspension has been evolved from the design created for the ZT 260 V8. A new six-mount subframe houses the rear drive differential, while each wheel is located by three lateral links (two steel and one light-alloy) and a light alloy trailing arm. Compound rate springs, sourced from specialist Eibach, work in conjunction with Bilstein monotube dampers to provide excellent wheel control.

Wheel designs are available in a 17" Star-spoke design with 215/50 profile tyres provides supreme comfort levels, and in 18" with Contisport 225/45 R18 tyres. Both have a unique machine-faced feature.

Braking
The Rover 75 V8 has a new H-split braking system providing excellent stopping power. At the front, proven large capacity 325mm ventilated discs and sliding-pin callipers are specified. At the rear a new AP-Racing sourced brake system is specified with 332mm ventilated discs and opposed piston alloy callipers.

Interior environment
A new HEVAC (Heating, Ventilation and Air conditioning) unit is fitted to the V8. The new unit is a water-blend design featuring a dedicated electronic control unit to drive servo-motor valves to regulate the water flow around the heating circuit. This system has been refined to offer similar levels of response and control to the existing 75's acclaimed air-blending system. All models feature ATC (Automatic Temperature Control), using the familiar user-friendly interface of other 75 models.

Audi RSQ Concept, 2004

Audi RSQ Concept, 2004

The Audi RSQ is a mid-engined concept car developed for use as a product placement in the 2004 sci-fi movie I Robot. It is meant to depict a technologically advanced automobile from the year 2035.

This sports coup� is a visionary interpretation of Audi's typical automobile design. An important challenge presented to the designers was that despite its extreme character the car still had to be recognized by the audience as an Audi. To accommodate this demand, the engineers implemented a current Audi front-end design that includes a single-frame grille and the company's trademark overlapping rings.


The RSQ also includes special features suggested by movie director Alex Proyas. It utilizes spheres instead of wheels and its two butterfly doors are hinged to the C-posts of the body.

Though this kind of collaboration was a first for Audi, a similar project was developed by Lexus for use in the 2002 film Minority Report

Covini C6W, 2004

Covini C6W, 2004

The original idea for the Covini C6W was conceived by Ferruccio Covini in '74 and made provision for 10 inches front wheels because there where no low profile tyres at the time. The project was ditched in favour of the Soleado prototype, deemed more important, and lay dormant until the 80s when hydro-pneumatic suspension for the four front wheels where devised to optimise weight distribution under various loading conditions. High development costs and other contingencies forced the project to be delayed again. Its use of new ABS technologies and airbags in the 90s pointed in the direction of new research into active and passive safety. This aspect encouraged backing from companies for its development.

Why six wheels?

* in case of a front tyre deflation, the vehicle control is guaranteed by the other wheel next to it.
* four front disc brakes, although a smaller single area, ensure a greater braking surface; this means less overheating and a higher brake effort
* low risk of aquaplaning, due to the two foremost wheels, which wipe the water for the ones behind them, ensuring a better roadholding
* comfort is a consequence of more evenly distributed reaction forces in the supension: the reaction in case of a pot hole is divided between the four front wheels and the shudder in the chassis is limited.
* reduced unsprung weight in the wheels improves the grip. Directional stability is improved: a change of angle due to slack in the steering mechanism (in stuctures like silentblocks) is compensated by the second set of wheels.
* two additional springs and dampers provide a better handling for the vehicle.

Technical Specifications
* ENGINE: rear, longitudinal, 8 cylinder in V formation, 4 valves per cylinder, naturally aspirated, petrol direct injection Bosch-motronic.
* CAPACITY: 4200 cc
* MAX POWER: 380 PS (260KW) at 6400 rpm
* MAX TORQUE: about 450 Nm (45.9 Kgm) at 2700 rpm
* TRANSMISSION: rear wheel drive transaxle
* GEARBOX: mechanical 6-speed + reverse. Manual and electro-hydraulic steeringwheel mounted servo
* CHASSIS: steel tubular with carbon fibre reinforcements and structural parts
* SUSPENSION: independent front and rear wishbones
* WHEELS AND TYRES: front 16in wheels with 215/45-16 tyres; rear 20in with 345/25-20 tyres
* BRAKES: front and rear vented Brembo discs. Bosch servo and electronic brake distribution
* BODYWORK: glass fibre and carbon fibre
* DIMENSIONS: length 4180mm; width 1990mm; height 1080mm; wheelbase 2230mm/2750mm (to foremost/middle front transaxle); front track 1540mm; rear track 1620mm ; dry weight 1150 kg
* TOP SPEED: 300 km/h (185mph)

Elfin Streamliner MS8, 2004

Elfin Streamliner MS8, 2004

The Elfin MS8 models have been designed by Elfin Sports Cars and styled by the Holden Design team. This collaboration between two Australian manufacturing icons has been an enthusiastic exercise, by car enthusiasts, for car enthusiasts.

The Elfin MS8 sports cars are successors to the Elfin MS7, the Chevrolet V8 powered Elfin which won the 1975 and 1976 Australian Tourist Trophy Sports Car Championships.


On July 5, 2006 Elfin announced that the MS8 Streamliner will be going into production. Problems had surfaced with emissions and noise regulations which caused problems with the development cycle, but the car will have the same Holden-derrived parts as the concept did. Sales should begin at the end of 2006, and production will be limited to just 100 units. Pricing has been set at about $119,500 Australian Dollars, or about $88,500 American Dollars.

Drivetrain
* 5.7 litre alloy V8
* From 245 kW
* 6 speed gearbox
* Limited Slip Differential (LSD)

Safety
* Traction control
* ABS braking system
* Cruise control

Suspension
* Fully independent rear suspension with top and bottom wishbones plus toe link adjustment
* Front suspension with top and bottom chrome moly, unequal, aerofoil wishbones
* Fully adjustable race spec rose joints throughout
* Elfin alloy uprights (front and rear), fully adjustable for camber, caster & toe
* Coil over Koni shock absorbers, adjustable for bump, rebound and ride height

Brakes
* Slotted & ventilated 4 wheel disc brakes Front: 32 x 343mm discs
* Elfin alloy billet machined 6 pot calipers Rear: 18 x 315mm discs with handbrake
* Elfin alloy billet machined 4 pot calipers

Wheels/Tyres
* Alloy 18" wheels
* 235 x 40 tyres

Dimensions
* Length 3500mm
* Front Track 1460mm
* Width 1710mm
* Rear Track 1430mm
* Wheelbase 2290mm
* Kerb Weight 1050kg