A new name—Sydney Motorsport Park—and a #12 million dollar works program has turned Eastern Creek Raceway into “a professional, modern, international entertainment destination” according to Glenn Matthews, CEO of the Australian Racing Drivers’ Club.

Most of the upgrades centre around an 830m track extension starting from turn 6 at the south-eastern corner of the track. This has been complemented by improvements to the pitlane facilities and a new branding rollout to announce the new name, including a new website.

The 830m addition has created the 4.5km “Long Circuit” while the original 3.9km “Grand Prix Circuit” can still be used. In addition the track can now be separated into the 2.8km “GP North” and 1.8km “GP South” configurations which will allow two different events to be run at the same time.

Speaking at today’s official opening Glenn Matthews said: “What we have in Sydney Motorsport Park is unique in Sydney, and indeed NSW. It is the only permanent race track in the Sydney basin, and as a result the decision was taken that its name should reflect this.

“There are now four different track configurations, with the ability for the North GP and South GP layouts to operate at the same time, which significantly increases our capacity.”

Already the new layout has secured the return of the V8 Supercars to the track, with an event to be held there in August. Meanwhile, Matthews promised today, “There are some other exciting announcements regarding major events coming very soon too.”

Work is still ongoing for the control tower and pitlane complex that will be used to operate GP South circuit. They’ll be positioned adjacent to turns four and five.

We’ve included a couple of before and (almost) after satellite images below, along with an interview with V8SC driver Jonathon Webb, who was interviewed at today’s opening.

[Source: Sydney Motorsport Park]

Pic: nearmap

Pic: nearmap

Pic: ARDC

Eastern Creek Raceway reborn as Sydney Motorsport Park

21st May 2012 – Sydney’s Eastern Creek Raceway has been rebranded following a $12 million transformation, including the first new race circuits in Australia in a decade, upgraded pit facilities and the near doubling of capacity.

From today, Eastern Creek Raceway will be known officially as Sydney Motorsport Park, reflecting the facility’s significant physical and operational transformation.

Funded in a joint partnership between the NSW state government and official venue manager the Australian Racing Drivers’ Club (ARDC), the facility has undergone a complete change in operations and aesthetics.

As part of the ARDC’s long-term strategic plan for the facility, the rebranding coincides with the official opening of an 830-metre extension of the existing Grand Prix circuit. The resultant 4.5km Long Circuit will provide a new challenge for competitors while offering new and fantastic spectator vantage points.

ARDC CEO Glenn Matthews said that the name change was the next important phase of the transformation plan and positioned the facility as a truly international operation.

“Firstly, I must thank the NSW state government for embracing our vision, their passion for the venue and for their decision to continue their contribution to the future of motorsport in NSW,” said Mr Matthews.

“What we have in Sydney Motorsport Park is unique in Sydney, and indeed NSW. It is the only permanent race track in the Sydney basin, and as a result the decision was taken that its name should reflect this.

“There are now four different track configurations, with the ability for the North GP and South GP layouts to operate at the same time, which significantly increases our capacity.”

Work on the new pit lane structure and control tower to service the separate south configuration is underway on land adjacent to turns four and five.

This new complex will allow Sydney Motorsport Park to hold two race meetings, and multiple experiences simultaneously.

The existing pit lane and paddock areas are also undergoing refurbishment, which will be completed soon.

“We have experienced a spike in demand over the past two years, and all of these changes and upgrades have been made in order for us to be able to properly service Sydney’s motorsport public,” Mr Matthews said.

“Much has been done, and we are committed to completing a whole lot more. The ARDC has also worked hard to change the way we operate as a part of this transformation.

“We no longer see ourselves as just a track-for-hire operation, but rather a strong, flexible and willing partner to all those involved in Australian motorsport. Together we want to create the best environment for all of our stakeholders, be they racers, or race-goers.

“Apart from yearlong racing, Sydney Motorsport Park offers a dynamic range of motorsport experiences for the enthusiast, with track days, motorcycle ride days, V8 racing experiences, Radical race cars, classic and supercar experiences and much more,” Mr Matthews added.

The ARDC will also offer a comprehensive range of driver and rider training and safety initiatives.

2012 is a significant year for the ARDC as it celebrates its 60th anniversary.

The club will mark the milestone by hosting major events such as round nine of the 2012 V8 Supercars Championship in August and the eighth annual Muscle Car Masters on Father’s Day.

ARDC president Andrew Leithhead said the major facility changes were to help both the ARDC and Sydney Motorsport Park prosper well into the future.

“We are extremely proud of our long and distinguished history, but looking towards the future we have made these changes to ensure that the ARDC and Sydney Motorsport Park brands remain strong and relevant for a very long time,” he said.

“We encourage all motorsport fans that haven’t been out here for a while to come and experience the new Sydney Motorsport Park, and be a part of history at Sydney’s home of motorsport.”

Sydney Motorsport Park: The future of Australian motorsport

Sydney Motorsport Park is set to become Australia’s new home of motorsport following a $12 million refurbishment co-funded by the NSW state government and the Australian Racing Drivers’ Club (ARDC).

The facility has undergone much more than just a facelift.

New race circuits, upgraded pit and spectator facilities and an effective doubling of race and motorsport experience capacity will make Sydney Motorsport Park a world-class destination.

As a part of the ARDC’s long term strategic plan, Sydney Motorsport Park is looking to enhance its already strong calendar and to attract even more new and exciting motorsport racing, events, festivals and experiences.

This will reposition the venue as a best-in-class facility for competitors, promoters, motorsport spectators, tourists and the sports-loving community of greater western Sydney.

ARDC CEO Glenn Matthews said the recent announcement of the return of the V8 Supercars to the venue was part of this vision becoming reality.

“We are now a professional, modern, international entertainment destination,” said Mr Matthews.

“There are some other exciting announcements regarding major events coming very soon too.”

The facility becomes the most flexible motorsport destination in the country, offering four separate track configurations, including the extended 4.5km Long Circuit, original 3.9km GP Circuit, a 2.8km North GP layout and 1.9km South GP configuration.

The venue also becomes much more than a track for hire, with a comprehensive range of driver safety, training and motorsport experiences that offer the public the opportunity to be educated, inspired and entertained.

A prominent internet presence is a major part of the venue’s rebranding, with a new website launched today at www.sydneymotorsportpark.com.au.

The website allows visitors to view and book events and experiences, as well as interact with other fans via an exciting new section called ‘fan zone’.

This allows competitors and spectators to upload their images and videos of their Sydney Motorsport Park experiences.

“Creating a multi-platform presence is an important part of Sydney Motorsport Park’s future,” Mr Matthews added.

“Having a professional online presence has never been more important, and is something that we have been working on for 12 months now.

“All of these changes have been designed to make Sydney Motorsport Park – both the physical venue and our online presence – accessible, easy to use and friendly for both motorsport competitors and spectators.”

Those anticipating the Australian launch of the Toyota 86 sportscar were given a boost recently when the car was spotted at Mount Panorama in Bathurst. It’s understood Toyota Australia had the 86 on site to capture promotional images and film a television commercial.

Apparently Toyota reps weren’t too pleased when this car, wearing 8TYSIX numberplates, was photographed.

The 86 is powered by a 147kW 2.0 litre normally aspirated boxer engine. It’s joint development with Subaru has earned the car the nickname of Toybaru.

Subaru will also launch their version of the car, the BRZ, in Australia. Indeed, it’s expected Subaru will launch their car before the Toyota 86. We’re guessing we’ll be seeing official material for both within the next 3–4 weeks.

[Source: Western Advocate | Thanks to Scott for the tip]

Audi won a dramatic 24 hour race at the Nürburgring yesterday. It was the 40th running of the endurance classic, but this was their first win and was capped off in style with a one-two victory.

The race was won by the #3 Team Phoenix Audi R8 LMS ultra, with the #26 Mamerow Racing entry coming home one lap behind.

Ausi has put in a lot of time, effort and money towards winning this race and their faith in the product was displayed by the seven cars entered. Now they have their win Audi is overjoyed. Here’s a selection of comments from post-race:

Dieter Gass (Head of Racing Commitments Audi Sport): “That was an absolutely fantastic race and a great result for Audi. We’ve waited a long time for this victory – today is the day. It was an exciting race from start to finish. On one occasion our leading car became the innocent victim of an accident but we fought back again to the front to take a one-two finish. Really an exciting result for Audi.”

Werner Frowein (quattro GmbH): “What shall I say? I’m just incredibly happy. My thanks go to our Board Member Michael Dick who made this fantastic project possible. And obviously also a big thank you to the teams and drivers who have all done a fantastic job. We’ve worked hard for years for this victory. It’s just a dream that now even overall victory follows the earlier class wins.”

Dirk Theimann (Team Manager Audi Sport Team Phoenix): “A great day for Audi and for Phoenix Racing. We have won this race with three different brands, but the win today is the most emotional for us. I dedicate this victory to Werner Frowein because he has always backed this program.”

We’re still pretty chuffed that Warren Luff was able to take part in the race. It’s a shame his car didn’t make it to the end. We certainly hope it’s not the last time we see an Aussie at the wheel of an Audi factory car at the Ring.

There’s over 150 images from the race for you after the break, sorted in numerical order based on car numbers. Also included is a pair of press releases from Audi Motorsport to complement the photo gallery.

#2 Team Phoenix Audi R8 LMS ultra

Marcel Fässler (CH)/Christopher Mies (D)/René Rast (D)/Frank Stippler (D)

#3 Team Phoenix Audi R8 LMS ultra—1st place

Marc Basseng/Christopher Haase/Frank Stippler/Markus Winkelhock (all D)

#4 Speedhunters Team WRT Audi R8 LMS ultra

Oliver Jarvis (GB)/Andrea Piccini (I)/Edward Sandström (S)/Allan Simonsen (DK)

#9 Raeder Motorsport Audi R8 LMS ultra

Frank Biela/Christian Hohenadel/Luca Ludwig/Thomas Mutsch (all D)

#24 Audi race experience Audi R8 LMS ultra

Luca Cappellari (I)/Florian Gruber (D)/Warren Luff (AUS)/Alex Yoong (MAL)

#25 Audi race experience Audi R8 LMS ultra

Christian Bollrath (D)/Pierre Ehret (D)/Peter Venn (GB)/Marco Werner (D)

#26 Mamerow Racing Audi R8 LMS ultra—2nd place

Christian Abt/Michael Ammermüller/Armin Hahne/Christian Mamerow (all D)

First Audi overall victory in the Nürburgring 24 Hours

• One-two finish in Germany’s greatest race
  Next historical milestone after Le Mans and Spa
  Triumph for Audi Sport Team Phoenix in its home race

Ingolstadt/Nürburgring, May 20, 2012 – Erratic weather, an extreme pace, tough competition, bitter setbacks and a great triumph: Audi emerged from a genuine emotional roller-coaster ride as victor of the Nürburgring 24 Hours. In the 40th running of the Eifel classic the brand recorded its first overall victory with the new Audi R8 LMS ultra. The German driver quartet Marc Basseng/Christopher Haase/Frank Stippler/Markus Winkelhock shared driving duties in the car entered by Audi Sport Team Phoenix. Christian Abt/Michael Ammermüller/Armin Hahne/Christian Mamerow from Team Mamerow Racing completed the one-two success.

Audi has achieved yet another milestone in endurance racing within just eleven months: in June 2011 the brand celebrated its tenth victory in the 24 Hours of Le Mans with the R18 TDI LMP sports prototype. Last July the customer racing R8 LMS race car also won the 24 hour classic at Spa-Francorchamps in Belgium for the first time. The Nürburgring triumph now rounds off the endurance record. The competition around the Nordschleife was regarded as a particularly brutal test of endurance this year. The pace of the eight different brands represented in the GT3 class was unusually high, many leading teams were struck by technical defects and numerous accidents whittled the field down still further. While the Audi GT3 race car, which is derived from a production line car, ran technically reliably for 24 hours, the Audi teams did not escape unscathed from accidents either.

In this way, the Audi R8 LMS ultra with start number ‘2’ driven by Christopher Mies at the time was hit by an opponent in the rain while leading. The repairs took 53 minutes and stole any chance of victory from him and his team mates Marcel Fässler and René Rast – they were fifth at the flag. In the night the car with number ‘4’ from Speedhunters Team WRT lost a huge amount of time after a collision with a competitor damaged the steering. The Belgian team finished 32nd. Team Raeder Motorsport held a promising fifth position after 17 hours of racing when Thomas Mutsch was unable to avoid a lapped car as it changed line. After hitting the guardrail any it was impossible to contemplate driving further in start number 9. The Audi race experience finished in 17th place with Christian Bollrath/Pierre Ehret/Peter Venn/Marco Werner. The sister car driven by Luca Cappellari/Florian Gruber/Warren Luff/Alexander Yoong retired due to damage caused in an accident.

In the closing stages the pressure to succeed in the overall classification weighed heavily on the start numbers 3 and 26. Audi Sport Team Phoenix won its home race thanks to a combination of balanced pace, clever driving and reliable pit work. It was overall victory number three for the team from Meuspath and the first with Audi. Almost simultaneously Ernst Moser’s squad clinched third place as best Audi team in the third DTM race at Brands Hatch. Team Mamerow Racing also clinched an excellent result. Team director Peter Mamerow only changed his allegiance to Audi this year. With the support of Audi Sport customer racing the team fielded an R8 LMS ultra with Christian Abt/Michael Ammermüller/Armin Hahne/Christian Mamerow on board. Second overall is richly deserved for the private team from Castrop-Rauxel.

“We are absolutely delighted about this long desired victory,” explained Dieter Gass, Head of Racing Commitments at Audi Sport. “For three years the Audi R8 LMS was always the best GT3 car at the Nürburgring. Now we have taken overall victory in the fight with seven other brands. Over the last 24 hours nothing whatsoever was handed to us on a plate. Our victorious drivers and teams produced a fantastic, consistent and error free performance. My sincerest congratulations go to our winners. This victory in a race car closely related to the production based car once again proves that Audi Sport customer racing provides its customers with a well refined, versatile and successful race car.”

Race result

1. Basseng/Haase/Stippler/Winkelhock (Audi R8 LMS ultra), 155 laps
2. Abt/Ammermüller/Hahne/Mamerow (Audi R8 LMS ultra) + 3m 35.303s
3. Frankenhout/Simonsen/Kaffer/Arnold (Mercedes-Benz) + 11m 31.116s
4. Leinders/Palttala/Martin (BMW) – 1 lap
5. Fässler/Mies/Rast/Stippler (Audi R8 LMS ultra) – 4 laps
6. Abbelen/Schmitz/Brück/Huisman (Porsche) – 4 laps
7. Müller/Müller/Alzen/Adorf (BMW) – 5 laps
8. Hürtgen/Schwager/Bastian/Adorf (BMW) – 5 laps
9. Klingmann/Wittmann/Göransson/Lamy (BMW) – 5 laps
10. Zehe/Hartung/Rehfeld/Bullitt (Mercedes-Benz) – 5 laps
17. Bollrath/Ehret/Venn/Werner (Audi R8 LMS ultra) – 10 laps
32. Jarvis/Piccini/Sandström/Simonsen (Audi R8 LMS ultra) – 20 laps

Comments after the Nürburgring 24 Hours

Ingolstadt/Nürburgring, May 20, 2012 – Audi takes its first overall victory in the Nürburgring 24 Hours. The comments of the key personnel and the Audi drivers after the race.

Dieter Gass (Head of Racing Commitments Audi Sport): “That was an absolutely fantastic race and a great result for Audi. We’ve waited a long time for this victory – today is the day. It was an exciting race from start to finish. On one occasion our leading car became the innocent victim of an accident but we fought back again to the front to take a one-two finish. Really an exciting result for Audi.”

Werner Frowein (quattro GmbH): “What shall I say? I’m just incredibly happy. My thanks go to our Board Member Michael Dick who made this fantastic project possible. And obviously also a big thank you to the teams and drivers who have all done a fantastic job. We’ve worked hard for years for this victory. It’s just a dream that now even overall victory follows the earlier class wins.”

Romolo Liebchen (Head of Audi Sport customer racing): “This is a historical event. Audi has never won the Nürburgring 24 Hours before. We’ve finally done it. This is the biggest victory for customer racing. We are very happy.”

Dirk Theimann (Team Manager Audi Sport Team Phoenix): “A great day for Audi and for Phoenix Racing. We have won this race with three different brands, but the win today is the most emotional for us. I dedicate this victory to Werner Frowein because he has always backed this program.”

Peter Mamerow (Team Boss Mamerow Racing): “It was overwhelming when I think that we only received the car eight or nine weeks ago and had a pretty short time to prepare. It has always been my dream to finish on the podium at the 24-hour race. We’ve made a few attempts, led twice and retired. At some stage or other you don’t believe it can happen anymore. The cooperation with Audi is excellent and there is a great feeling of belonging together – this is all just fantastic.”

Vincent Vosse (Team Director Speedhunters Team WRT): “The race at the Nürburgring is extremely difficult and we must respect it. We choose to take on the challenge, learnt a lot and performed well. The car was fast and our drivers were strong. Audi has a good car for endurance competitions. None of the cars had a real problem. This is a proper race car for 24-hour events although the GT3 cars were primarily developed for short races. This is extraordinary.”

Nicki Raeder (Team Director Raeder Motorsport): “It was a fantastic weekend. We had the honor of doing the event for Audi. Things ran perfectly before the accident. We followed a rather more conservative strategy at the beginning and wanted to increase performance later, which is why we gave the drivers three seconds more time to lap other cars per lap. However, after six hours we saw that you can’t win a race like this and then attacked. In the end this didn’t pay off, but you also don’t win anything here by driving slowly.”

Josef Haider (Sporting Director Audi race experience): “Even though we lost a car at the end we are all completely happy. The seventeenth place is great for the Audi race experience. I’m particularly happy for our customers who made a valuable and wonderful experience. This is something you can build on.”

Markus Winkelhock, Audi R8 LMS ultra #3 (Audi Sport Team Phoenix), 1st position: “It was a super weekend, the weather also played along. It was a massive show and a great atmosphere. The competition was very strong and the cars were at a high level. To be at the very top at the finish is obviously amazing because things didn’t run so sweetly to start. Qualifying wasn’t perfect and we weren’t so good in the opening hours. Today you saw just what can happen in 24 hours. The car was super, the drivers were well suited and the team did a great job. Thanks to everyone who was involved.”

Christian Mamerow, Audi R8 LMS ultra #26 (Mamerow Racing), 2nd position: “I’m so incredibly proud of this entire team that has worked on this wonderful project. It’s simply fantastic to be speaking about a second place here, which I never thought possible beforehand. We produced solid work and got through without any real incidents. This was the key to our success.”

Christopher Mies, Audi R8 LMS ultra #2 (Audi Sport Team Phoenix), 5th position: “It was essentially a good race. We led for many hours, but I had an accident in the early hours of the morning. There was another car as I was approaching the Pflanzgarten 2 section, it braked in front of me and I crashed into the guardrail. At the flag we were fifth, which isn’t what we had hoped for.”

Christian Bollrath, Audi R8 LMS ultra #25 (Audi race experience), 17th position: “It is my second 24-hour race with the Audi race experience. This year it went even better than in 2011 and to finish 17th is fantastic. The whole race went perfectly. I’ve also improved significantly compared to last year. I’m very pleased.”

Oliver Jarvis, Audi R8 LMS ultra #4 (Speedhunters Team WRT), 32nd position: “It was certainly a very interesting race. Many incidents and events, but the most important thing is that our pace was really good. In the first few hours we could keep pace with the leading group. We were very competitive, but unfortunately we had contact with another car very early which is why we had to change the steering. Afterwards we fought our way back through the field again. Nevertheless, it was a race that was great fun. Our guys worked fantastically well and we learned a lot.”

Thomas Mutsch, Audi R8 LMS ultra #9 (Raeder Motorsport), retired: “We had a very good weekend before the accident. The start was good; we got through the night in great shape and excelled with fast lap times. Raeder Motorsport gave us a good car that was also great to drive in the rain. In the morning at the Pflanzgarten I overtook a lapped slower car which changed its line just in front of me. I had to brake hard on the crest and lost the car. An unhappy end when you have come so far and were going well. I would like to say thank you to the Raeder Motorsport team for the fantastic car.”

Alexander Yoong, Audi R8 LMS ultra #24 (Audi race experience), retired: “I really enjoyed my first 24-hour race with Audi. It was an incredible experience. I was exposed to all the possible weather conditions and I hope my team and Audi were satisfied with me. I also really hope that I can return next year. This is one of the greatest races I have ever seen.”

In addition to the Golf GTI Black Dynamic and show stopping Polo R WRC “Street” Volkswagen presented a number of other models at the GTI show in Wörthersee.

Not a lot of detail is given on the cars they brought along. Indeed the Scirocco R Concept Blue on show doesn’t even rate a mention in the official press release. But then this a show that’s all about engaging with the fans and not necessarily one for comprehensive model roll outs.

Perhaps the most notable model on display was the Polo R WRC “Race”, kitted out as though it could start a special stage tomorrow. Powered by a 1.6 litre TSI engine Volkswagen Motorsport say it will reach 100km’h in 4.1 seconds. On tarmac, presumably?

Actually, don’t be surprised if Volkswagen Motorsport makes a cheeky late race debut with its Polo R WRC for an event or two in the 2012 WRC season.

Anyway, check out the info Volkswagen has passed on after the break.

31st GTI Meeting at Wörthersee

• Polo WRC Street concept car: 2.0 l engine with 162 kW / 220 PS

Wolfsburg / Reifnitz, 17 May 2012 – For more than 30 years, the ‘GTI Meeting at Wörthersee’ has been a holiday in the calendar of fans of sporty Volkswagen vehicles. An event that will also this year see fans from right across Europe coming to the largest ‘GTI meeting in the world’ in Austria. At this show of the superlatives, besides the Golf GTI Cabriolet, Volkswagen and Volkswagen Motorsport will be presenting the Polo R-WRC, the Polo WRC Street special edition model plus two further Golf GTI concept cars.

Golf GTI Cabriolet: Following its world premiere at the Geneva International Motor Show, GTI fans visiting the legendary Wörthersee event will have the chance to experience close up the dynamic advantages and sophisticated equipment features of this sports car from Wolfsburg. The key component of this highly dynamic soft top Golf is the 2.0 l engine with 155 kW / 210 PS fitted for the first time in the Cabriolet. It is available with two engine/gearbox versions: as a manual gearbox or with the fast-changing dual-clutch gearbox (DSG), each with 6 speeds. A standard feature for all customers who get to indulge in the sporty driving performance of the Golf GTI Cabriolet is the XDS electronic differential lock on the front axle, which ensures perfect traction, enhanced agility and the utmost driving stability. To complete the picture, this hot hatch is fitted with 17-inch alloy wheels of the type ‘Denver’ (18-inch wheels of the type ‘Detroit’ are optionally available) in addition to a new diffuser with chrome tailpipes.

Polo WRC Street: From motor racing to the street is the motto of the Polo WRC Street concept car. At Wörthersee, Volkswagen will be presenting for the first time a preview of an extremely sporty small series, which is due to be launched in late 2013. With its highly unique and distinctive design, this model cuts an impressive figure with its rear spoiler, diffuser, sports suspension and an inscription with R-WRC logos. A powerful 162 kW / 220 PS 2.0 litre TSI produces motorsport-like performance.

Polo R-WRC: With the newly developed Polo R WRC, Volkswagen Motorsport is presenting a road-going prototype for the FIA World Rally Championship. The “hottest Polo ever” – as it was called by Volkswagen Head of Development Dr. Ulrich Hackenberg even at its first official airing – will be starting its tour around the globe from 2013 at numerous WRC races. At the heart of this racing version beats a 1.6 l TSI engine with approx. 220 kW / 300 PS power output, which ensures impressive acceleration from naught to 100 km/h in 4.1 seconds.

GTI Black Dynamic: Black as the night, with a red/black colour concept and lowered sports suspension, the ‘GTI Black Dynamic’ will be making an appearance at Wörthersee. Since October last year, nine Volkswagen apprentices – four young women and five young men – have been working on their ‘Apprentice Golf GTI 2012’. Their objective: vehicle concept design, styling, engine version and numerous details are meant to convey their interpretation of a classic sports car. Elegant and simple but with numerous stylish details, the ‘Black Dynamic’ is a real head-turner. It also features a 1,800 Watt sound system with nine loudspeakers, which takes up the entire boot space. This year’s ‘Golf GTI Black Dynamic’ is the fifth vehicle project to make its debut amongst the petrol heads in Austria.

Golf GTI ‘White Concept’: The attractive design study Golf GTI ‘White Concept’ is characterised by its remarkable ‘Oryx White matt’ paintwork. The vehicle interior affords an exciting black/red contrast. In addition to the sports seats in Nappa leather, red contrasting stitching adorns numerous details such as the steering wheel, handbrake lever and door armrests. A door sill trim – with the GTI logo and honeycomb pattern in White Matt and Aluminium – go to complete the unique appearance of the Golf GTI ‘Concept White’.

Feast your eyes on this, it’s a Polo R WRC “Street” and it’s packing a 162kW punch thanks to a 2.0 litre TSI engine. Impressive? Almost as impressive as this encouragement from Volkswagen’s teasing press release, which states the road-going model is “due to be launched in late 2013.”

For now the horsepower and engine size is all Volkswagen has given away. Seems pretty clear the engine is a mildly tuned Golf GTI engine, but what we really need to know now is will the Polo R WRC “Street” feature a 4motion all-wheel drive system, and will it offer a manual gearbox?

There’s a handful of other images from Wörthersee after the break. We’ll bring you any new info on this car as soon as we hear it.

31st GTI Meeting at Wörthersee

• Polo R WRC Street concept car: 2.0 l engine with 162 kW / 220 PS

Polo R WRC Street: From motor racing to the street is the motto of the Polo R WRC Street concept car. At Wörthersee, Volkswagen will be presenting for the first time a preview of an extremely sporty small series, which is due to be launched in late 2013. With its highly unique and distinctive design, this model cuts an impressive figure with its rear spoiler, diffuser, sports suspension and an inscription with R-WRC logos. A powerful 162 kW / 220 PS 2.0 litre TSI produces motorsport-like performance.

The annual “GTI” show is currently underway in Wörthersee, Austria, and nine young VW apprentices have been thrown the keys to a Mk6 Golf GTI and told to go crazy. They’ve come up with the Golf GTI Black Dynamic.

The kids haven’t messed about either, upping power by a whopping 110kW, to a new total of 265kW. Eight-pot brakes up help slow things down in what must be a damn fast GTI. They’ve also chucked in an ear splitting 1800W sound system. All that has been adorned by a custom paint-scheme and interior touches.

It’s a pretty nifty opportunity and trainee automotive mechatronics technician Martin Schmidt was pretty chuffed to be part of the action: “For our team, the GTI Black Dynamic is the high point of our training. The amount that we have learned is incredible, and we have developed our own ideas and implemented them in ‘our’ car. Where else do you get an opportunity like that?”

Black, dynamic, unique: The Golf GTI Black Dynamic

• Nine Volkswagen apprentices create a black-and-red powerhouse
• World premiere at 31st GTI Festival in Reifnitz on the Wörthersee in Austria

Wolfsburg / Reifnitz, 17 May 2012 – Black as the night, with a black-and-red interior, 360 PS (265 kW) TSI engine and a lowered sport suspension, the GTI Black Dynamic makes a lasting impression. Nine Volkswagen apprentices from four professions produced this custom Golf in only seven months. One of the special features: GTI lettering in the doors and hatch with handmade characters. Another highlight is the 1,800 watt sound system installed in the boot and visible beneath a specially manufactured plexiglas sheet, with nine loudspeakers. The team of four women and five men between the ages of 18 and 23 chose the motto “sporty driving” for the customisation of the production GTI.

One of the things that future automotive mechatronics technician Martin Schmidt (22) took care of was the stamping the GTI lettering in a deep-drawing process. “For our team, the GTI Black Dynamic is the high point of our training,” he said. “The amount that we have learned is incredible, and we have developed our own ideas and implemented them in ‘our’ car. Where else do you get an opportunity like that?” he added enthusiastically.

The custom features of the Black Dynamic were all produced by the apprentices: the sport seats upholstered in black-and-red Alcantara and leather, interior door trim with decorative red seams, the Deep Black Metallic exterior finish combined with flat anthracite film trim, the engine and gearbox management tuned to produce and transmit an extra 150 PS, the oversized exhaust system and the eight-piston brake system.

Under the guidance of their trainers, Detlef Weiner and Björn Schallhorn, the apprentices, who are among the best in their classes, planned the entire design and created the respective project plans. Furthermore, they selected the appropriate parts from the Volkswagen model range, negotiated with suppliers, and performed their own work on the car. Finally, the future paint technicians, vehicle mechatronics technicians, interior constructors and process mechanic gave “their GTI” its name: Golf GTI Black Dynamic.

“We are proud of the creativity and achievement of our apprentices,” declared Professor Heiko Gintz, who heads vocational training at Wolfsburg. Volkswagen gives its best apprentices an opportunity to extend their knowledge with projects such as the GTI Black Dynamic.

The Golf GTI Black Dynamic is celebrating its world premiere from 16 to 19 May before roughly 150,000 Volkswagen and custom-car fans at the 31st GTI Festival at Wörthersee in Austria.

Other special car projects conducted within the Volkswagen training programme have already premiered at previous GTI festivals at Wörthersee and at the Idea Expo in Hanover, Germany.

Names of apprentices on the GTI Black Dynamic team (by profession): Interior constructors: Charleen Pohle (19), Sarah Unverzagt (20); Paint technicians: Laura Krätz (18), Christian Wolter (23); Automotive mechatronics technicians: Lisa Batke (19), Roman Huck (24), Richard Neubert (18), Martin Schmidt (22); Process mechanic for plastic and rubber technology: Tim Köhler (19)

These spy shots of the next-gen Porsche Cayman (981) aren’t new, indeed they’re almost 12 months old. But we stumbled across them today in our internet travels and thought—especially in profile view—gee, the new Cayman is going to look bloody good!

That’s probably no real surprise, as the new Boxster, on which the Cayman is based, is also a fine looking car.

But when you compare the new Cayman to the previous 987 model you see the silhouette has evolved nicely. The 987 was a pretty good looking coupé to start with, but that slightly beefier rake on the rear window of the 981 has attracted our attention, and increased our anticipation for the new model.

We’re expecting to see the new Cayman at the LA Auto Show in late November.

[Source: Road & Track | Pics: Brenda Priddy & Company]

“The most powerful letter in the world” is the rough translation of the text beneath the M logo. It’s certainly a letter that means a lot to BMW and its customers and 2012 is a big year for M.

BMW is celebrating the 4oth anniversary of its M GmbH division in 2012. They’ve sent out a lengthy press release covering the achievements of the brand during that time. And they are many.

We like this quote from former BMW AG Board Member Sales, Bob Lutz, who said this in 1972 when M GmbH was formed: “A company is like a human being. As long as it goes in for sports, it is fit, well-trained, full of enthusiasm and performance.”

Enthusiasm and performance, two fitting words to describe the M brand.

The BMW M Story. 40 Years BMW M GmbH.

16.05.2012

“A company is like a human being. As long as it goes in for sports, it is fit, well-trained, full of enthusiasm and performance.” These were the words of Robert A. Lutz, BMW AG Board Member Sales, back in 1972. They were the words christening the youngest subsidiary of BMW AG at the time, BMW Motorsport GmbH. Today the company is called BMW M GmbH. But it is just as fit, well-trained, full of enthusiasm and performance as it was 40 years ago.

The early 1970s were the dawn of a new age for BMW: A new, young Board of Management under Eberhard von Kuenheim had set out to strategically power and pursue the ongoing success of the Company. This included the construction of a new head office – the legendary BMW Four-Cylinder – as well as the establishment of BMW’s own in-house Sports Division. Quoting Robert A. Lutz once again: “With sports always being a driving force at BMW, also while the Company was developing dynamically in the business world, it was only obvious at this point that we should concentrate and consolidate our activities in motor sport.”

Indeed, demand and untapped opportunities exceeded the potentials and capacities of the former Sports Department by far. The BMW 1800 TI and 2000 TI, as well as the entire 02 Series, were the most popular competition cars winning one race after the other. But BMW itself was able to meet only a fragment of the overall demand, the vast majority of cars being prepared, run and sold by tuning companies. Since the mid-1960s, BMW had also been involved in Formula 2 – and in the years to come hardly a team anywhere was able to enter this Formula successfully without BMW’s high-performance power units. Countless racing wins and European Championships by BMW dominated the scene.

1972: A team highly experienced in racing forms BMW Motorsport GmbH.

BMW Motorsport GmbH, facing the challenges described, took over on 1 May 1972. The Managing Director of this team of specialists originally made up of 35 employees was Jochen Neerpasch, an ex-Porsche works driver and Ford’s Racing Manager in Cologne before moving to Munich.

He immediately attracted a whole group of racing drivers destined to leave their stamp on BMW Motorsport for decades to come: Chris Amon, Toine Hezemans, Hans-Joachim Stuck and Dieter Quester. Björn Waldegaard and Achim Warmbold were hired by the Company as rally drivers.

The new company was able to move into its own building after just a few months, with the racing workshop and racing engine production shop, toolmaking and the engine dynamometer all being installed in the immediate vicinity of BMW’s Munich Plant on a site measuring more than 8,000 square metres in Preussenstrasse. This is where the sports machines for 1973 saw the light of day: A 950-kilo 2002 powered by a two-litre four-valve four-cylinder for rally racing, with maximum output of 240 hp, as well as a new touring coupé described by Jochen Neerpasch in the early days in very clear words: “Since we saw 1973 as our kick-off year, we didn’t expect to win this European Championship right away.” The model designation of the new car was 3.0 CSL. The doors and lids were made of aluminium, the five-speed gearbox featured a magnesium housing. Overall weight was 1,092 kg or 2,408 lb. But the real highlight was hidden beneath the hood, a 3,340 cc straight-six with 12 valves, fuel injection and a compression ratio of 11:1. Maximum output: 360 hp. This was the last two-valve engine that BMW built for racing.

BMW’s traditional philosophy: The human focus.

BMW Motorsport GmbH entered the 1973 season perfectly prepared not only in technical terms. The drivers were also top-fit, with Jochen Neerpasch taking the entire team of drivers to a “driver tuning” season in St. Moritz. Here, in this Swiss skiers’ paradise, the entire team received the final touch from a sports instructor and a sports psychologist. Even back then, in the very early years, BMW attached the utmost importance to optimisation of the man/machine interface. And there were even plans back then for similar courses to be offered to “non-professionals”. Since 1977 these courses have been called BMW Driver Training.

This was the team BMW Motorsport GmbH took to the race track in the 1973 season. And it was not only the 3.0 CSL coupé that hit the headlines from the very beginning: For the first time a complete racing team from the car transport vehicle to the key tag came in the same design.

These were the three blue, violet and red colour stripes on a brilliant white background characterising the look of BMW Motorsport to this very day.

The CSL coupés in these colours soon known to everybody in the world of motor racing were unbeatable. Hans-Joachim Stuck and Chris Amon brought home the Touring Car Grand Prix at the Nürburgring in their very first attempt. BMW was the overall winner of the Touring Car Category in the 24 Hour Race at Le Mans.

The most successful touring car of its day: The BMW 3.0 CSL .

The 3.0 CSL dream coupé in its spectacular racing livery subsequently became the most successful touring car of its time, winning the European Championship six times between 1973 and 1979 and dominating the international touring car scene for almost a decade. But the BMW 3.0 CSL was a pioneer not only in its colour design, but also through a whole range of significant technical innovations: First, it was powered from 1973 by BMW’s first-ever four-valve six-cylinder. Second, it featured a prototype anti-lock braking system from 1974, long before this innovation became standard technology in the BMW 7 Series. And at the end of its career, in the guise of the turbo coupé, the 3.0 CSL developed maximum output of up to 800 hp. In 1976, BMW Motorsport GmbH sent BMW’s most powerful touring car out on to the track with Ronnie Peterson at the wheel, this supreme version of the CSL featuring a 3.2-litre biturbo engine with output intentionally reduced to 750 hp.

BMW Motorsport GmbH maintained its successful process of development also in Formula 2: Fifty of BMW’s two-litre four-valve engines went to March, subsequently winning 11 out of 16 races. In 1973 Jean Pierre Jarier, powered by a BMW engine, brought home the European Formula 2 Championship at the wheel of his March and the engine dominated the two-litre category consistently for nearly ten years, with Patrick Depailler (1974), Bruno Giacomelli (1978), Marc Surer (1979) and Corrado Fabi (1982) winning the European title in their BMW-powered March Formula 2 racing cars. Other teams were equally thrilled by this two-litre four-cylinder built in a production run of more than 500 units, most of which developing over 300 hp.

In 1975, BMW Motorsport GmbH shifted its focus to the other side of the Atlantic: Now the Company concentrated on the US IMSA Series, seeking in the process to present the letters “BMW” to a larger US market. When the year came to an end, the number of US citizens who knew that BMW stood for “Bavarian Motor Works” had increased considerably – and this was no surprise with BMW winning the Manufacturer’s Category in the IMSA Championship.

1976: The “driver’s school” becomes BMW Driver Training.

On 3 February 1976, BMW’s Board of Management decided to entrust BMW Motorsport GmbH with yet another task: to professionalise an activity still referred to at the time as a “driver’s school”. The original brief given to the Management of the Company was to organise 15 courses a year with 20 participants each at BMW’s test facilities, as well as five additional courses with 100 participants in each case on race tracks – that is a total of 800 participants a year. “As the Company responsible throughout BMW for all motor sport activities, BMW Motorsport GmbH wishes to promote the driver in his performance as part of the man/machine system.” This was the key statement in the initial publication of BMW Driver Training – and it remains valid to this very day.

From the very beginning one of the main features of BMW Driver Training was to provide the cars for the participants to use – and this philosophy remains unchanged to this very day. This means that all participants have the same cars in technical terms and need not worry about tyre wear and their own cars. To implement this philosophy in practice, the Company established its own small fleet of BMW 320i’s, at the time the ideal car for training with its maximum output of 125 hp. All of these cars featured a specially tuned suspension, a limited-slip differential with 40 per cent locking action, and a bucket seat for the driver. So BMW’s first “team” in Driver Training was certainly well prepared.

The BMW Driver Training curriculum was all set and ready to go following the first test courses at the Manching Military Airfield near Ingolstadt, Rauno Aaltonen officially signing up as BMW’s first chief instructor on 13 January 1977. In fact, Aaltonen applied his experience not only on the track, but also through the only book on driver training published at the time: “Revolution at the Wheel” – a unique book clearly describing the course and its curriculum, and therefore sold out almost overnight. To this very day, the “Flying Finn” passes on his unique skills to BMW drivers, although the focus has now for a long time been on greater safety.

Soon making their appearance: The first “extra-hot” road-going BMW.

Well into the second half of the 1970s, BMW Motorsport GmbH focused almost exclusively on the construction of racing cars. The new BMW 320 entered in Group 5, for example, continued the outstanding success of the 02 Series. But many a good customer – not just racing drivers, but also BMW enthusiasts in everyday life – were also looking for M Power on regular roads and this is how the first “hot” 5 Series came into being from 1974: the 530, 533i, 535i. Indeed, these cars were superior to their production counterparts not only in terms of their engines, but also in their suspension and brake technology receiving the special attention of the engineers at BMW Motorsport GmbH. “Regular” saloons almost “normal” at first sight thus became the first high-performance four-seaters revolutionising the world of the sports car through their sophisticated technology. Initially these were built and sold only in very small numbers, but soon the performance philosophy became increasingly popular. By 1980, 895 units based on the first 5 Series had been purchased.

The big sensation in the world of sports cars in 1978: The BMW M1.

The next project to come along was geared towards producing Motorsport GmbH’s first competition car not based on a regular production model: the BMW M1. While BMW built the technical components, Lamborghini was supposed to supply the body and the chassis. However, financial problems at Lamborghini resulted in significant delays. Ultimately, a new production chain had to be found and the manufacture of the BMW M1 turned into something of a patchwork puzzle. The spaceframe was manufactured at Marchesi, the glass-fibre reinforced plastic bodyshell was produced at T.I.R., both companies were based in Modena. Giorgio Giugiaro’s company ItalDesign assembled them and provided the interiors fittings. The cars were then transported to Stuttgart where Baur installed all the mechanical assemblies.

Jochen Neerpasch, the Managing Director of Motorsport GmbH, joined forces with Bernie Ecclestone and Max Mosley to create the ProCar Series as the opening race leading into most European Formula 1 Grand Prix during the 1979/80 season.

Since the minimum production requirement for homologation in FIA Group 4 was 400 units, the ultra-low mid-engined M1 measuring a mere 1.14 metres in height also came as a road-going model. The first car with the famous letter “M” made its debut in the market. The price of the 277 hp M1 back in 1978 was exactly DM 100,000, but demand exceeded supply by far. When 130 cars had been completed after one year, there were still more than 300 firm orders waiting to be fulfilled. Right from the start the M1 was the fastest road-going sports car built in Germany, as timed by a leading car journal: In a test conducted in 1979, the M1 reached a top speed of 264.7 km/h or 164.1 mph. “You only have to shift up from fourth to fifth at 213 km/h or 132 mph, and then keep on accelerating all-out up to the top speed of the car,” according to the testers. Lots of customers appreciated this, as did the subsequent Formula 1 World Champion Alan Jones.

Even this was very little compared with the racing version: Developing 470 hp, the ProCar racing version had a top speed well over 300 km/h or 190 mph. And it was in one of these cars that Niki Lauda, already two-time winner of the Formula 1 World Championship, made his big appearance in 1979, winning three out of 8 M1 ProCar races and finishing second on another occasion. In the USA the Red Lobster Team Ml’s quickly became genuine cult cars wiping out the competition in the IMSA GTO Class.

Motivated by the outstanding success of the M1 and its great image, Motorsport GmbH decided to build another model: Proceeding from the regular 5 Series, the engineers developed and built the M535i in 1980, carrying over the two-valve six-cylinder from the 635CSi. With engine output of 218 hp, this 5 Series quickly became the king of the fast lane.

Formula 1 sensation in 1980: BMW creates the World Championship turbo engine.

Jochen Neerpasch left Motorsport GmbH in 1980 and was succeeded by Dieter Stappert taking over as the Racing Director. Paul Rosche, in turn, who had been responsible for BMW racing engines since 1969, was appointed Technical Director. And it was indeed Paul Rosche who became the key player when BMW decided in the early 1980s to prove its competence also in the highest realms of motor sport: In April 1980, BMW officially announced its entry into Formula 1, giving the engineers at Motorsport GmbH the green light to develop BMW’s first Formula 1 power unit:

Taking a four-cylinder displacing only 1.5 litres and based on a standard production block, the team of specialists around engine “wizard” Paul Rosche created a Formula 1 power unit developing staggering output of 800 hp. The secret behind this mind-boggling performance was the combination of 16-valve technology and a turbocharger masterminded for the first time in Formula 1 by Digital Motor Electronics.

The first training car was put through its paces in practice just a year later and in 1982 Brabham entered the first Grand Prix with a BMW engine. Right from the start, this turbocharged power unit proved its supremacy on the track, with the greatest triumph following in 1983: Just 630 days after BMW’s Formula 1 engine had made its first appearance, Brazilian driver Nelson Piquet won the World Championship in a Brabham BMW. And up to 1987 BMW brought home a total 9 Grand Prix wins with this successful machine.

BMW M turbo engines did not only go to the Brabham Team. Arrows also used the M power machine from 1984 to 1986, just like ATS in 1983/84 and Ligier in 1987. In 1986, Gerhard Berger won the race in Mexico in a Benetton car, marking the last triumph of this turbocharged power unit. A year later Road and Track, the US car journal, demonstrated the supreme performance of the Benetton B 186 with Teo Fabi at the wheel: Powered by 900 hp, Fabi’s monoposto accelerated to 100 mph (160 km/h) in exactly 4.8 seconds. And Paul Rosche was confident that this four-cylinder was able to develop a lot more power in practice: “It must have been about 1,400 hp, but we don’t know the exact figure since the engine dynamometer didn’t go beyond 1280 hp.”

Another important event in 1983 went almost unnoticed: BMW Motorsport GmbH took on additional functions and responsibilities when it was transformed into a performance-oriented development company. Accordingly, the headcount at BMW’s highly successful subsidiary was now increased to 380, further important responsibilities such as motor-sport organisation, administration and workshops being added to the development, design and testing of outstanding BMW products. This saw the creation of individual development centres for engines and suspension technology providing the input for these activities. And in its customer relations Motorsport GmbH had already been offering far more than “just” sophisticated automotive technology for a long time already, sales of accessories and the growing wish of discerning customers for custom-built and individually equipped cars already accounting for a significant share in sales.

BMW M1 six-cylinder also featured in production cars: The M5 and M635CSi.

In 1984, Motorsport GmbH hit the headlines once again, especially among all aficionados of high-performance sports cars: The fast-revving four-valve straight-six originally featured in the M1 now made its appearance in the M635CSi Coupé and in the M5. Particularly the M5 hand-built in Preussenstrasse quickly became a legend in the world of motoring: The M5 was a genuine “wolf in sheep’s clothing”, with output of 286 hp exceeding the engine power of the 518i almost three times. While at first sight the M5 could hardly be distinguished from its regular production counterpart, its top speed of 245 km/h or 152 mph caught many drivers of big saloons and sports cars thoroughly by surprise when the M5 simply left them standing no matter how hard they tried. The term “Executive Express” was born.

1986: The debut of the M3, the most successful touring car ever.

After completing its activities in Formula 1, Motorsport GmbH focused all its energy on touring car racing. And in 1986 this resulted in the birth of the BMW M3, a compact two-door sports saloon representing BMW’s first parallel development in series production and motor sport: The road version requiring a production run of 5,000 units within one year for recognition as a touring car was conceived for racing right from the start and tailored in virtually every respect to the regulations in Group A. Since the facilities in Preussenstrasse were unable to handle the sheer magnitude of the tasks involved, Motorsport GmbH moved to its second home in the Munich suburb of Garching in 1986.

The result was an outstanding success for BMW in every respect. Right from the start, this brilliant white racing car in BMW Motorsport livery brought home one racing win, trophy and title after the other: In 1987, Italian driver Roberto Ravaglia won the World Touring Car Championship at the wheel of a BMW M3.

Developing maximum output of 195 hp from its four-cylinder 16-valve power unit and featuring a catalytic converter as standard, this high-performance saloon became the benchmark in motor sport from now on.

In the five years to follow, the M3 was the uncontested leader in the international touring car scene, bringing home two European Touring Car Championships, winning the German Touring Car Championship (DTM) twice as well as a large number of other international events and championships, and thus becoming the most successful touring car.

The M3 was equally successful as a road-going car for customers, reaching a sales volume nobody would have expected: Sales of the first BMW M3 amounted to more than 17,970 units, including 600 2.5-litre M3 Sportevolution models as well as 765 M3 convertibles built by hand. The M3 also proved that sporting performance and environmental protection need not necessarily be a contradiction in terms, with the M3 offering a standard of fuel economy quite unparalleled in relation to its power and performance.

A new market: The second M5 also built as a touring car.

The M5 entered its second generation in 1988, the straight-six power unit originally displacing 3.6 and subsequently 3.8 litres, with output increasing first to 315 and then to 340 hp. Another change was that the engines no longer bore the “M” in their internal production code, but rather an “S” designating the origin of BMW Motorsport GmbH power units from now on. The customer is able to determine the difference at a glance, the letters “BMW” now being replaced by “M Power” on the valve cover, just as on the M3 four-cylinder. The M5 was initially introduced as a saloon and then at the beginning of 1992 as a touring to create ­a unique synthesis of a thoroughbred sports car and a sophisticated transport vehicle.

When the next 3 Series was set to make its appearance in 1990, Motorsport GmbH was already working on the new BMW M3 which was launched on the market in 1992. But the new car was no longer adorned by striking spoilers and widely flared wheel arches, like its predecessor. Instead, the new M3 – reflecting the signs of the times – came in a more discreet look and was recognisable to the connoisseur only through specific details – one of which, of course, being the unmistakable sound generated by the three-litre six-cylinder four-valve power unit developing maximum output of 286 hp. This M3 six-cylinder was also BMW’s first engine with VANOS variable valve timing, an infinitely adjustable system varying the intake camshaft as required. This system patented by BMW M boosts torque above all at low and medium engine speeds.

Another unique feature on this car seen for the first time was the introduction of engine management developed by BMW and with a capacity of 20 million instructions per second.

The Car of the Century: The second BMW M3.

Customers and the media alike simply loved this M3 right from the start. The order books were full immediately and the first titles and awards were just around the corner. The readers of sport auto, the German motor magazine, made this most agile of all BMW 3 Series their “Car of the Year” no less than twice in a row, Auto Plus in France even chose the M3 following a comparison with other upmarket models as the “Car of the Century”. And immediately after the M3 had been launched in the USA, the editors of Automobile Magazine gave the new star their “Car of the Year” award, the first time ever that this prize went to an import.

This time both a convertible and a somewhat more comfort-oriented saloon were included in the planning process right from the outset. Developing maximum output of 295 hp, the M3 GT produced in a small, special series moved up the performance benchmark right to the top. Between 1992 and 1996 Motorsport GmbH built more than 85 four-door racing 3 Series based on this M3, with Johnny Cecotto at the wheel winning the ADAC GT Championship in 1993 and setting out to conquer the US motor-sport market next. So it was no surprise that the 400 hp PTG M3 subsequently won the IMSA title in 1996.

The really discerning purchaser was able to have his M3 – just like every other BMW – built to his personal wishes, since BMW Individual had been established by Motorsport GmbH in 1992, supplementing the Company’s existing activities. Covering the entire range of BMW models, this specialist company fulfils the most individual wishes and preferences tailor-made to the customer and exceeding the range of “regular” options by far. Demand is particularly great for unusual paintwork or interior equipment, as well as individual features and professional communication electronics. Establishing BMW Individual, Motorsport GmbH once again became a pioneer in the market, also opening up the door to more individual style in the automotive world, one might say as the supreme standard of customer orientation.

With this new line of business developing and expanding at a breath-taking pace, the Company had to be adjusted once again: It required a new name covering the entire scope of operations, since a customer wishing to have his car individualised by BMW Individual or taking part in BMW Driver Training did not find what he was looking for under the existing name “Motorsport GmbH”. So what could have been better than that legendary letter M, defined within the Company as the “most powerful letter in the world”? Since 1 August 1993, therefore, the former Motorsport GmbH has been BMW M GmbH.

In 1995, the best-selling BMW M3 received even more power in a far-reaching process of evolution. And this extra power – 321 hp from 3.2 litres, more than 100 hp per litre – set a new benchmark for the competition and ­was also accompanied by extra torque. Double VANOS variable timing was also used for the first time, the advanced system with continuously variable timing of the intake and exhaust camshafts. Another feature was the introduction of a six-speed manual gearbox as the standard for conveying drive power to the rear wheels.

A world-first achievement in transmission technology: SMG.

As far as transmission was concerned, BMW M GmbH became the first car maker in the world to introduce the Sequential M Gearbox (SMG), offering this unique technology in the M3. Based on the conventional M3 gearbox, SMG activates the clutch electrohydraulically when changing gears. So from now on the driver of the M3 no longer had to press down the clutch pedal, but was able to shift gears instantaneously simply by pulling or pushing the gear lever up and down one level. While some drivers were a bit sceptical about this new technology at the beginning, SMG soon boomed in the market, almost every other BMW M3 being fitted with this type of SMG gearbox by the time production came to an end.

Also in 1995, another engine with M Power scored an outstanding triumph: This was the big six-litre 12-cylinder based on the 750i engine powering the closed-top McLaren sports car to victory in the 24 Hour Race at Le Mans. Four-valve technology, a titanium crankshaft and an aluminium clutch helped to give the V12 maximum output of more than 600 hp. Once again it was an engine designed and built by Paul Rosche, who created the FI together with McLaren director Gordon Murray as the ultimate road-going sports car.

A few years later in 1999, BMW celebrated the greatest success with this power unit, the BMW V12 bringing home overall victory at the legendary 24 Hour Race in Le Mans.

By this time, however, the engine was no longer a product of M GmbH. BMW Motorsport Ltd was established in the United Kingdom in late 1995, taking over all of BMW’s motor-sport activities. Since then M GmbH has concentrated on the three areas of BMW M Cars, BMW Individual and BMW Driver Training.

The muscle twins: M roadster and M coupé.

The next sports car boasting that symbolic M at the rear entered the market soon after in 1997: The M roadster starring as the Ultimate Driving Machine in every respect is more than “just” a thrilling combination of the Z3 roadster with the 321 hp power unit of the M3. For at the time this unique muscle machine was also the highlight within the BMW roadster line-up. And the M coupé following shortly after the M roadster is a thoroughbred sports car of the highest standard, again featuring the M3 power unit and based on the M roadster, but with its own very special character. Indeed, the M coupé combines supreme agility and dynamic driving performance in a body offering not only driving pleasure, but also practical advantages in everyday motoring. Two golf bags, for example, fit easily into the attractively styled rear compartment.

1998: The M5 with its 400 hp 8-cylinder.

In 1998 the engineers of BMW M GmbH introduced the third generation of the BMW M5, opening up an entirely new dimension of driving dynamics in this part of the market. Naturally, understatement was once again the name of the game in creating this high-performance top model within the successful 5 Series. This is precisely why only the connoisseur can tell the new M5 from outside, focusing on the redesigned front skirt with its extra-large air scoop, the wide light-alloy wheels and the four tailpipes already well-known from the M roadster and M coupé.

For the first time the heart of the M5 is an all-new 8-cylinder offering the ultimate in power and torque: Maximum output is around 300 kW (400 hp) and torque peaks at around 500 Nm (369 lb-ft). And like its predecessor, the new M5 again features an ultra-precise and smooth six-speed manual gearbox.

2000: Entry of the third M3 in exciting new design.

Over the years the engineers at BMW M have set the standard not only in engine technology, but also with the chassis and suspension, for example on the third-generation M3. Making its debut in the year 2000, the M3 featured the compound brakes, with floating brake disks combining the advantages of better heat dissipation and a longer service life than regular systems. This new BMW M3 offered a bit more of everything: more power, more performance, more unique style. In simple facts and figures, this means 343 hp, 365 Nm (269 lb-ft) and acceleration from 0-100 km/h in 5.2 seconds. And contrary to its predecessor, the new M3 once again expressed its outstanding performance and driving qualities more clearly through truly exciting design. Nothing had changed about the M3’s ability to cope with everyday road-going situations. It remained a high-performance automobile which once again took on the lead role in its class thanks to the combination of outstanding characteristics.

One year later, the M3 took off its road-going suit and donned racing overalls. The M3 GTR lined up on the starting grid of the American Le Mans Series with a four-litre eight-cylinder under the bonnet for the first time. The racing car with the characteristic air scoops in the bonnet and the powerful rear aerofoil proved superior on the race tracks of the USA and won the Championship in the GT Class – an appropriate prize to celebrate the 30th birthday of M GmbH in 2002.

2003: The resurrection of the CSL.

Celebration in true BMW style: With the development of a very special car, the M3 CSL. The three letters represented “Coupé Sport Lightweight” and this essentially said it all. Roof, centre console and door panels were made of carbon-fibre reinforced plastic, the rear window was lighter, and numerous features providing creature comforts were simply eliminated. Powered by the engine tuned to 360 hp, the CSL was a superb performer on the tightest corners and provided impressive testimony to this ability. On test runs, the car went round the North Loop of the Nürburgring in 7:50 minutes, which was an outstanding time for a vehicle in this class. In 2003, the CSL was launched on the marketplace and all 1,383 cars had been sold within the space of a few months.

Meanwhile, the M3 GTR was consigned to the pits and no longer permitted to race – the US regulations had been changed.

Yet the 3 Series powered by an eight-cylinder engine was far too young and competitive to be put out to grass. It was modified and made ready for endurance races on the Nürburgring. And the success was impressive. In 2004, the M3 GTR celebrated a spectacular one-two victory in the 24 Hour Race at the Eifel – and repeated the feat a second time in the following year.

2004: The ten-cylinder M5 and M6.

At the latest since the turn of the millennium, not a year has passed without an M automobile making headlines. In autumn 2004, the new M5 was making waves after its predecessor broke through the barrier of 20,000 vehicles manufactured. This most aristocratic 5 Series car was the most powerful ever built: five litres displacement, ten cylinders, 507 hp power, 520 Nm (384 lb-ft) torque, and engine revs beyond the 8,000 barrier. These statistics highlighted the separation between the car for road-going use and the car for ambitious racing in a way that had never before been witnessed.

The performance values of the fourth-generation M5 once again defined the benchmark in the segment for powerful sports saloons. Power was increased by more than 25 percent compared with its eight-cylinder predecessor – the M5 exceeded the magic mark of 100 hp per litre. Its specific power was therefore at the level of motor sport. The interplay of the V10 engine and the seven-speed SMG permitted performances that far exceeded those of other series saloons. The sprint from 0 to 100 km/h took just 4.7 seconds and the speedo needle hit the 200 km/h (124 mph) mark after around 15 seconds. The electronic limiter generally cut out at a speed of 250 km/h (155 mph).

The M6 followed just months later with the same power unit. The chassis could be adjusted at the touch of a button, and like the M3 CSL the big coupé had a roof made of carbon fibre. Naturally, the M6 could also race faster than the factory-limited 250 km/h (155 mph). BMW therefore offered an increase in top speed accompanied by driver training on a closed track.

In 2006, M GmbH expanded its portfolio to include the new sports-car generation – the BMW Z4. The Z4 M roadster and the Z4 M coupé were fitted with the formidable 343 hp six-cylinder engine from the M3, which powered the two-seater up to 250 km/h (155 mph).

A dozen works racing cars were created on the basis of the coupé. They were powered by a six-cylinder tuned to 430 hp and they generally drove the competition into the ground. Eleven out of the 16 races in the VLN Endurance Racing Championship Nürburgring went to the Z4 coupés in 2009 and 2010. Since 2010, the successor has been known as the Z4 GT3, a racing version of the current Z4 Roadster with a 4.4-litre eight-cylinder for motor-sport customers.

2007: The first BMW M3 with eight cylinders.

After 15 years, in 2007 a new engine in the new M3 generation replaced the outstanding straight six-cylinder engine that had won the “Engine of the Year” award several times. An eight-cylinder engine was fitted for the first time in the coupé and the saloon launched shortly afterwards. The new V8 engine generated power of 420 hp from a displacement of 3,999 cubic centimetres. Around 85 percent of the maximum torque of 400 Nm (295 lb-ft) could be called up over the enormous rev range of 6,500 rpm. Power was transferred to the rear wheels through a six-speed manual gearbox and a completely new rear-axle differential. Particularly in the coupé, the design engineers once again used lightweight construction. The positive experiences with other M models led to the roof also being made of carbon-fibre reinforced plastic and the engine bonnet was made of aluminium.

Three decades after production of the first series model was launched, BMW M GmbH supplied the 300,000th vehicle in 2008. The vehicle portfolio of BMW M GmbH had meanwhile expanded to nine models. The automobiles were powered by engines that derived their unique characteristics from the high-revving concept: straight six-cylinders with 343 hp in the BMW Z4 M roadster and in the BMW Z4 M coupé, V10 engines with 507 hp in the BMW M5 and the new BMW M5 Touring and in the BMW M6 Coupé and BMW M6 Convertible. M GmbH also posted significant growth in the sale of sports packages which were meanwhile available for the models of the BMW 1 Series, BMW 3 Series, BMW 5 Series and BMW 6 Series, as well as for the BMW X3 and the BMW X5.

2009: The turbo returns with muscle as the power unit of the future.

This naturally meant that expansion now really started to take off. The high-performance character of automobiles produced by BMW M GmbH was first transferred to the segment of BMW X models with the BMW X5 M and the BMW X6 M in 2009. The development yielded a new V8 high-performance engine whose performance characteristics were precisely tailored to the character of the two models. The 555 hp M TwinPower Turbo was the world’s first power unit featuring an exhaust manifold overarching the cylinder bank and Twin Scroll Twin Turbo technology. The turbocharger and catalytic converters are positioned in the V space between the cylinder banks. This configuration produces the spontaneous response typical of M and delivers linear development as well as permitting uniform torque development.

That same year, BMW M GmbH developed an extreme athlete based on the BMW M3 Coupé for customers who had particularly demanding requirements for the performance characteristics of their vehicles. This model was also suitable for racing in club sport events. The BMW M3 GTS was produced at the manufacturing facilities of BMW M GmbH exclusively on customer request. The modifications geared to deployment in motor sport comprise the drive and chassis technology, the bodywork and the interior. Design principles and technical details derived directly from motor sport defined the eight-cylinder engine with a displacement expanded to 4.4 litres and power increased to around 450 hp.

Today: Highly charged company for high performances.

At the end of 2010, M GmbH again expanded its product range and presented the 1 Series Coupé, a 340 hp car in the compact class. The straight six-cylinder with M TwinPower Turbo and petrol direct injection had an easy time with the muscular lightweight vehicle. This is obvious with a power-to-weight ratio of just 4.4 kilograms per hp. A few months later, the new M5 came along with a newly developed eight-cylinder turbo packing 560 hp and a top speed of up to 305 km/h (190 mph).

M goes Diesel.

40 years after the foundation stone of today’s M GmbH was laid, the experts in athletic driving turned their minds to a new project – the BMW M Performance Automobile as an expansion of the model range with a clear focus on athletic performance and unrestricted road-going capability as well as outstanding efficiency. The new product category was launched with four models: BMW M550d xDrive Saloon, BMW M550d xDrive Touring, BMW X5 M50d and BMW X6 M50d. The heart of these cars was a new straight six-cylinder diesel engine developed with three turbochargers and power of 381 hp exclusively for BMW M Performance Automobiles.

Two-time MotoGP world champion Casey Stoner has announced he will retire from the sport at the end of the 2012 season. The 26-year-old Australian says he has lost the passion for MotoGP racing .

“After a long period of thought and numerous discussions with my wife and family, I have decided to stop competing at the end of the season,” Stoner said at a press conference ahead of this weekend’s French GP.

“After so many years taking part in this sport that I love, and with all the sacrifices that I have had to make, I no longer have the passion to continue and I think that it is best to stop.

“There are a lot of things that have disappointed me, and also a lot of things I have loved about this sport, but unfortunately the balance has gone in the wrong direction. And so, basically, we won’t be continuing any more.”

In February Stoner became a father for the first time when his wife Adriana gave birth to Alessandra; she was born on the same day as Valentino Rossi’s birthday.

Stoner started his MotoGP career in 2006 and his move to the factory Ducati team in 2007 paid immediate dividends when he won the world championship. He stayed four years at Ducati before switching to the Honda team last year. Stoner was dominant in 2011 winning 10 races, securing his second world title.

After winning two of the first three races so far in the 2012 season, Stoner leads the world championship by one point from 2010 champ Jorge Lorenzo.

On hearing the news MotoGP legend Valentino Rossi said, “It’s a huge surprise to me as it is for everyone else. It’s bad news for the world of MotoGP.

“At the end of the season, we are going to lose a great rider and a great rival, but it’s his decision.”

[Source: Fox Sports | Pic: caseystoner.com.au]

This weekend sees the 40th running of the Nürburgring 24 hour race. In the build up to the big event, race organisers have released a few facts.

You can read them all after the break, but it’s the first point that has the headline numbers. There’ll be around 170 cars competing around the 25km track and driving all those cars will be some 600 drivers. If those numbers seem large, don’t forget the crowd is expected to be arond 200,000.

There’s no other race like this one anywhere in the world!

Of course, you can keep a closer eye on the Nürburgring 24 hour race at our sister site AUSringers.com, where we’ll be paying special attention to the Australian and New Zealand competitors.

40. ADAC Zurich 24h-Rennen from 17th to 20th May, 2012:

The most important 24h facts at a glance

• About 200,000 spectators, more than 170 cars that will be raced by some 600 drivers and the 25-kilometre combination of the Nürburgring’s Nordschleife turn the 24h into the biggest motor-racing event of the world.

• The course of the weekend has been altered: the Thursday action comprises the practice session and the night-qualifying session, with the second qualifying session being contested on Friday morning. And in the new Top-40-Qualifying on Friday afternoon, the fastest of the two qualifying sessions will battle it out – in individual time trials – for the grid positions at the front end of the grid.

• The race is open for touring cars and GTs. In the top categories, the ‘Balance of Performance’ makes for equal opportunities by individually defining performance relevant key specs such as minimum weight, fuel-tank capacity or the air-restrictor diameter for every vehicle model involved.

• Teams and vehicles regarded as the top favourites: Porsche 911 GT R (inter alia the 2011 winners Manthey or Falken Motorsport), BMW Z4 GT3 (inter alia the works teams BMW Team Schubert and BMW Team Vita4One), Audi R8 LMS ultra (inter alia works involvement with Team Phoenix) and Mercedes-Benz SLS AMG GT3 (works drivers racing for the customer teams Heico and ROWE).

• Perfectly prepared independent teams will contest the event in the top category – inter alia – with vehicles such as the Ferrari P4/5, McLaren MP4, Ford GT and Chevrolet Corvette.

• Some of the top drivers: Frank Biela, Marcel Fässler, Markus Winkelhock (Audi), Claudia Hürtgen, Pedro Lamy, Jörg Müller (BMW), Thomas Jäger, Bernd Schneider (Mercedes-Benz), Romain Dumas, Peter Dumbreck, Marc Lieb (Porsche), Nicola Larini (Ferrari)

• Special anniversary: the ADAC Zurich 24h race will be held for the 40th time, this year. The winners of the first edition, held back in 1970, were Hans-Joachim Stuck / Clemens Schickentanz (BMW 2002).

• Support programme: British GT Championship (races on Friday and Saturday), joint race of Porsche Carrera Cup Germany, Renault Clio Cup and MINI (Saturday), ADAC 24h-Classic (Three-hour race with historic racing cars), RCN regularity run (Thursday).

Nürburgring 24 hour race timetable

Thursday, May 17
14:30–16:00 Free practice
19:30–23:30 Qualifying 1

Friday, May 18
09:35–11:35 Qualifying 2
18:00–18:50 Top 40 qualifying

Saturday, May 19
13:30–15:10 Grid formation
16:00 Start (Sunday 00:00 Australian Eastern time)

Sunday, May 20
16:00 Finish

BMW Australia has released details of its updated X5 and X6 range. Notably, that will include the first of the new M Performance Automobiles to arrive in Australia, namely the X5 M50d and X6 M50d.

Powered by a 3.0 litre straight six with three turbochargers, the diesel engine produces 280kW of peak power, complemented by a hefty 740Nm of torque that’s all yours from 2000rpm. With an 8-speed auto, both M50d models can reach 100km/h in under 5.5 seconds. If you behave yourself the fuel consumption ratings say you should be sipping diesel fuel at less than 8l/100km.

BMW explains their unique tri-turbo setup like this:

At low revs, only a small turbocharger with variable turbine geometry is active. Above around 1,500 rpm, this is supported by a larger turbocharger. In the top rev range from approximately 2,600 rpm to the 5,400 rpm redline, a third turbocharger with variable turbine geometry is added to boost pressure and power output.

The X5 M50d and X6 M50d will be in showrooms next month and have been priced from $147,000 and $157,000 respectively. For the record, that makes the X6 M50d around $34,000 less than the X6 M (now $190,900), which is powered by a twin-turbo 4.4 litre V8.

There’s more detail from BMW Australia after the break.

BMW X5 M50d

BMW X6 M50d

Pricing Announced for Tri-Turbo BMW M Performance X Cars

• First-ever BMW M Performance models – X5 and X6 SAVs
  
• Debut of the worlds most powerful six-cylinder in-line diesel engine
  
• BMW X6 Sports Activity Coupé range refreshed for 2012
  
• Arriving in Australian dealerships in June

BMW will bolster its high-performance Sports Acvity Vehicle (SAV) line-up with the arrival in June of its ground-breaking triple-turbo, diesel engine M Performance models, headlining a midlife update of the entire BMW X6 model range.

Sitting atop their respective model engine line-ups, the BMW X6 xDrive M50d and X5 xDrive M50d are creations of BMW’s iconic high-perfomance division, BMW M GmbH, benefitting from a proud motorsport pedigree and expertise in engine, transmission and chassis technology.

BMW Group Australia Managing Director, Phil Horton said the M Performance vehicles are positioned between the current most powerful standard BMW models and the thoroughbred BMW M cars.

“These M performance vehicles each have a distinctive character and open up an entirely new model category,” said Mr Horton.

“They will appeal to the particularly sporty driver for whom everyday practicality is also an important consideration,” he said.

At the heart of these new BMW M Performance models is the new 280 kW six-cylinder in-line diesel engine with M Performance TwinPower Turbo technology. It is the most powerful volume-produced six-cylinder diesel engine in the world.

Its unique triple turbocharging technology delivers a whopping 740 Nm maximum torque which is already available in the 2,000 to 3,000 rpm range, with the 3.0-litre engine delivering its maximum output of 280 kW between 4,000 and 4,400 rpm. A maximum engine speed of 5,400 rpm and a specific output of 93.6 kW per litre of engine capacity attest to a level of sportiness previously unheard of in a diesel powerplant.

At low revs, only a small turbocharger with variable turbine geometry is active. Above around 1,500 rpm, this is supported by a larger turbocharger. In the top rev range from approximately 2,600 rpm to the 5,400 rpm redline, a third turbocharger with variable turbine geometry is added to boost pressure and power output.

The BMW X6 xDrive M50d sprints to 100km/hr from a standing start in 5.3 seconds with the X5 xDrive M50d just 0.1 seconds behind. Performance is matched by supreme efficiency as a result of the EfficientDynamics measures fitted as standard. Fuel economy and CO2 emissions for the X5 M50d are 7.5l/100km and 199g/km, while for the X6 M50d they are 7.7l/100km and 204g/km.

The bespoke M suspension tuning applied to the M Performance models ensures an outstanding, immediate response to steering wheel inputs as well as precise and controlled handling in highly dynamic situations while also ensuring a level of ride comfort that satisfies the requirements of everyday driving.

BMW’s intelligent electronic xDrive system allows a typically BMW rear-drive bias, but through integration with the DSC stability control, can intervene in milliseconds to enhance stability through the Performance Control system on the X5 M50d or the Dynamic Performance Control on the X6 M50d. As soon as the front wheels of the BMW X5 M50d start to push excessively to the outside of a corner, the control electronics of xDrive and DSC team up to brake the rear wheel on the inside of the bend as required. The loss of forward propulsion is balanced out by an increase in engine power, the intervention of Performance Control ensuring precise turn-in.

Power distribution can be varied to an even greater degree in the BMW X6 M50d, which comes as standard with Dynamic Performance Control. This system reroutes engine output from the inside rear wheel to the outside rear wheel around a corner if the system detects an imminent risk of understeer. Dynamic Performance Control also counteracts oversteer in its early stages, switching drive from the outside rear wheel – which is experiencing particularly high centrifugal forces – to the inside rear wheel.

The bodyshell and powertrain mountings, springs and dampers, Servotronic mapping of the hydraulic steering – among other things – have been modified to imbue the chassis set-up of the two BMW X models with hallmark M characteristics. The M-specification tuning of chassis components extends to the electronically controlled dampers and active anti-roll control function of Adaptive Drive, which comes as standard on the BMW X6 M50d and is available as an option for the BMW X5 M50d. Both models also feature air suspension with automatic self-levelling at the rear axle.

Providing a distinct and unique visual identity, all BMW M Performance models feature aerodynamically optimised front aprons with large air inlets and horizontal trim bars in Ferric Grey metallic as well as model-specific elements for the side and rear areas. Other distinctive features include exterior mirror caps in Ferric Grey metallic, 20” Double Spoke M 435 light-alloy rims with individual BMW M Performance styling, V8 styled tailpipes and the X6 also comes equipped with a powerdome sculpted into the bonnet.

Standard specification for the M Performance models is representative of their range-topping positioning and includes M tuned servotronic steering, Adaptive Bi-Xenon Headlights, Head-Up Display, Navigation Professional and BMW Individual High Gloss shadow Line.

The interior also receives similar M treatment with the door sill finishers featuring M designation, M leather steering wheel with gearshift paddles, Sports seats in Alacantara / Leather combination upholstery with contrast stitching in white and M lettering and BMW Individual headliner in anthracite.

The BMW X6 xDrive M50d headlines the Life Cycle Impulse (LCI), a mid life refresh for the BMW X6 range that incorporates new design elements and an updated specification including 5 seats and internet function across the range as standard as well as Adaptive LED headlights and powerdome bonnet for the X6M. The options list has also been expanded which includes, amongst others, a choice of three new exterior colours.

Pricing from April Production*

• X5 xDrive M50d – $147,000
  
• X6 xDrive 30d – $110,900
  
• X6 xDrive 35i – $121,000
  
• X6 xDrive 40d – $127,400
  
• X6 xDrive 50i – $150,400
  
• X6 xDrive M50d – $157,000
  
• X6 M – $190,900

* Manufacturer’s Recommended List Price is shown and includes GST and Luxury Car Tax (LCT) but excludes dealer charges, stamp duty, statutory charges and on-road charges which are additional and vary between dealers and states/territories. Customers are advised to contact their nearest BMW dealer for all pricing inquiries.

In his latest Drive video Chris Harris takes to Brands Hatch in a Porsche 911 Turbo S and a Nissan GT-R Track Pack (available in the UK and Japan only). It’s not the first time the Turbo S has found itself in an online battle against the GT-R. Of course, it won’t be the last either.

To the question Harris’ mind: Does the £10K extra asked for the Track Pack over the standard GT-R make a noticeable and worthwhile difference? And, which of these two cars would he take home, assuming a desire for a daily driver capable of handling the odd track day?

Youtube channel Drive takes us to Stuttgart and inside the Porsche Classic workshop with this recent video.

Porsche Classic has a turnover of around 300 cars a year, which are attended to by a team or experts old and new. Anything from a rusty 356 requiring a back to metal rebuild, to 1960s 911s and more technically advanced 959s can be seen inside the workshop.

Original parts and tooling are used, where possible, and parts from Porsche Classic can be ordered through the broader dealership network around the globe. Interestingly, where documentation doesn’t exist, Porsche will make contact with retired former employees to confirm precise details.

It’s about emotion, they say, and ensuring that the proud record of Porsches remaining in active service continues. It’s claimed something like 70% of all Porsches ever made are still on the road.

Red Bull Racing owner Dietrich Mateschitz has joined Michael Schumacher in critisising Pirelli’s 2012 tyres. He says the sport has become more interesting for fans, but the teams are struggling to come to grips (haha) with the new tyres.

Speaking to Autosport, Mateschitz said: “F1 is more exciting and more unpredictable than ever before. Obviously, caused by the rule changes before the season, the top teams moved closer together. I always had confidence in the potential of our RB8 and I still have, no doubt.

“But everyone has to learn F1 again. It has become a kind of lottery to find out the window in which a tyre works.

“And I do not believe this just happens on purpose to create more overtaking and tension in the races. I suppose no-one really understands these tyres.”

[Source: Autosport | Pic: Mercedes AMG Petronas]

Volkswagen has been continuing its development of the Polo R WRC on the sunny Spanish tarmac. This video was filmed recently and shows Sebastien Ogier and Julien Ingrassia having what seems to be a damn good time. Empty roads, no pressure of competition, just going as fast as you damn well can.

Our last update from Volkswagen was back in March. In the past when an unofficial video like this one has turned up official word and pictures have soon followed. We think the Polo R WRC looks great here in tarmac-spec and hope we get another update from Volkswagen very soon.

[Soource: World Rally Blog]