Abarth’s invitation to the Rimini MySpecialCar 2008 is pleasing as the show can only underline the spirit and hard work of this re-born Italian brand, and the debut of the Grande Punto EsseEsse. With details finally revealed to the public, the SS has been displayed and has undergone test drives by Abarth drivers on an external windy track.

The Punto SS is the height of expression of the little Fiat from which it derives, and represents a full-bodied evolutionary step compared to the Punto Abarth 155 hp. The kit, delivered in a fantastic wooden dismountable box (the lid with badge is perfect to hang in the garage), includes a number of changes: injections, turbines, tubing, base and brake kits, and accessories.

Once assembled by official installers it is then trialled to comply with road rules, has 180 hp and official guarantee. The 20,000km placed as a limit on kit assembly results from a Fiat study, which indicates that within this mileage, even an engine exploited at 100% capacity can still guarantee the trustworthiness to include the modifications. Even if you wanted to buy a new SS it is necessary to purchase and register an Abarth 155 hp, to then convert it with the kit and proceed with updating the documentation.

A taste of the Punto SS on a small stretch helped us discover other aspects: the testing manager, Zampieri, who we know from his driving of the 500 Abarth, certainly didn’t hold back and you can hear all 180 hp. In the first two gears handling wasn’t perfect on the wet testing track, but wheel-base and tyres reacted well even with a differential blocking system that is under trial and not currently commercially available. Balance control is always active but is adequate for the SS, resulting in more permissive and fluid driving even between obstacles where the rear allows for some oversteering without being continually checked by the electronic big brother.

Regarding commercial aspects, Abarth is happy about Punto sales. The 18% female segment is surprising, an interesting statistic given the brand’s target. More than 75% of the Punto’s sold have been white and soon we’ll see a grey version for both the Punto and the 500 Abarth. The 18-inch alloys of the SS will be made in white and silver, the latter particularly for who wants a black car.

The Abarth 500 is the great absence in the Abarth scene, given it’s launch in the Italian market will occur only after the summer holidays. We’ve discovered that the base version of 135 hp will have the same engine as the Punto 155 hp in an underpowered version, while nothing is yet known about the SS and its future developments. In compensation, in addition to the glorious 131 Abarth, showing off is an unassembled Punto Abarth, demonstrating to fans how extensive the technical intervention has been. To more intriguing questions such as a future Bravo Abarth or a bike running off diesel, there has a been a clear “no”, but lips are sealed in regards to the next projects after the Punto and 500.

Abarth hasn’t finished to stupify though, with the biggest surprise being a ride in the official rally Punto S2000 together with the Ligurian driver Pisi: helmet on, well strapped-in and the seat so low the track is hard to see. The driver uses the first two gears with sequential shift and uses the hydraulic handbrake to keep the car turning on itself. For the rest, think of the all-wheel drive and the engine, suffering at low revs and needing an extra push on exiting. The power, handling, fast gear change and agility of the S2000 have always been a benchmark for road cars, but the most impressive thing is the ease with which the drive makes the Punto dance around obstacles: the moves are well-balanced and in cohesion with performance. It’s a shame that it’s put into third for only a moment, without feeling the excitement of a faster speed, and in the blink of an eye it’s time to get out of the seat.

We will be posting the video made while in the front seat of the Punto S2000 and the SS, to share with you this great emotion. The S2000 video gives full vent to the four cylinders, while the “quieter” EsseEsse allows a chat with Zampieri to gain some information on the two-door from Turin.

More than batteries and hybrids: for the third millenium we’re still in high seas for fuel sources. Or at least this is as much reported by the British publication the Sunday Times, in which a Toyota Prius and a BMW Series 520d were put to a long highway test. And the results are surprising.

Everything stemmed from some readers notes who sustain that the consumption declared by the Japanese company is 15 miles per gallon (six km per litre) higher than comparable values on the road. And at this point the experiment took off.

The test was conducted on the road from London to Geneva, taking in nearly 700km of highway and more than 150km of urban and suburban roads. Although we need to admit that high speed cruising penalises hybrid cars, and the German car weighs 230kg more, the comparison was quite stark.

All in all at the end of the test the average consumption was the following:
Toyota Prius 5,87l/100km
Bmw Serie 5 2.0d 5,61l/100km

So with the rapid advances being made in diesel cars a new generation hybrid is really needed.

Via | Techonride

Known by know to all long-term Autoblog readers, Chris Harris does a road test of the new Lotus Elise SC, the 220hp supercharged version of the English sportscar which finally adopted the compressed engines from its coupè cousin Exige. On the Elise volumetrics are different, developed exclusively by Lotus and in particular the Exige’s intercooler, which completely closes the driver’s rear vision, is not included.

Positive notes include the performance, combined with reasonable consumption, but of particular attention is the handling, supported by a feather-light weight (although a long way from the Elise S1), and the Yokohama tyres specific to this version.

Chris, in love with the SC, doesn’t take long to praise Lotus’ choice of persuing the aim of lighter and less powerful cars, in such a way as to maintain the sporty characteristics, adapting to the ever more stringent laws on consumption and emission, compared to the German counterparts.

Here you are the first pictures of the 2009 Mercedes E-Class Station Wagon caught during tests in Germany. The camouflage is still pretty heavy, so this is not enough to have a definitive say on the final looks of the car, but we can assume that the body style will inherit many of the new C-Class and S-Class features. Plus, we know that the front will no longer feature the twin round headlamps. The new E-Class’ body seems to be sleeker than the previous model’s, especially in the rear.

Mercedes engineers are still working at quality and electronic glitches that have afflicted the current generation E-Class since its debut, so we should expect some simplification on the W212 (the next-gen’s codename). Problematic components such as the SBC, the electronic braking system developed by Mercedes-Benz, will be abandoned in favor of more conventional components.

Via | WorldCarFans

Let’s start with Autocar, who notes that the new TT is both bigger and lighter than the old one, and that the S-Tronic gearbox is even better than the VW DSG from which it derives in coupling smoothnes and speed of gear changes.

Autocar goes on to note the rear spoiler that deploys at 75 mph:

“Which brings us neatly to probably the most important question about the car: has the new TT shaken off the dynamic foibles of the first TT? Is this new one as good to drive as they’ve promised? The answer’s a profound yes.”

With wider tracks and new suspensions “… stability has been improved out of sight … and when you come off the power there’s none of the old corkscrew antics.”

The driver has more control, the car, there’s much less pitch and roll over road undulations and irregularities.

Thanks to the speed-sensitive electro-hydraulical power-steering, and provided you trust the Quattro 4WD system:

“… it can be made to corner in a fantastically neutral manner. It’s a process that calls for delicate steering inputs, but it is hugely satisfying. And get this: it elevates the TT’s dynamic prowess to a level where it can genuinely be regarded as a rival to the Cayman S.”

Autocar’s conclusion is that, based on what’s on offer, Audi could sell much more than its target of 65.000 TTs per year.

Going on to Auto Express’ road test:

“the two-plus-two cabin has been revamped to offer improved space in the rear seats. Material quality is superb, and while the dials and switches look familiar, the layout is new. The exception is the flat-bottomed steering wheel, borrowed from the RS4.”

Auto Express laments an exhaust note not aggressive enough to give justice to the 3.2 FSI TT’s performance (5.7 from 0-100 km/h with the S-Tronic gearbox).

Their impressions:

“the new TT is 50 per cent stiffer than before … On the road, the result is impressive stability. Also, the steering feels crisper than before, responding more accurately even to the smallest inputs.”

Prices and technical details have been confirmed: 31,900 € for the 2.0 TFSI, 39,900 € for the 3.2 FSI, 2.100 € more for the S-Tronic gearbox (prices in germany).

[Autocar road test via Autoblog.nl]

The Z4 M is a car that doesn’t coddle the driver: according to Richard Hammond, “you have to grab it by the scruff of the neck and treat it like the beast it is”. He goes on: “and while the Boxster flatters your ego, this [la Z4M] thrills you in the most primeval way … the latest M cars were crammed full of technology … this is Fred Flintsone’s car … It absolutely steals your heart”.

In closing, the track and the Stig: the Z4 M Roadster beats even the Cayman S (compared to which it has a lower price). Now we are really curios about a comparo “Cayman S vs Z4 M Coupè” (which has an even lower price and should be even better on the track). Check out the video of Hammonds’ test.

He likes the looks: “First of all, it is exactly one million times better looking than a BMW 3-series. And with those triple headlamps, and perfect proportions, at least half a million times better looking than any rivals from Audi, Mercedes or Jaguar.”

He likes the steering: “It’s fast, sharp, more informative than the internet and more tactile than a freshly carved stone otter.”

He likes the 2.2 JTS engine, that “sounds better and better until you’re up at 6500 when it sounds like a metallic werewolf.”

In conclusion:

This is one of those cars that’s demonstrably and appreciably better than any other mid-range four-door family saloon. And unlike any Alfa of the past, you don’t have to machete your way through a million inconveniences to find the point. This car does not hide its gold watch up its behind. It is an absolute gem.

First, the conclusions: “Verdict: Giugiaro’s 2002 concept-car made real is a rapid, high-quality, properly sporting coupé with a full complement of Alfa virtues - and seemingly none of the old snags“.

4Car seems especially pleased with the solid feel of the Brera and an apparently excellent build quality. Their list of assets: “Dramatic concept-car styling, great-sounding engines, crisp handling with a good ride, high-quality cabin with stylish leather trim, glass roof.”

The drawbacks: “Limited space in the back, steering lacks true road feel, transmission can be clunky.“

Only complaint: standard equipment is a bit too poor for a car of this level.