Edisi khas terbaru Lamborghini, Huracan STJ, mungkin tidak semewah visual seperti yang dijangkakan untuk model “Last Dance”, tetapi peningkatan prestasi menjadikannya satu keajaiban berfokuskan trek. Berdasarkan varian STO yang sedia ada, STJ mengutamakan menetapkan masa pusingan yang melepuh.
Salah satu peningkatan utama ialah pengenalan four-way-adjustable dampers, menggantikan persediaan aktif sebelumnya, meningkatkan cengkaman mekanikal dengan ketara. Kebolehlarasan yang dipertingkatkan ini membolehkan kekakuan spring yang lebih rendah tanpa mengorbankan kawalan atau rasa stereng. Digandingkan dengan tayar perlumbaan Bridgestone Potenza yang dipesan lebih dahulu pada roda pengunci tengah 20 inci, STJ menjanjikan pengendalian yang tiada tandingan.
Menjana kuasa STJ ialah enjin V10 631hp 5.2 liter yang dipadankan dengan transmisi automatik klac berkembar tujuh kelajuan, memberikan prestasi pacuan roda belakang yang mendebarkan.
Peningkatan aerodinamik termasuk semakan kecil pada bahagian hadapan, front splitter baharu, dan peningkatan tiga darjah pada sudut sayap belakang, meningkatkan beban aerodinamik tanpa menjejaskan keseimbangan.
Penamaan “ST” memberi penghormatan kepada siri perlumbaan Super Trofeo Lamborghini, manakala “J” merujuk kepada peraturan FIA dan model ikonik Lamborghini seperti Miura SVJ dan Aventador SVJ. Penambahbaikan ini diterjemahkan kepada pengurangan lebih daripada satu saat dalam masa pusingan berbanding STO di trek ujian Lamborghini.
Terhad kepada hanya 10 unit, Huracan STJ menawarkan pelanggan pilihan antara dua konfigurasi dan pilihan livery, menandakan kemuncak kisah kejayaan Huracan selama sedekad. Ia membuka jalan kepada pengganti plug-in-hybrid baharu yang menarik untuk debut akhir tahun ini.
Lamborghini’s latest special edition, the Huracan STJ, may not be as visually extravagant as expected for a “Last Dance” model, but its performance enhancements make it a track-focused marvel. Building upon the already potent STO variant, the STJ prioritises setting blistering lap times.
One of the key upgrades is the introduction of four-way-adjustable dampers, replacing the previous active setup, significantly improving mechanical grip. This enhanced adjustability allows for lower spring stiffness without sacrificing control or steering feel. Coupled with bespoke Bridgestone Potenza race tires on 20-inch centre-locking wheels, the STJ promises unparalleled handling.
Powering the STJ is a dry-sumped 631hp 5.2-litre V10 engine mated to a seven-speed dual-clutch automatic transmission, delivering thrilling rear-wheel-drive performance.
Aerodynamic enhancements include subtle revisions to the front splitter, new dive planes, and a three-degree increase in the rear wing angle, boosting aerodynamic load without compromising balance.
The “ST” designation pays homage to Lamborghini’s Super Trofeo racing series, while the “J” references FIA regulations and iconic Lamborghini models like the Miura SVJ and Aventador SVJ. These improvements translate to a more than one-second reduction in lap time compared to the STO at Lamborghini’s test track.
Limited to just 10 units, the Huracan STJ offers customers a choice between two configurations and livery options, marking the culmination of the Huracán’s decade-long success story. It paves the way for an exciting new plug-in-hybrid successor set to debut later this year.
Audi R8, salah satu supercar mid-enjin yang dihormati kerana enjinnya yang beraspirasi semula jadi, bersedia untuk dikeluarkan dari talian pengeluaran untuk kali terakhir. Pada mulanya dijadualkan untuk dihentikan pengeluarannya menjelang akhir tahun 2023, perkembangan terkini mengesahkan bahawa pengeluaran masih berjalan di kilang Böllinger Höfe milik Audi, walaupun dengan akhir yang pasti menjelang akhir Mac.
Liza Kellner, jurucakap bagi Audi TT dan R8, menegaskan, “Audi R8 terakhir akan meninggalkan talian pengeluaran menjelang akhir suku pertama tahun 2024, menandakan berakhirnya satu era bagi kereta sport ikonik ini di tapak Audi Böllinger Höfe di Neckarsulm.” Kellner menekankan bahawa fokus strategik Audi ke arah elektrifikasi, yang dicontohkan oleh pengeluaran berterusan Audi e-tron GT sepenuhnya elektrik di kilang yang sama, telah membawa kepada keputusan untuk menghentikan pengeluaran R8.
Menerangkan perubahan dalam jadual penghentian, Kellner mencatat, “Kenyataan mengenai penghentian R8 menjelang akhir 2023 dibuat pada tahun 2019. Oleh itu, penyesuaian tarikh akhir sebenar sebanyak beberapa minggu bukanlah sesuatu yang tidak dijangka.”
R8 terakhir akan hadir dalam bentuk GT RWD, iterasi terakhir yang diperkenalkan di kebanyakan pasaran pada akhir 2022. Terhad kepada pengeluaran sebanyak 333 unit di seluruh dunia, model ini menampilkan enjin V10 semula jadi berkuasa 5.2 liter, menghasilkan 612hp dan 565Nm tork, memberikan prestasi yang membangkitkan semangat kepada roda belakang. Selain itu, Audi memperkenalkan Edisi Terakhir R8 Coupe Jepun, varian terhad yang terhad kepada hanya lapan unit, lebih menekankan status ikonik R8.
Tahun lalu menyaksikan Audi menjual 631 R8 baru di seluruh Amerika Syarikat, lebih dari dua kali ganda angka dari tahun 2022, mencerminkan semangat dan kagum yang teguh terhadap R8 di kalangan peminat automotif di seluruh dunia.
The automotive world bids farewell to an icon as the Audi R8, one of the most revered mid-engined supercars renowned for its high-revving, naturally-aspirated engine, prepares to roll off the production line for the final time. Initially slated for discontinuation by the close of 2023, recent developments confirm that production is still underway at Audi’s Böllinger Höfe factory, albeit with a definitive end in sight by the end of March.
Liza Kellner, spokesperson for Audi TT and R8, affirmed, “The last Audi R8 will leave the production line at the end of the first quarter of 2024, marking the end of an era for this iconic sports car at the Audi Böllinger Höfe site in Neckarsulm.” Kellner emphasised that Audi’s strategic focus on electrification, exemplified by the ongoing production of the all-electric Audi e-tron GT at the same facility, has led to the decision to retire the R8.
Explaining the shift in the discontinuation timeline, Kellner noted, “The statement regarding the R8’s discontinuation by the end of 2023 was made in 2019. Consequently, the adjustment of the actual end date by a few weeks is not unexpected.”
The Audi R8’s swan song comes in the form of the GT RWD, the final iteration introduced in most markets in late 2022. Limited to a production run of just 333 units worldwide, this model features a potent 5.2-litre naturally-aspirated V10 engine, churning out 612hp and 565Nm of torque, delivering exhilarating performance to the rear wheels. Additionally, Audi unveiled the R8 Coupe Japan Final Edition, a limited-run variant restricted to a mere eight units, further underscoring the R8’s iconic status.
As enthusiasts rush to secure their allocations of the Audi R8 before it fades into automotive history, the enduring appeal of this legendary supercar is evident. Last year witnessed Audi selling 631 new R8s across the United States, more than double the figures from 2022, reflecting the unwavering passion and admiration for the R8 among automotive enthusiasts worldwide.
V10 engines were last used in the championship in 2006, just before the FIA outlawed them. Teams shifted to V8 engines from 2007 through 2013, and starting in 2014, they have been using the modern 1.6-litre V6 hybrid engines.
To comply with the FIA’s directive that all championships attain carbon neutrality by 2030, Formula 1 will employ “drop-in” 100% sustainable fuels in 2026.
The head of Red Bull Racing offered his opinions on Honda’s return, pointing out that the company had momentarily departed Formula One in 2020 as they switched their attention away from internal combustion engines.
The hybrid technology used in Formula 1 will continue to be used through the end of the decade despite persistent criticism from drivers and fans. A chance for change was offered by the revised power unit requirements for 2026, but the governing board decided to continue with a modified version of the current V6 hybrid power unit.
Charles Leclerc and Lewis Hamilton, two prominent Formula 1 drivers, have voiced their concerns about the increasing weight of Formula 1 cars and the apparent contradiction with the sport’s sustainability initiatives.
Leclerc expressed his dissatisfaction with heavier cars, stating that he doesn’t favor their handling characteristics. He mentioned that he had the opportunity to drive a Formula 1 car from 2003, and he could feel the significant difference in weight compared to modern cars. Lighter cars tend to handle more responsively and can be more agile, which can be preferred by drivers who prioritize handling and performance.
McLaren’s track-only Solus GT will make its dynamic debut at the 2023 Goodwood Festival of Speed, turning a Gran Turismo idea into reality. This hypercar, known as the Solus GT, has a 5.2-liter V10 with bodywork that appears like it belongs in a futuristic video game.
The Solus GT first made its virtual premiere in Gran Turismo Sport back in 2017. The McLaren Ultimate Vision Gran Turismo was what it was called back then.
The Solus is astonishingly similar to an LMP (Le Mans Prototype) car in terms of specifications and technology as there are 264 3D printed parts utilised in the Solus GT.
Numerous characteristics strongly convey the feeling of dream becoming reality such as:
The sliding glass canopy, which curves forward to give access to the single seat in the middle
Aerodynamic pods that encase each wheel
The front splitter, which directs air through ground-effect tunnels and out the back diffuser
The motorsport-inspired intake above the cockpit that supplies the engine with cold air
A twin-element fixed rear wing
Additionally, the car features the recognisable McLaren “hammerhead” nose and teardrop cockpit with a wraparound canopy screen that offers a 180-degree perspective of the circuit.
The seat is firmly locked into place. However, the pedal box is completely adjustable, similar to the LaFerrari or a race-specific car. The Solus GT differs from a Formula 1 car in that the pedals are simple to alter while seated.
The majority of the main controls and a Thin Film Transistor (TFT) display are located on the carbon fibre steering wheel. Above the driver’s head are the ignition switches and a fire extinguisher that is connected to the cars plumbing, along with a complete heating, ventilation, and air conditioning system.
Mclaren’s racing heritage is embedded everywhere in the Solus GT’s specifications, McLaren’s racing heritage. Its carbon fibre monocoque tub blends the company’s expertise from the last 40 years of creating road and race cars with a technological layout that is strikingly similar to previous and current LMP endurance racers. The front and rear impact structures are built from carbon fibre rather than aluminium as they are on the company’s road cars.
The 5.2 litre V10 engine produces more than 840PS and can rev up to 10,000 rpm. All of this is contained into a compact shell that weighs less than 1,000 kg and produces 1,200 kg of downforce. It does 0-100km/h in 2.5 seconds and has a top speed of 322km/h and is controlled using a seven-speed sequential gearbox.
According to McLaren, the Solus GT is as near to the sensation and experience of driving a Formula 1 car as you can get. You can actually listen to what the screaming V10 sounds like at McLaren’s website. Just head on to the “Power” tab and let the sound of music play.
Its debut is a part of McLaren’s 60th anniversary celebration, which also includes a line up of other modern models alongside historic ones. The new 750S mid-engine supercar will make its debut and along for the high-speed fun will be McLaren’s latest hybrid supercar, the Artura. But neither of those cars will be able to match the raw power of the Solus GT.
McLaren Artura
Only 25 of these are being produced, with a price tag that swings around $3.5 million (RM16.3 million).
Until the Quattro came along in the early 1980s, Audi was known for its front-wheel drive (FWD) cars and showed no interest in rear-wheel drive (RWD). With the quattro system, the company didn’t have to discuss the merits of FWD or RWD; it powered the wheels at both ends of the car. The quattro system has been synonymous with Audi, an exclusive feature on its high performance models.
But the company has not refused to make RWD cars, except that they have been in small numbers and used in competition. Models like the Le Mans-winning cars with hybrid powertrains have had what is essentially RWD, along with the R8 LMS GT4 used by customer racing teams. There has also been the R8 RWS which was a limited-production run of 999 units and ‘made for purists’.
Now, Audi Sport GmbH (which is the company that makes the R8) has come out with a new R8 Performance RWD as a complement to the V10 performance quattro version. It has the same mid-mounted V10 5.2-litre FSI engine with enhanced output of 570 ps/550 Nm to take the car from 0 to 100 km/h in a claimed 3.7 seconds, with a top speed of 329 km/h. Available in Coupe and Spyder bodystyles, it replaces the previous R8 V10 RWD which had served as an entry-level version.
Balanced for rear-wheel drive
The suspension and driving dynamics are specifically balanced for the rear-wheel drive. A mechanical limited slip differential distributes the torque ideally based on the driving situation, ensuring maximum possible traction even when the roads are wet. When Sport Mode is activated in the Electronic Stabilization Control system, the suspension set-up and control systems will allow controlled drifts.
The electromechanical power steering provides has Dynamic Steering, available for the first time for the RWD R8. This provides even more precise reaction and feedback with more direct steering. At the same time, it also increases comfort by making steering easier, such as when parking or manoeuvring.
The RWD suspension, with double wishbones and a passive differential lock, is adapted specifically for rear-wheel drive. The weight distribution is 40:60 and extra-light 19-inch and 20-inch aluminium cast wheels are fitted, or optional Cup wheels in 245/30 R20 up front and 305/30 R20 at the back can be specified. An 18-inch high-performance steel braking system with a wave design and an optional 19-inch high-performance ceramic braking system provide the necessary deceleration.
As with all R8s, the body is built of aluminium using the Audi Space Frame (ASF) design which has been around since the mid-1990s. The structure has evolved over the years and large parts are now made of carbonfibre reinforced plastic for more lightening. The Coupe version thus weighs a mere 1,590 kgs, with the Spyder weighing another 105 kgs more.
Recognizable design features
The overly sporty design is inspired by its GT4 siblings and elements of this include the broad, flat Singleframe radiator grill in matte black with an R8 emblem. There are also the large air intakes, front splitter and rear air outlet grid as well as the oval tailpipes. Enthusiasts will note that the slit under the front bonnet is reminiscent of the legendary Audi Sport quattro.
Racing car cabin
Given the exterior appearance, it would only be expected that the interior will have a ‘racing car feel’ and Audi’s designers have provided that. The eye-catching element inside is the ‘Monoposto’ – the large, heavily contoured arch that spans the area in front of the driver’s seat and is strongly reminiscent of a racing car cockpit. The Monoposto encloses the Audi virtual cockpit with a 12.3-inch screen, which is integrated into a freestanding casing. The R8 leather steering wheel with Multifunction plus has 4 control satellites, each for using Audi drive select, to start the engine, to activate Performance Mode and the engine sound as well as to control the Audi virtual cockpit.
Production largely by hand
The R8 V10 performance RWD is built – largely by hand – at Audi Sport’s factory. This is also the production site of the LMS GT4 racing car, which is derived from the production model and uses roughly 60% carryover parts. In Germany, the base price for the Coupe is €149,000 (about RM717,000), with the Spyder costing another 13,000 euros (about RM63,000).
At its 8,700 rpm limit, each one of the pistons found in the 10-cylinder Audi R8 engine is traveling approximately 27 metres every second. Or you can put it another way: adding up all 10 cylinders’ worth of work, the engine’s pistons can cover more than 950 km/h. That’s about as fast as your standard domestic commercial aircraft. Each piston outpaces those found in today’s Formula 1 cars.
The 90° 5.2-litre V10 Fuel Stratified Injection (FSI) engine was born from the necessity that its performance exceeded the greatest expectations of a supercar customer while still providing refinement and smoothness. Its FSI system was refined through development in Audi’s original Le Mans endurance cars.
Compared with a V8 engine of similar size, the V10 has smaller, lighter pistons, allowing it to rev more freely. Compared with a V12, it has fewer moving parts, reducing complexity and internal friction.
For the US market, the current street-legal R8 V10 Performance is able to generate up to 602 ps at 8,100 rpm and 560 Nm of torque at a 6,700 rpm. That speed and the firing pattern of the cylinders – 1 – 6 – 5 – 10 – 2 – 7 – 3 – 8 – 4 – 9 – give the R8 a hissing tenor exhaust note that builds to a crescendo. Where in turbocharged engines, a turbocharger can act as a sound muffler in the engine, the naturally aspirated V10 wails, with its exhaust baffles opening at higher rpm for full effect.
The V10 engine went into production in 2009, initially making 525 ps and serving as a higher engine option for the R8. Like the entry 4.2-litre V8 engine at the time, which made 420 ps, it was developed by what is now Audi Sport GmbH, the performance sub-brand of Audi.
Like the V8 of the era, the basis of the V10 engine could be found in other Audi models, such as the S6 and S8 sedans. Unlike its sedan counterparts, however, the V10 in the R8 had a different engine crank, designed for a lighter weight, freer-revving engine and adopted dry-sump oil lubrication, which eliminated the need for a traditional oil pan.
In its place, the R8 had and continues to have a baffle plate below the engine that collects outgoing oil and serves as a reservoir for cycling oil through the engine. The oil pump module consists of a suction and feed pump for filling the oil reservoir and a suction and pressure pump for supplying oil to the engine.
This allowed engineers to mount the engine lower, which drops the centre of gravity of the car. It also allows the engine to withstand higher lateral forces as the oil pump will never be starved from cornering too aggressively. An oil cooler is run from the left-side air intake blade to keep the engine running cooler.
The dry-sump lubrication system is identical from the road-going R8 to the R8 LMS GT3 racing car, which can see much higher G-forces on tracks like Daytona and the Nurburgring due to extreme banking, slick tyres and aerodynamic changes increasing downforce.
Extensively re-engineered from the first to the second generation, the current R8 V10 performance engine still retains 40 valves (two intake and two exhaust valves per cylinder), but its springs and the roller-type rocker arms are now made of ultralight and ultra-high-strength titanium, versus steel alloys in previous applications, among other modifications.
The latest V10 also features cylinder on demand (COD) technology, which also contributes to the engine’s efficiency. Under low to intermediate load conditions – when one of the four upper gears is engaged – it shuts down the cylinders of one bank by deactivating their injection and ignition processes. The driver does not notice the transition; at stronger acceleration, the cylinder bank is activated again immediately.
