Luxury Cars
RMS M5 Superfast – Specialty File – Car and Driver
Southern California’s San Fernando Valley is in the business of satisfying carnal appetites. According to the
Los Angeles Times,
about $4 billion worth of "adult entertainment" rolled out of the valley in 1999, and that amount has only grown since then. Whatever the fetish, the valley has the product.
Race Marque Systems (RMS), located in Van Nuys at the valley’s heart, is in the business of building the equivalent of automotive porn stars. Specializing in modified BMWs, the company’s current push is behind a series of supercharged M-motored machines it calls Superfast (M3, Z8, and the subject here, M5). The M5 Superfast is the sort of vehicle you’d order because you’re already sick of waiting for the new V-10-powered M5, not thrilled with how the new 5-series looks, unused to postponing pleasure, and flush after selling a warehouse full of Jenna Jameson compilation DVDs.
The Superfast’s essential element is a Vortech V-2 SQ SC-Trim centrifugal supercharger driven by a second crankshaft pulley at 1.8 times engine speed (gearing in the blower case multiplies compressor speed by another 3.60:1) and mounted on a thick anodized aluminum plate.
"SQ" is for "super quiet," and indeed, this Vortech is fairly quiet as it crams 11.0 psi of boost into the otherwise stock M5 S62 4.9-liter DOHC V-8. The pressurized air goes through a carbon-composite tube and then an intercooler that RMS describes as an "air-to-liquid charge air cooler" in the intake plenum between the two rows of air trumpets and under an RMS carbon-fiber cover. The charge cooler is in turn fed from a small aluminum radiator shoehorned into the stock M5 air dam, with water circulated by an electric pump. Eight supplementary injectors—one for each cylinder—dump in the necessary fuel, and an RMS FuelCharger controller manages air and fuel delivery and controls the bypass valve. RMS will tear into an M5′s engine if a customer wants, but our tester’s internals were untouched.
Exhaling from RMS headers and mufflers, RMS claims 608 horsepower at 6700 rpm for its blown M5 engine. That’s a 214-hp credulity-straining leap from the 394 horses that BMW lists for its stock V-8. To go with that thrust, RMS adds its billet-aluminum short-shifter kit for the six-speed manual transmission, fits a 3.45:1 ring and pinion (stock is 3.15) and a new limited-slip differential, and upsizes the front brakes to Brembo 14.0-inch discs with 13.6-inch Brembos in the back. The suspension is dropped an inch in the front and 0.75 inch in the back, and RMS 9.0-by-18-inch front and 10.0-by-18-inch rear wheels are bolted on inside Michelin Pilot Sport 265/40ZR-18 front and 295/35ZR-18 rear tires. The owner who lent us this 2000 test car also had RMS throw in a race clutch that needs a forged-steel femur to operate.
Showing nearly 60,000 miles on its odometer, and having been subjected to regular track thrashings, this 2000 M5 had rough edges. But the structure was tight, and there wasn’t a hint of slop in the steering or suspension—the just-departed E39 5-series is as good as we’ve always made it out to be.
With its insensitive clutch, sudden throttle, and overwhelming torque, this isn’t an easy car to launch. Still, it cleaved down the quarter-mile in 12.8 seconds at 114 mph and hit 60 mph in just 4.4 seconds. Compared with a stock M5′s 4.9-second 0-to-60 clocking and 13.4 seconds at 108 mph in the quarter-mile (May 2003), that’s good. But it’s not up to the performance of a naturally aspirated Dinan S2-M5, which did the 0-to-60 trick in 4.1 seconds and whacked through the quarter in 12.7 seconds at 113 mph (November 2002). The RMS car’s better trap speed, despite being slightly behind in elapsed time, indicates that this engine’s talent is top-end horsepower.
The Dinan car made it to 110 mph in 12.0 seconds; the RMS M5 gets there in 12.1. But the RMS M5 gets to 120 mph in just 14.1 seconds compared with the Dinan’s 14.4, and the Superfast’s advantage only grows from there. Ultimately, the RMS M5 rips to 150 mph in just 23.5 seconds, whereas the Dinan takes 25.1 seconds and a stock M5 takes 29.2. A gentler clutch and a bit more software tuning by RMS should make the Superfast easier to launch and improve its transitional part-to-full-throttle response.
The ride is barely affected by lowering the suspension, and the Michelin Pilot Sports are quiet and tenacious. The exhaust system’s voice roars with perfect pitch—like the blend of a B-52H and Ella Fitzgerald. If the M5 Superfast did nothing but make that sound, the sheer wickedness could almost justify its $120,645 price (including engine, wheels, tires, labor, and a $72,645 donor M5). The supercharger system alone goes for $22,500.
Like a porn star, the RMS M5 Superfast is great-looking and fitted with aftermarket pieces. And like a porn star, it’s emotionally fragile. Our repeated acceleration runs led to the fouling of at least one spark plug, and the computer went into limp-home mode. No one should be surprised that supercharged tuner cars are more temperamental than stock, and porn stars shouldn’t be surprised to find themselves in the valley on a flatbed.
Race Marque Systems, 14418 Oxnard Street, Van Nuys, California 91401; 818-778-6106;
.
Article source: http://www.caranddriver.com/reviews/car/04q2/rms_m5_superfast-specialty_file
Chrysler Announces Production of All-New 2007 Jeep Wrangler and Wrangler Unlimited
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2011 Jeep Wrangler
MSRP: $22,045 – $33,320
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Body Style: SUV
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As part of Chrysler Group’s innovative manufacturing project in Toledo, three supplier partners will manage and operate major parts of the vehicle production process from neighboring facilities within the Toledo plant footprint. While the KUKA Group is responsible for building bodies for the all-new 2007 Jeep Wrangler and Wrangler Unlimited, Magna Steyr will run the paint shop and Hyundai Mobis-owned Ohio Module Manufacturing Company (OMMC) will assemble the vehicle’s chassis. Chrysler Group has the responsibility for the final trim and assembly operations of the plant. All four facilities were completed earlier this year and have been producing pilot parts since April.”Two years ago, the Toledo Supplier Park existed only as a vision,” said Tom LaSorda, Chrysler Group President and Chief Executive Officer. “A vision so bold, so unique, that we knew it would only succeed with a team that is dedicated, disciplined and, of course, flexible. We thank the United Auto Workers and the Toledo workforce for making this vision a reality.”"The Chrysler Group has been a great corporate partner with Ohio and I am delighted that this innovative new supplier park is ensuring that Toledo remains the home of the Jeep,” Governor Bob Taft said. “Today’s opening confirms our role as a leading automotive state, and will enable us to build on our number two position in the U.S. in the production of motor vehicles and in the number of tier-one suppliers.”Chrysler Group executives, local employees from the United Auto Workers, dignitaries and guests celebrated the opening of TSP and production of the all-new 2007 Jeep Wrangler and Wrangler Unlimited.”The Supplier Park has not only brought a significant, new investment to the Toledo area,” said Lloyd Mahaffey, UAW Regional Director. “But, also proves that working together, the UAW, government and Chrysler Group can create good paying jobs in America.”The painted vehicle body and the chassis module are sent on conveyor lines directly into Chrysler Group’s final assembly building, where all vehicle components are married together to create the finished vehicle. From start to finish, Chrysler Group is working rigorously with all supplier partners to maintain the highest levels of quality in each area of the assembly process, including a series of final validation tests for each vehicle as it comes off the line.
2012 Volkswagen Passat Revealed: VW Passat News – Car and Driver
Let’s get the name out of the way first. As expected, the car Volkswagen has been referring to as the
will be badged a Passat. We already saw a new
unveiled in Paris a few months ago, but this one is different. It’s been designed for Americans, and will be built here, too. We’re getting our first look at the car at the
.
Meet the Jetta’s Big Brother So why the bifurcation in the product line? This new Passat, along with the recently launched Jetta, is expected to make up a good portion of its planned 800K U.S. sales by 2018. The goal is a very lofty one, but to make the Passat more popular—just 12,497 of the last one were sold here in 2010—VW is growing its mid-size sedan and lowering the price to go after the segment leaders. To that end, the company promises “accessible German engineering” at a base price of around $20K. (Expect lots and lots of advertising in this vein.) Unlike the Jetta, which was launched globally with some
, this Passat was developed entirely as a separate car. We’re happy to report that it retains a multilink rear-suspension setup, unlike the Jetta, which is saddled with a torsion-beam axle for U.S. consumption.
We’d already seen some of an uncovered 2012 Passat late last year, and so the official photos provide no surprises; the car looks like a stretched version of its Jetta sibling. Up front is the VW corporate grille, and the rear gets anonymous-looking, Jetta-ish taillights that could also have you mistaking the car at night for a BMW 3-series or a Honda Accord. The lines are clean but subdued, a result of the mass-market play. Nearly four inches have been added between the wheels versus the last Passat, which enabled a larger back seat to sate American desires.
The Power Play The engine lineup is a VW engine nerd’s dream, and is unique among mid-size sedans. Base models will get the 2.5-liter five-cylinder that sees duty in the Jetta, among others, here putting out the same 170 hp and 177 lb-ft of torque. It’s the first time this engine has been put in a Passat and could be seen as a dastardly cost-cutting measure if this powerplant, with its most recent improvements, weren’t so likable. A five-speed manual transmission is standard with a six-speed automatic as an option. Fuel economy is estimated at 21 mpg city/32 highway with the manual and 22/31 for the automatic.
The Passat TDI returns to the U.S. lineup after a several-year absence, packing VW’s familiar 2.0-liter four-cylinder turbo-diesel with 140 hp and 236 lb-ft of torque. A manual again will be standard here, and a six-speed DSG dual-clutch automatic will be optional. VW projects fuel economy of 31 mpg in the city and 43 on the highway with either transmission, as well as an 800-mile range. Both of those fuel-economy numbers are one higher than VW sees in the Golf and Jetta TDI models; we’re told aerodynamic efficiency and tweaks to transmission internals are to thank for the larger car’s superior projected economy.
At the top of the Passat lineup will be a 3.6-liter narrow-angle V-6 making 280 hp and 258 lb-ft of torque. This VR6 engine is paired solely with the six-speed DSG. The segment’s current power leaders, if you’re keeping score, are the 274-horse turbo four in the Kia Optima and Hyundai Sonata and the 283-hp Pentastar V-6 in the Chrysler 200. VW forecasts EPA ratings of 20/28 mpg for the Passat’s 3.6-liter.
All the Trimmings Just as the engine lineup will try to satisfy mileage junkies, power fiends, and the mainstream alike, VW’s comprehensive list of standard and optional equipment for the 2012 Passat should cover all the bases. The car will be offered in three trim levels: S, SE, and SEL. Included in the $20K base model—which, it should be noted, is about
eight grand cheaper than today’s base Passat 2.0T—are features like automatic climate control and Bluetooth connectivity. Options will include 17- and 18-inch wheels, wood trim, leather upholstery, power seats, navigation, a
, and keyless entry and ignition. The Easy Open trunk, which allows key holders to wave their feet under the rear bumper to pop the lid, is the European Passat’s marquee feature, but is noticeably absent here. We are told that it could be added in the future.
And speaking of future options, a decision has yet to be made about a Passat hybrid, but it remains a possibility according to Toscan Bennett, VW of America’s vice president of product. Bennett expects the Passat and Jetta to sell in similar numbers, and he and the rest of the VW team hope they’re big ones. Final pricing will be available this spring, and the cars go into production at the company’s new Chattanooga, Tennessee, plant in the third quarter of this year. We’ve lamented the latest Jetta’s lost personality, but here’s hoping its Americanized big brother contains at least a modicum of the old VW mojo.
Article source: http://www.caranddriver.com/news/car/11q1/2012_volkswagen_passat_official_photos_and_info-auto_shows