The Ferrari 458 Challenge has just made its global public debut at the Bologna Motor Show in Italy. The 458 racer car is based heavily on Ferrari’s 458 Italia road car, but with a number of revisions, including a drop in weight, to ensure it’s a star on the track.

The Challenge uses the same 425 kW 4.5-litre V8 as the production car. But there have been changes to the gear ratios and the gearbox software to deliver more torque at lower revs.

The big changes are to do with the 458’s weight. A crash diet of carbon fibre and lexan polycarbonate, plus thinner body panels has shaved weight, but Ferrari refuses to say just how much has been saved.

The suspension has been lowered by 50 mm and now uses single-rate dampers with stiffer springs, and centre-nut 19-inch racing wheels wearing Pirelli slick tyres. To ensure adequate stopping power, Ferrari has borrowed the Brembo CCM2 carbon ceramic brakes from the 599XX. These are combined with a two-setting ABS system that can be switched for low grip or dry surfaces.

In a Ferrari first, the Challenge car adopts the E-Diff electronic differential and F1 Trac traction control systems from the road car. However, the electronics systems have been recalibrated for track use.

All in, the modifications have allowed Ferrari’s test drivers to shave 2 seconds off the F430 Challenge’s lap time at the firm’s Fiorano test track. On slick tyres, the 458 Challenge will lap the track in 1m 16.5sec, and generate lateral-G figures of up to 1.6G in the process.

Joining the Ferrari 458 Italia Challenge at the Bologna display is the F430 GTC owned by the AF Corse team. The 458 Challenge will hit circuits in 2011 as part of the Ferrari Challenge Trofeo Pirelli, which sees track-prepared F430s, 360s, F355s and 348s do battle. Next year’s season will also be extended to include a new Asia-Pacific series.

For a Ferrari and Lamborghini challenging supercar with a hefty US$375 000 price tag, one would expect that Lexus and its parent company, Toyota, would at least avoid offering any sort of “Fast and Furious” style paint options – or the ability to customise the vehicle’s interior with weird colour combos on the all-new 412 kW V10-powered LF-A sports car. Well, think again.

As you can see for yourselves, by fooling around with the just launched LF-A online configurator, you can ‘rice-up’ the Japanese supercar in variety of eccentric exterior colors including ‘Passionate Pink’ and ‘Lavender’ that can be combined with coloured calipers and three different shades for the alloy wheels.

And that’s not all. Lexus also offers the ability to customize the LF-A’s interior by choosing diverse colours for the seats, the steering wheel, the carpet, the headliner, the door panels and lower part of the dashboard, just to mention a few.

Unfortunately for some, bobble heads, racing stripes and underbody neon lights are not available at this time.

Adapted from CarScoop

Since its launch in 1996 the Renault Scénic has been the benchmark compact multi-purpose vehicle (MPV) by which all others are measured. The Scénic was originally built to appeal to those who wanted all the practicality of a MPV, but could not accommodate the larger size and higher price of such vehicles as Renault’s own Espace. Renault underestimated the sales impact that the Scénic would have — predicting that it would be a niche model with only 450 produced a day. In fact, the compact MPV class did not exist until Renault created the Scénic and production for the first generation would eventually peak at nearly 2500 cars a day. Since its launch 3.3 million units have been sold worldwide.

Now, 13 years later, the third generation Scénic and Grand Scénic have just arrived on our local shores. By all accounts the Scénic seems to have lost none of the appeal that’s made it the de facto ‘mum’s taxi’.

Keeping up appearances is certainly no burden in the new Scénic. Renault say their new compact-MPV “heralds a fresh approach to MPV design. Using compact forms, taut lines, distinctive rear lights and sporty front-end looks derived from the new Mégane, the latest generation Scénic creates a new benchmark for this class”. We agree and enjoy the car-like styling of the new models.

As per Renault and Scénic’s heritage, safety is of paramount importance and it will come as no surprise to learn of the standard safety features such as ISOFIX anchorages for the rear seats and full-three-point safety belts for third-row occupants in New Grand Scénic, six airbags, anti-lock brakes (ABS), emergency brake-force distribution (EBD) and electronic brake assist (EBA). Optional safety extras include electronic stability control (ESC) with CSV understeer control. What you may not know however, is that Euro NCAP, the organisation that assesses the safety of new cars, introduced a new overall car safety rating earlier this year. Areas under scrutiny are Adult Occupant Protection, Child Occupant Protection, Pedestrian Protection and the new area of assessment: Safety Assist. Under the new, more stringent regulations, the Renault Grand Scénic has still managed to achieve a maximum 5-star rating.

Other standard features for safety and convenience include automatic headlight activation, rain-sensing windscreen wipers, front fog lamps and electric folding mirrors. Inside the list continues with a MP3-compatible CD tuner with RCA socket and fingertip control, Bluetooth cellphone connectivity, air-conditioning, cruise control with a speed limiter, electric windows and electric power steering.

As if the list of features hasn’t been long enough already, the new Scénic and Grand Scénic 1.9dCi diesel models, are equipped with dual-zone automatic climate control, integrated Carminat TomTom navigation, 3D Sound by Arkamys audio system, Plug & Music multimedia terminal and rear parking sensors. Additional optional features include 17-inch alloy wheels and a sunroof.

In terms of performance, buyers will have the choice of two engines, either a 1,6-litre 16-valve petrol, or a 1.9 dCi turbo-diesel. Although Renault say “the 1,6-litre 16-valve engine has been developed to deliver greater torque and flexibility at low revs”, we sampled the engine in the new Mégane and would have to say the turbo-diesel is far better suited to the task.

The 1,6-litre produces 83 kW of power at 6 000 r/min and 151 N.m of torque at 4 250 r/min. Matched to a 6-speed manual gearbox, it accelerates from zero to 100 km/h in 11,7 seconds, and reaches a top speed of 185 km/h. Renault claim a combined-cycle fuel consumption of 7,5 l/100 km.

In contrast, the 1,9dCi turbo-diesel engine produces 96 kW and a healthy 300 N.m of torque from 1750 rpm. Paired with the same 6-speed manual gearbox it hauls the Scénic from zero to 100 km/h in 10,6 seconds and the Grand Scénic in 11,5. Top speed of the diesel in both models is 195 km/h. But perhaps the best parts of the diesel engine are those which can’t be seen. Renault has added a few technical refinements that include a redesigned variable geometry turbocharger equipped with curved blades, to deliver swifter response and acceleration, as well as new seven-hole injectors that provide a finer, more efficient fuel delivery and more effective combustion. The result is a particularly refined and responsive diesel engine with no notable turbo-lag. In addition, fuel efficiency remains around 5,5 litres/100 km, ensuring an admirable potential range from the 60-litre fuel tank.

The Renault Scénic shares the same horned sub-frame front suspension arrangement as the new Mégane, as well as a closed-profile rear beam suspension for enhanced body-roll control and steering precision. True to its DNA then, the Scénic and Grand Scénic comfortably seat 5 and 7 passengers respectively, with space for their luggage, while providing a firm ride and reassuring handling characteristics.

Speaking of luggage, the Scénic has a maximum capacity of 1 837-litres, while the Grand Scénic is capable of swallowing 2 063-litres. Adding to the practicality of the Scénic are the 86-litres of storage throughout the cabin, including four underfloor compartments, four under-seat drawers, six map pockets, two aviation-style tables, an 11-litre glove-box and a further nine litres in the sliding centre console – the new Grand Scénic takes that tally to a remarkable 92 litres. Although these various storage compartments may not sound exciting in themselves, their inclusion is a testament to the ergonomics with which Renault designs its vehicles.

The quality of the interior is very good and offers a feeling of solidity. Easy to use controls, height and reach adjustable steering wheel, as well as seat height adjustment make for a comfortable journey. Headroom is cavernous, while ample legroom is found in both the front and rear. The one thing we aren’t too excited about is the new LCD screen, housing, among other information, the tachometer. A higher contrast ratio would be better, although it is reportedly customisable – just ask your kids, they’ll sort it out. We also happened to travel with a stiff cross-wind at times, which served to highlight how well the cabin is insulated against engine, tyre and wind noise.

Overall the Scénic continues to provide an incredibly safe, stylish and practical MPV at a reasonable price. Our choice would be the 1,9dCi Scénic for its nippy performance but the Grand Scénic provides the best carrying capacity for a few pennies more.

Volkswagen has premiered its youngest offspring of the Polo family at the Frankfurt International Motor Show. The agile three-door shares the new styling cues as seen on Tiguan and Golf for a more consistant family look.

The new Polo will be available with a choice of six engines, ranging from 44 to 77 kW, and in three model grades (Trendline, Comfortline, Highline) which include the new Polo BlueMotion which will also be available as a five-door.

The world’s most fuel-efficient car in its class, Polo BlueMotion develops 55 kW from its turbo-diesel engine while managing 3.3 litres per 100km and 87 grams of CO2 per kilometre. Although on display at Frankfurt the Polo BlueMotion will not go on sale until midway through 2010.

Volkswagen is also offering the Polo with an automatic seven- speed dual-clutch gearbox (DSG) for the first time.

The model’s entry-level version will now be the three-door Polo 1.2 Trendline with standard ESC.

Engine selections across the range include three diesel and three petrol units as follows:

• 1.2-litre four-cylinder (44kW) petrol
• 1.2-litre four-cylinder (51kW) petrol
• 1.4-litre four-cylinder (62kW) petrol
• 1.6-litre four-cylinder (55kW) turbo-diesel
• 1.6-litre four-cylinder (66kW) turbo-diesel
• 1.2-litre four cylinder (77kW) turbo-petrol

Key dimensions of the Volkswagen Polo:

• Overall Length: 3 970 mm
• Overall Width: 1 682 mm
• Overall Height: 1 485 mm
• Cargo Capacity: 280/952 litres

No dates for the South African  market introduction have been confirmed yet.

Adapted from CarAdvice

The new three-door Polo, has been unveiled ahead of its public debut at next month’s Frankfurt Motor Show.
The Polo 3-door is a smaller version of the five-door Polo model with some new styling on the side windows and a sportier C-pillar that gives it a coupe-like appearance.

The Volkswagen Polo 3-door will be available with six engine choices and three equipment levels including Trendline, Comfortline and Highline. Power output will range from 44 kW to 77 kW. An automatic 7-speed dual-clutch gearbox (DSG) is available for the first time in the Polo lineup.

Built in Pamplona, Spain, the three-door Polo will start production in right-hand drive form in late October ahead of first deliveries in early 2010.

Every Polo in the range includes four airbags as standard as well as ABS with EBA and ESC. A single CD tuner, power steering and power windows are also standard across the range.

Polo three-door will initially be available with a choice of six engines as follows:

• 1.2-litre four-cylinder (44kW) petrol
• 1.2-litre four-cylinder (51kW) petrol
• 1.4-litre four-cylinder (62kW) petrol
• 1.6-litre four-cylinder (55kW) turbo-diesel
• 1.6-litre four-cylinder (66kW) turbo-diesel
• 1.2-litre four cylinder (77kW) turbo-petrol

All engines comply with strict new Euro V emissions legislation.