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The Renault Clio is a supermini produced by the French automaker Renault. Originally launched in 1990, it is currently in its third generation. The Clio has seen substantial critical and commercial success, being consistently one of Europe's top-selling cars since its launch, and it is largely credited with restoring Renault's reputation and stature after a difficult second half of the 1980s.
The Clio has been sold as the Renault Lutecia in Japan. A four-door sedan was developed for certain markets where sedans are traditionally preferred over hatchbacks and was sold under names Renault Clio Symbol, Renault Clio Sedan and Renault Thalia. It is also sold under the Nissan nameplate in some Latin American markets as the Nissan Platina.
The all-new second generation of the Clio was launched in the spring of 1998, with considerably more rounded and bulbous styling than its predecessor. Part of the radical concept of the new Clio were many components made of unusual materials to save in weight and repair costs. For instance, the front fenders were made of plastic and the material of the hood was aluminium in some versions. Originally the engine lineup was similar to before, with 1.2 L, 1.4 L and 1.6 L gasoline engines and a 1.9 L diesel. In early 1999, a sportive 16V version equipped with a new 1.6 L 16-valve engine was introduced, and eventually, all the older gasoline engines were upgraded to more powerful and more economical 16-valve versions.
In 1999, Renault launched the 172 hp Clio RS (short for Renault Sport), named Clio Renault Sport 172, with a 2.0 L 16-valve engine and a top speed of 220 km/h (137 mph). But in this form, the car is capable of surprisingly good handling and performance. The top-of-the-range Clio however was the exotic mid-engined, rear-wheel drive Clio V6 Renault Sport, which placed a 166 kW (230 hp) 3.0 L V6 engine sourced from the Renault Laguna behind the front seats, with a top speed of 235 km/h (146 mph).
Clio II facelift
A facelift in the spring of 2001 saw the exterior restyled, the interior quality improved and a 1.5 L direct-injection diesel engine added. The Clio 172 was also facelifted and a lightened more focused version was also added to the range, known as the 172 Cup. The 172 later received a further upgrade to 182 bhp, becoming the Renaultsport Clio 182, the Clio 182 Cup, and finally a top-of-the-range ultimate eversion called the Clio 182 Trophy. The Trophy has been heralded as one of the best hot hatches of all time. Only 500 were made for the UK (and a handful for Switzerland). The main difference between the Trophy and the normal 182 and 182 Cup is the race-engineered suspension that affords the Trophy handling unparalled in its market. Renault also produced the Clio v6, which looks like its on steroids compared to the 182, the V6 has a 255bhp 24v 3.0 liter enginer with a 0 - 62.5 speed of 5.8sec and a top speed of 153mph. Renault decided to keep selling the Clio II until 2008; the Clio II is sold alongside with the Clio III; but with a smaller price and known as the Clio Campus. In 2006 this model was facelifted with a restyled front and rear. The number plate moves from boot (or trunk) to bumber.
Twenty years after the onset of the R5 Turbo, the Clio V6 tip the tip of its hood as a concept car in 1999. Developed by Tom Walkinshaw, it was marketed in 2000. At the time, only 1630 copies were sold in 20 months. His lack of success was due to a behavior and a gearbox unconvincing.
In 2003, a second version corrects many defects of the first draft. Its engine was developed in collaboration with Porsche. With a price of 39 700 €, only 800 copies were sold despite an impressive 3-liter V6 instead of the rear seat. Coupled with a 6 speed box and developing 255 horsepower, against 226 the previous version, the engine of the Renault Sport Clio V6 enables the 0 to 100 km / h in 5.8 seconds.
It takes a special kind of confidence to modify a new Ferrari. After all, who wants to mess with what many people regard as perfection. However, Imola Racing, a member of the DIMEX Group of Wiesbaden, Germany, specializes in doing exactly that. We've got some photos (but unfortunately, not many details) of the latest tuned Ferrari to roll out of Imola Racing's garages in Germany. This widebody 612 Scaglietti sports a full body kit, monster wheels and a unique paint job.
The body kit includes a new front spoiler and rear diffuser, as well as widened fenders and a tiny rear spoiler. The two-tone paint uses a contrasting color in the body scallops and is reminiscent of a classic Corvette. The lighter gray is also used on the roof panel. Blackout wheels with ultra-low profile tires complete the tuned look. The Imola Racing 612 Scaglietti also includes an upgraded interior, though we don't know if the powertrain or suspension have been modified at all. Imola's mechanical upgrades have generally been exhaust- and suspension-based, so it's a good guess that this 612 Scaglietti has benefitted from some of the shop's expertise in that regard.
One of Germany's foremost Nissan tuners COBRA N+ has been working on one of their most prized projects, the Nissan GT-R. It's a well known fact that the GT-R's 3.8-litre twin-turbo V6 develops a potent dose of 485hp / 357kW in standard form, pushed along by a 4WD system.
COBRA N+ believes power can only be substituted with more power, and therefore during the first tuning stage the brand expects to yield a more meaningful 550 hp / 410kW. Torque will go up to a maximum of 680Nm. At these levels the car will sprint from 0 - 100km/h in 3.5 seconds, with a top velocity of 320km/h. The second stage at some point will see the GT-R producing 620hp / 462kW and peak torque of about 800Nm. Then they will call it RACE PERFORMANCE.
COBRA N+ reckons it will achieve these first stage performance numbers through reprogramming of the electronics, boost pressure of 0.15 bar and modified air intakes fitted with sport air filters.
Other performance enhancing features are 21-inch alloy wheels, sports suspension, 8-piston brake calipers, front end lift reduction mechanisms through an aerodynamic part and an integrated diffuser.
Inside the car is layered with carbon fiber bits and pieces, leather/ Alcantara materials and a roll cage. COBRA N+ will offer their modified GT-R as soon as the European market launch happens in 2009.
9ff is a specialist Porsche tuner, so if anyone knows how to work a Porsche engine it is these guys. The Porsche Carrera GT is one of the most accomplished, if severely undermarketed road cars built in the past few years. That 5.7-litre V10 produces 612hp/ 456kW and 590Nm of torque, both of which can whirl the car from standstill to 100km/h in 3.9 seconds topping off at a limited 334km/h (207mph).
The tuner 9ff thought this might not be enough. Luckily they had got themselves one of the 1,270 units of the Carrera GT sold and modified it to 900hp/ 671kW. A carbon fibre rear wing was fitted, an electronic suspension system that lowers the car, 19-inch magnesium wheels and a ceramic dual-disk clutch were all added.
Performance improvements are evident in that the car's 0 - 100km/h spring time now sits at 3.2 seconds with top speed upped to 390 km/h (242 mph).
You can get this car from 9ff for 452,000 Euros or 635,000 USD.
Hennessey Performance Engineering has just made us even bigger fans of the Nissan GT-R. The Texas-based tuner released a 600 hp (441 kW) upgrade to the car just in time for the holidays.
Called the Godzilla 600, the tuning package also provides up to 570 ft-lb (773 Nm) of torque.
This is not the first GT-R specific upgrade from the company. They have a tweek to the on-board computer software that adds 65 hp (48 kW) and 75 lb-ft (102 Nm) of torque after only 10 minutes.
The Godzilla 600 is not as simple. This package includes an upgrade to the air induction system, electronic boost control, an improved wastegate actuator, and front-mount intercooler system. Also included are turbo down pipes, mid-pipe exhaust, and rear section exhaust all in stainless steel.
Hennessey will install the package for $14,500, or ship the items to you for $11,500.
We wonder how soon you will notice the difference as you try to outrun Texas Department of Public Safety Highway Patrol as you race down I-10 away from HPE headquarters.
With racing cars come roadgoing versions. It's as predictable as the changing of the seasons. Now that the Lamborghini Murcielago has taken to the track in R-GT form, there's a way to get a similar vehicle for the street. Reiter Engineering, the German firm responsible for the Murcielago R-GT, showed a road-ready version of the lightened track car at the Essen Motor Show.
The show car's specific modifications are unknown, but if it's like the track car then it's got a standard Murcielago V12 engine and two-wheel drive. The obvious exterior modifications include a carbon-fiber spoiler up front and a new diffuser and spoiler at the rear, as well as a distinctive high-mounted dual exhaust outlet that's in line with the taillights. Black O.Z. Racing wheels set the yellow show car apart. The Murcielago R-GT shown at Essen will be sold as a one-off car, and Reiter says it will offer some of the components as limited-edition aftermarket pieces.
One of Project Kahn's major missions when transforming a normal Lotus Elise into what you see here was to help owners of the car stand out from a possible sea of other Elise owners out there. As a 60th anniversary project for Lotus, Kahn went even sportier with the Elise, installing a full aerodynamic body styling package.
Front spoiler, ventilated front wings, side sills, rear spoiler and larger side intake ducts are some of the exterior alterations done. Interior also received some attention with a full leather compliment fitted. In addition Kahn provided a sports exhaust system to improve engine breathing and then improved handling with a lowered suspension with 28 stage dampeners. Improving the handling of an Elise is quite a tall order, given the car's established high credentials on a track, but Project Kanh is confident they have done it.
Honda specialist tuner Mugen has released details of a new package for the Honda Accord in Japan, only a day after its launch in that country. The enhancements can be purchased as a complete kit or ‘a la carte'. It includes front, rear and under spoilers, side sills, a bunny-tooth grille and a big rear wing. The Japanese Accord is the same as the Acura TSX and comes with a 2.4-litre four cylinder engine with an exclusive 5-speed automatic gearbox.
A list of four alloy wheel designs is on the menu in two sizes 18 and 19-inch. The performance aspect includes upgrades in suspension, high performance brake pads and rotors, as well as a sports exhaust system.
Europe received the new Accord in the summer of this year after a show debut in Geneva. Mugen was founded by its former CEO Hirotoshi Honda, the son of Honda founder Soichiro Honda.
First, what's coming under the hood, which is what we really want to know from German tuners. The performance kit (for 1,249 €) takes the 2.0 liter TFSI's 200 hp and boosts it to 244. Torque goes from 280 to 350 Nm.
The resulting performance numbers seem worth the modest 1,250 euro price tag. 0 to 100 km/h in 6.6 seconds and a top speed of 242 km/h.
And, of course, proper tuning requires a new and improved set of wheels. JE Design can provide you with 8x19" rims with 235/35 R19 tires in "shadow silver" for 2,810 €. There is also the choice of the "matt black / silver rim bead" for 2,930 €, or the "white pearl / polished front" for the same price.
JE Design also offers lowering springs for 219 € which bring the Scirocco down about 3 cm.
The body kit packages includes side skirts, air intakes and front and rear spoilers with a series of variations all for under 1,600 euro.
A stainless-steel muffler and double-oval-piped, mid-positioned exhaust is also available for 899 euros.
We always appreciate tuners who provide prices that give consumers a realistic view of what they'll be offered and also know if what is on offer is realistic for them.
Since, BRABUS unveiled a tuned version of the Tesla roadster which featured a "space sound generator" that can simulate two "futuristic soundscapes" called Warp and Beam, RENNtech is now on the counter-attack with a photo of what can only be described as a very tacky Mercedes SL 65 AMG that they claim can hit WARP speed.
Maybe RENNtech can do a promotional tie-in with the new Star Trek movie that will be coming out next year. As in, when you buy a happy meal at McDonald's for your kid and you get a RENNtech Mercedes SL 65 AMG as a prize. Wouldn't be a bad deal.
RENNtech are being coy here and we can indulge them because that photo looks, well, so ridiculous it begs for more jokes. So here we go.
The car that the rest of us know as the Nissan 370Z is now on sale in its home market, bearing the familiar Fairlady Z nameplate that it's traditionally worn in Japan. The updated, retro-modern styling, new 247 kW (337 PS) VQ37VHR 3.7-liter V6 and choice of six-speed rev-matching manual or seven-speed automatic transmissions are the same that we saw at the car's Los Angeles Auto Show debut.
The new, more compact body carries styling cues from classic Fairlady models and distinct "Z" badging. Lightening measures such as aluminum body panels keep the weight down, and the new interior uses higher-quality materials including a new "Forte Suede" cloth. Soft-touch materials make the cabin a friendlier place, and the new Fairlady's interior has been optimized for performance driving as well. A factory-installed HDD-based CARWINGS navigation system is available.
On-road performance has been increased. In addition to the lightening measures, the car is more powerful, of course. The groundbreaking new transmissions are coupled to an independent suspension and aluminum-caliper opposed-piston Akebono brakes at all four corners. Nissan's Vehicle Dynamic Control stability control is also standard.
The Fairlady Z's home-market pricing ranges from 3,622,500 yen ($38K) to 4,462,500 ($47K) yen, including Japan's consumption tax. Some Japan-specific "performance" specifications that you might not have heard include the Fairlady Z's 95% recyclability rate, and a reduction of interior volatile organic compounds.
The workhorse of the everyman, the city, state, Federal government and every cab driver for a span of 50 years and a car most of the public are surely familiar with...
Either you’ve ridden in one as a Taxicab or you’ve been pulled over by one (or if you’re really unlucky) a ride in a police cruiser, its one of the most successful US models finding its way to 13 Million Dads, Moms and Mr. Average Joes driving them to work, school, or grocery store.
The Chevy Impala/Caprice is the longest running & still in production, model of any US passenger car.
Only the Corvette sports car (introduced in 1953), and Ford F-series truck (1948), can claim a longer continuous production history.
Surprisingly, the first introduction of the nameplate “Impala” was heavily related to the Corvette. The Impala, a GM Motorama show car, based on a Corvette chassis was shown to the public in 1956.
1956 Impala Motorama Show Car
Essentially a four seat Corvette from the futuristic design studios of Harley Earl. Perhaps a nod to Ford and the upcoming four-seat Thunderbird, giving notice that Chevy could play that game too…but the design would never see the light of day.
1958 Bel Air Impala Bel Air vs Impala tail light treatment
Jump to 1958, the restyled big Chevy and the Impala was offered as a sporty, luxury trim option on the Bel Air. Though the Impala was very similar in shape/style to the Bel Air, the three pod/placed taillights that would soon become the trademark for Chevy and Impala/Caprice appeared here.
By 1959, the upscale trim options became so popular, the Impala evolved to its own model line. A new daring shape was needed for the new model. And so Harley Earl, his reign at GM waning, the 1959 Impala/Caprice became his last personal project.
Studio ideation sketches of the '59 Chevy/'59 Chevy clay mock ups
And what a design it was. Under Earl, tail fins had already grown to an outlandish extent, yet the '59 went in a different way. The ‘58 had already started a Chevy trend of slightly canted tailfins, but the ‘59, it stretched them to a flowing seagull-like appendage. The three pod taillights gone, replaced with almond shaped, “cat-eye” taillights following the contour of the gull shaped fins.
There were big changes here, the Impala models having a panoramic rear window mimicking the front wraparound windshield. Two-pod headlights, introduced high and above the bumper in ‘58, were now much lower and integrated with the grille. And the grille, departing from convention, was split in two. A conventional grill spread side to side with headlights at each end, and above, two separate "nostrils" with turn signals at each side.
'59 Chevy Impala front end
Even with the radical gull-wing fins, the overall appearance, compared to ‘58 (or many cars of the day) was lower, cleaner and leaner than before. It was obvious that Bill Mitchell, groomed by Earl to be the next chief of GM design, influences was showing through.
'59 Impala sedan & sport coupe
What might seem like nothing to a modern day observer, the ‘59 was quite a radical departure for what was supposed to be a conservative company selling cars to the “everyman” market. It was popular however, and modern looking, though maybe too much so for some.
It was the butt of jokes, and complaints of high interior heat, due to the great new expanse of glass introduced on this car, were raised.
Rumors persist to this day of rear end lift caused by the "gull" wings at highways speeds.
The wings, cats-eye lights, and overall appearance were off putting to some, but still, it sold well. Even so, GM/Chevy management didn’t like controversy (the bad smell of Ford’s very expensive flop, the Edsel, was still blowing in the wind), they weren’t happy, and wanted a change.
1960 Bel Air
So, the 1960 Impala was a fairly major conservative redo, the gull wings were flattened, and the three pod rear tail lights re-appeared and replaced the cat eyes. As the fins were less emphasized, a large jet emblem was placed on the rear quarter panel to compensate and strengthen the last gasp of the “jet-forward” theme that had been the hallmark for all of Harley Earl’s designs dating back to the late 40’s.
1961 clay mock up/1962 Impala SS
1961 further brought the space age/jet theme down to the earth and saw the roof line conform to a more formal, square cornered look. The Impala “B-body” re-style now was more in line with the trim and neatly pressed style of now chief of design, Bill Mitchell.
Mitchell’s comments on Earl and their difference in design philosophy…
“He had a tendency to make fat, rounded heavy things. I think it was because he was a big man. I like sharp, razor edges in contrast to his rounded deals. When they threw the reins over to me, it didn't take me long to get back into a sheer look.”
Creased lines replaced the past bulbous shapes and the fins or gull wings had become just vestiges of their former glory. A “bubble-back” roof line and rear glass was featured as the “floating top” disappeared and a “B” pillar-less convertible-like hardtop roof became standard in the 2 door/sport coupe and few four door models.
Despite the many drastic design changes the Impala had gone through, a model only 3 years old, sales remained strong and steadily increased throughout the 60’s. Chevrolet made sure the car was popular with an abundant amount of options and engine choices, the Impala stayed popular because it could be customized to the individual buyers’ needs or wants. Along with traditional good looks, it was a combination that kept the car in the top of US sales for more than a decade.
1964 Impala convertible
It’s important to understand the challenge of having to design a fresh look for the countries most popular car and ensure that look fits with the “everyman”, average Joe image Chevy claimed its cars to be. The Impala had to meet the needs of the public, fleet/rental/taxi markets, law enforcement requirements and not cross an imaginary line of non-conformity. The difficulty of styling a car that needs to be everything to everyone, be basic and simple, yet overall new, good looking and customizable for those who want or demand something more, is incredibly ominous. Yet the Chevrolet styling staff managed to do that, and even hit home runs doing so, three times in ’63, 65 & ‘67.
1965 Impala SS
With the now classic styling of the ‘63 & ‘65 Impala and the introduction of the hi-performance 427 and the Super Sport (the legendary SS, previously offered in 1962), the Impala solidified its place in the American car industry as a leader in value, comfort and performance, and the public was buying. 1965 marked the year that the Caprice (an upscale luxury option with a formal non-fastback roofline only) was introduced on the Impala, and one million Impalas rolled off the line and into the hands of the buying public and fleet that year, a record unsurpassed by an American car model to this day.
1967 Impala fastback coupe
1967 marked an obvious and successful effort in transplanting the “coke bottle” shape on to the Impala with great results.
By 1971 another fresh look was due, and the B-body was once again reborn, this time it was to be the largest full size car ever produced by Chevrolet.
Impala/Caprices sales continued strong, but now the Impala was now the downmarket entry level car, and the Caprice the top of the line. For 1972 a new handsome split bumper/gaping grille was introduced, partly due to increasing federal standards, requiring larger body protection.
1972 Caprice
But there was trouble brewing, the coming of the fuel embargo of 1973, increasing safety requirements, rising fuel costs and growing emissions concerns. The heyday of large American cars with large fuel gulping V8's was coming to an end. The writing was on the wall, the B-body Impala/Caprice had to be downsized to meet the growing need for a more efficient smaller full size car.
In 1973 Project 77 was implemented at GM, targeting the economizing of the entire full size car line. B-body’s from Chevy to Cadillac were going under the knife for major reductions in size and weight.
At this time Bill Mitchell, his reign as VP of design at GM coming to an end, took an unusual step from behind his committee design chair, and assumed a large part of the 1977 re-design personally.
Project 77 was a huge investment program for GM, with over $600 million spent towards an 600 lb decrease in weight and 10 inch reduction in length. Mitchell, the most capable of achieving the goals of Project 77, showed he was still able to apply themes of sharp creased edges and balanced proportions to the redesign.
Considering the parameters, Mitchell paired down the car to bare essentials in shape, yet managed to bring out a strong, basic look of refinement and style that normally would've been found on upper-class, more expensive cars. With squared off ends, near slab sided body and slight folded edges, the Chevy long before considered a “commoner” car, achieved an almost stately look. Mitchell, known for his battles over the rear window treatment of the ’63 Stingray, and the infamous boatail Rivera, managed to push through a unique three paned and frameless window treatment for the two door coupe Impala/Caprice as a final statement.
1977 Impala/'77 Caprice coupe three window coupe
Immediately sales rose to near 1960’s figures. It was named car of the year by Motor Trend and factory shifts went into overtime to keep up with demand. Even with a reduction in power and choices in engines/drivetrains, it was seen as a major step forward for GM and Chevy, and the public responded.
The redesigned B-body Caprice/Impala sold very well and essentially went on for another 13 years without major changes, excepting minor front and rear end updates.
The platform was extensively redesigned in 1991 and returned to a more organic and rounded design reminiscent of some of Harley Earl’s designs of the ‘50’s.
Unfortunately, the design was not a welcome one and landed with a resounding thud with the public. The car was quickly accepted by rental fleets, taxicab owners, and law enforcement, but the public was left cold and a sales slump reflected that.
1992 Caprice/1996 Impala SS
Fortunately, Jon Moss of GM skunkworks, managed to resurrect the Impala SS nameplate, and with some creative and needed design tweaks, plus a Corvette engine, gave the car a much needed boost in both performance and style. Easily one of the fastest and most sought after cars of the last decade, the Impala SS lived up to its SS moniker and heritage.
But the fun was only short lived, and by 1996 the Impala SS (at least in RWD form) bowed out of the GM line up.
In 2000 the Impala name was resurrected, but as a FWD sedan. Many of the past styling cues of the Impala were used, but in a much more subdued effect. Styling here was less than inspired, the nameplate being resurrected to supplement the less than loyal following of the Chevy Lumina.
2002 Impala
Yet luckily, and most likely due to the legacy of the Impala/Caprice, a genuine small block V8 and SS version was added back to the lineup in 2006.
2008 Impala
The Impala is still on sale today, and despite the many accolades of its new modern mid-size sister, the Malibu has gained recently, Chevrolet still, very quietly, sells three Impalas, for every two Malibus they move. A testament to the model lines history and tradition.
A new Caprice is in the works, and is guaranteed a great future due to this nameplates legacy.
The Impala/Caprice, a favorite of movie directors/stunt drivers, police departments, taxi drivers and the American public for its simple but reliable tradition.
When people talk about a real American classic car, this is it.
The Renault Clio is a supermini produced by the French automaker Renault. Originally launched in 1990, it is currently in its third generation. The Clio has seen substantial critical and commercial success, being consistently one of Europe's top-selling cars since its launch, and it is largely credited with restoring Renault's reputation and stature after a difficult second half of the 1980s.
A facelift in the spring of 2001 saw the exterior restyled, the interior quality improved and a 1.5 L direct-injection diesel engine added. The Clio 172 was also facelifted and a lightened more focused version was also added to the range, known as the 172 Cup. The 172 later received a further upgrade to 182 bhp, becoming the Renaultsport Clio 182, the Clio 182 Cup, and finally a top-of-the-range ultimate eversion called the Clio 182 Trophy. The Trophy has been heralded as one of the best hot hatches of all time. Only 500 were made for the UK (and a handful for Switzerland). The main difference between the Trophy and the normal 182 and 182 Cup is the race-engineered suspension that affords the Trophy handling unparalled in its market. Renault also produced the Clio v6, which looks like its on steroids compared to the 182, the V6 has a 255bhp 24v 3.0 liter enginer with a 0 - 62.5 speed of 5.8sec and a top speed of 153mph. Renault decided to keep selling the Clio II until 2008; the Clio II is sold alongside with the Clio III; but with a smaller price and known as the Clio Campus. In 2006 this model was facelifted with a restyled front and rear. The number plate moves from boot (or trunk) to bumber.
