Sunday, October 5, 2014

The Men's Fitness Exercise Bible - 1016 pages




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Tuesday, July 29, 2014

Here comes the McLaren P1 GTR

The first digital scribble of the 986bhp track-only hyper-hybrid. For when a normal P1 just isn't enough

Last month McLaren confirmed it will build a track-only variant of the ballistic P1. In essence, Ron Dennis unfurled his carbon fibre quill, and wrote a letter to all 375 owners of the ‘normal' P1 wondering if they'd be interested in a yet-faster race version of the hyper-hybrid. And the owners said, ‘Do bears defecate in arboreal regions? Get a wriggle on!'

So here it is, is the first official design rendering of the McLaren P1 GTR. The chaps from Woking will be taking a full design concept to Pebble Beach's Concours d'Elegance next month. Don't worry, we'll be there.
From the initial sketch, it seems the ‘hardcore' brief wasn't taken too lightly. There's a one-piece fixed wing, wider track and double-barrel bazooka exhausts. Oh yes.

As we've only seen the car in render form so far, performance figures remain unconfirmed. What we do know is that it's aiming for a 1,000PS output (986bhp, a gain of 83bhp over the current model), though it's not clear if that's from electrical enhancement or simply turning the wick up further on the twin turbo 3.8-litre V8.

The aerodynamics will also be enhanced to deliver more downforce, and the GTR will feature ‘race-proven' slicks.

Considering the standard P1 is capable of pulling 2.15 lateral g and batting past 60mph and 100mph in 2.5sec and 5.0sec respectively, just how much faster will the GTR be? Could 2.0sec to 60mph be possible? Sub-4.5sec to 100mph? We'll just have to wait and see.

Fancy one? Well, you're only eligible if you've got a road-going P1. So if you've been down the pub telling your mates you put off buying the normal P1 because you're waiting for a faster one, that one won't rub.

You'll also need a lot of money - £1.98 million to be precise. Which is a pretty hefty increase on the £866,000 charged for the ‘boggo' P1.

For that money you'll also be enrolled in McLaren's P1 GTR program, which includes track days at current Formula One circuits around the world, as well as advice and consultations with important McLaren people and access to the F1 team's fabled racing simulators.

The limited run of P1 GTRs will go into production when the 375th and final P1 drops off the line. That'll be in June 2015, exactly two decades after McLaren's victory at the 24 Hours of Le Mans in a McLaren F1 GTR.

Wouldn't that make rather convenient timing for a McLaren return to Le Mans? It's not like they don't have skills, expertise or hybrid hardware to compete...

Thursday, February 13, 2014

COMPLETE BAMT LITECOIN MINING GUIDE FOR STARTERS 100% STABILE

LITECOIN BAMT VERSION 1.1 – EASY USB LINUX MINING DISTRO

Litecoin-BAMT-version-1.1---Easy-USB-Linux-mining-distro
With the recent price spike of crypto-currencies, many have begun showing interest in mining. But what is mining? And most importantly, what is crypto-currency? Basically, crypto-currency is a decentralized digital peer-to-peer currency used over internet and runs on the network of users that employ it. Litecoin is based off the concept of the ever growing Bitcoin.

Litecoin uses a scrypt based algorithm, unlike Bitcoin’s SHA-256.The scrypt algorithm is more reliant on memory, not processing efficiency. That is the reason those specialized hardwares developed for Bitcoin mining will not work with Litecoin and making GPU mining more effective. We will look at how to setup the BAMT Linux distro with USB bootable to get you started on mining Litecoin. Don’t be dissuaded if you have never used Linux before, our step by step tutorial makes it easy.

Litecoin BAMT – Linux mining distro setup

So you have made up your mind to use Linux for mining, which is a fine choice indeed. If you are still worried because you have never used Linux before, don’t be. Simply follow our step by step instruction and you will be fine. Your mining rig will be up and running soon.

Step 1 : What will you need

  • A machine already built with a decent AMD GPU.
  • A thumb drive, 2GB or larger.

You will also need a few files to get started, so let’s download them all here :
Password : rumorscity

Step 2 : Create USB bootable for BAMT

  • Extract both of the files you have downloaded in Step 1.
  • Install Win 32 Disk Imager.
  • Launch Win 32 Disk Imager and write litecoinbamt1.1.img to a thumb drive (2GB and above)
You have just successfully created a bootable linux distro on the thumb drive. Next we will launch BAMT on your mining rig.

Step 3 : BIOS settings

Before we launch BAMT, make sure your mining computer’s BIOS settings are in order. Power on your computer, and press the delete key a few times immediately after power on. That should get you into the BIOS configuration area. Do the following settings, then save and exit:
  • Change power options so that the computer automatically turns itself on whenever power is restored. The reason for this is to make sure that your miner automatically starts up after a power outage. Also it makes powering the computer on much easier if you don’t happen to have a power switch connected to the motherboard.
  • Make sure that your USB drive is first in the boot-up order – you may need to have a thumb drive plugged in.
  • Disable all components that you don’t plan to use to save a little bit of power. Since your miner will likely be running all the time, it will add up. For instance, disable the onboard audio, the SATA controller, the USB 3.0 ports if you only use a 2.0 thumb drive, the Firewire port, and the serial port.

Step 4 : Launch BAMT

Insert the thumb drive into your mining rig then power it on. Once connected to BAMT, you will be able to see the IP from the BAMT desktop. From here on, you can connect to the mining rig using Remote Desktop Connection (or ssh) with the login :
  • Username : user
  • Password : live
Note : You can start the mining rig with the monitor unplugged and get the IP of your BAMT machine from your router’s client list or BAMT desktop.
Litecoin-BAMT-version-1.1---Easy-USB-Linux-mining-distro-02

Step 5 : Edit CGMiner script

From the BAMT desktop (either at the mining rig or connected from Remote Desktop Connection), click on the Start button which is on the lower left corner similar to Windows. Then launch File Managerfrom Accessories. Look for the cgminer.conf file located at /etc/bamt/ to edit the CGMiner configurations.

There is another file in this folder, cgminer-7950oc.conf which i have included that have the settings for 7950 GPU for 620KHash/sec. Make sure to edit the pool entries to your own though.
Litecoin-BAMT-version-1.1---Easy-USB-Linux-mining-distro-01
Save the new configuration file and click on Restart mining sessions for the new settings to take effect.
Litecoin-BAMT-version-1.1---Easy-USB-Linux-mining-distro-03

Step 6 : Connect to your mining rig

Congratulations, you have your own headless Linux Litecoin miner now. There are few methods to connect to your mining rig :
  • Open browser and navigate to your BAMT IP address. You can see the hashrate, GPU temp, fan speed and some other statistics right from your browser.
  • Connect to your mining rig from Remote Desktop Connection like you did in Step 4 if you need to configure your mining rig.
Litecoin-BAMT-version-1.1---Easy-USB-Linux-mining-distro-04

Step 7 : Optimized CGMiner config for Gigabyte WF3 7950

Here is my CGMiner configuration for Gigabyte WF3 7950. I am getting around 650KHash/sec on this setup without hardware errors. Temperatures are kept around 74°C with 99% fan speed and BIOS was flashed to F43 with voltage lowered to 1.09V.

1075/1375 core/memory clock speed
Thread Concurrency 40960
Workload 256
Threads per gpu 1
lookup gap 2
Intensity 20
Power Limit 20%

Coding for CGMiner :
cgminer –thread-concurrency 40960 –lookup-gap 2 –gpu-engine 1075 –gpu-memclock 1375 –gpu-powertune 20 -w 256 -I 20 -g 1

Security

By default, BAMT has remote desktop and ssh enabled with a public password. If you’re not using a router or firewall, change the default password before connecting to the internet with this distro.


Saturday, October 12, 2013

BMW reveals power figures for new M3/M4


Turbocharged versions of the coupe and saloon are coming, producing 430bhp…





No need for any superfluous intro, so here goes: the new BMW M3and M4 will produce 430bhp and peak torque far in excess of 369lb ft, whilst weighing in at under 1500kg.
The latest addition to one of the most iconic sports coupes lineage is nearly here, previewed first by that M4 Concept we saw a while back, and BMW has taken this opportunity to stick a big fat iron rod of interest into the fire. And yes, you read that right, M4 and M3: BMW will reserve the M3 badge for the saloon, and M4 for the coupe.
As we expected, BMW has confirmed that the engine is indeed a turbocharged straight six, returning the marque to the famous sixers from the E36 and E46 generation M3. Here, we're told the turbo'd engine - featuring two mono-scroll turbochargers - will rev to over 7,500rpm, whilst also being 25 per cent more fuel efficient than the outgoing V8 in the E92 M3. While the total horsepower creeps up slightly from the old V8's 420bhp, it's the excess of torque that's the big talking point, up to over 369lb ft from the E92's 295lb ft.  
You get direct injection, variable valve timing and double ‘vanos' variable camshaft timing for, we're told, a wider power band to access all of those many, many torques. There's a closed-deck crankcase, while the cylinder bores feature ‘twin-wire' arc-sprayed coating, resulting in a reduction in overall engine weight. The crankshaft too, is forged and lighter, reducing rotating masses. This will help throttle response, so it should be as pointy as you like.
We're also promised a keen engine note, "in keeping with the motorsport level performance of the BMW M3 and M4", helpfully provided by a flap in the those famous twin-pipe exhausts. When this electronically-operated flap is activated, BMW reckons it'll produce a "BMW M sound which is striking and unmistakable". Anyone who's heard a 1 Series M Coupe burbling its way through a car park will attest to M Division's prowess with sixers.
It'll be offered with a standard six-speed manual gearbox (rejoice!), itself 12kg lighter than before, together with a function that blips the throttle on downshifts, while the seven-speed double clutcher is still available as an option. There's an active M diff too, while the ‘M' mode in the DSC system allows for greater hooniganism (it disengages the traction control).
BMW has shed weight from the suspension and chassis components too - aluminium is used for the control arms, wheel carriers and axle subframes - while the electric power steering's feedback can be adjusted by cycling through ‘comfort, ‘sport' and ‘sport+' modes. These modes also configure the active suspension too, while you can option carbon ceramic brakes to further boost your Driver's Brigade profile.
Elsewhere, you'll find a carbon fibre reinforced plastic roof and bootlid on both the saloon and coupe, along with a CFRP prop shaft and engine strut brace. BMW is keen to point out its excellence in CFRP (thanks to the innovative new i3) which has helped keep that weight at 1500kg - around 80kg less than the outgoing model.
And how's this for pedigree? Both new M3 and new M4 were track-honed with BMW's factory DTM drivers Bruno Spengler and Timo Glock, the latter also dabbling in Formula One too, don't forget. The pair undertook extensive testing around James May's least favourite holiday destination (the Nürburgring), with Spengler reporting back that the "driving experience is already sensational". Glock himself said: "These two cars are capable of generating quite incredible centrifugal forces." Well, theywould say that, wouldn't they?
We'll keep you up to speed with the development of the new M3 and M4, so stay tuned...




Friday, September 20, 2013

Video: 2,005bhp Lamborghini catches fire at 250mph


Click the link to see a different kind of photo finish



In Jeremy's most recent column, he deduced that in 2013, with the 700bhp Ferrari F12, we have finally hit the pinnacle of sensible, useable power.

Well, the guys at Underground Racing obviously didn't read it. They recently strapped two massive turbos to a Lamborghini Gallardo to give it 2,005bhp, performed some scientific aerodynamic tweaks (sealed any holes with gaffer tape) and set it free down a mile-long drag strip in Russia. As you can see from the video above, it didn't quite go to plan.

It starts well with the boosted Italian supercar powering down the strip looking like it's about to take off. But when the driver reaches the mile marker 23.9 seconds later and at 250 miles per hour, the car decides to do a very Back to the Future ‘we've hit 88mph!' impression. But instead of smashing through a time portal leaving flaming tyre marks, it just fizzles to a stop at the end of a runway in flames.

Maybe Jeremy was right after all.

The 1970s: the best F1 decade ever?


The film release of Rush has kicked off an ongoing office debate once again…



Anyone watch Rush last weekend? If not, we assume it was because you were at the Goodwood Revival and you’ll do so this weekend. And it’s appropriate, as Rush almost picks up the story where Goodwood signs off (all pre-1973 cars are banned from Lord March’s garden party).
If you were lucky enough to immerse yourself in both, you’ve probably found yourself in a nostalgic funk; was racing really so much better in the past than it is today? After all, in Singapore this weekend, does anyone not expect Sebastian Vettel to take another step to that fourth title, meaning that since 2000 just two men will have won nine titles between them?
F1 can at times feel like a bit of bore-fest, so here’s the thing; over the next week or so we’re going to take a look at all seven decades of racing (however truncated two of them might be) and ask you lot to tell us what’s your favourite decade of F1; the front-engined, ‘seat-belts-are-for-wimps’ 50s? The 1000bhp ‘close-your-eyes-and-hold-on’ 80s? Or the 70s, so recently brought back to life in Rush?
This correspondent grew up with 1970s F1 cars and learned object-permanence with a Corgi Lotus 72, so is a little biased. The 1970s were superb, thanks in no small part to the Ford Cosworth DFV engine, which combined with a Hewland gearbox gave F1 teams a basic kit of parts with which to start. The ‘double four valve’ three-litre V8 made F1 accessible to anyone with the cash and chutzpah (and many that had neither) from1967 to 1985, winning races in all but two of those years. But the 70s were its high-water mark.
While the DFV was not a control engine, it was a platform for talent, design innovation and driving ability. It was cheap and simple and, being fantastically reliable, largely forgettable. It wasn’t capricious, didn’t change characteristics from race to race and whether it was hot or cold you knew how it would behave. It allowed engineers and drivers to shine, much to the disgust of Enzo Ferrari. The DFV claimed 155 wins in over 260 races, red cars winning the bulk of the others, until turbocharging finally rendered the DFV uncompetitive.
Ferrari won three titles in the 1970s, two with Niki Lauda, one with Jody Sheckter, but the other seven were all won with Cosworth DFVs. Interestingly the other winners were Lotus (1970 with Jochen Rindt, 1972 with Emerson Fittpaldi and 1979 with Mario Andretti), McLaren (Hunt in ’76 and Emmo in ’74) and Tyrrell (twice with Jackie Stewart in ’71 and ’73). Tyrrell’s entry eventually became the team we know now as Mercedes, so F1 in the 1970s — like today — was all about Ferrari, McLaren, Lotus and Mercedes… give or take a Red Bull or two.
Only it wasn’t. The statistics show 13 teams winning races in the 70s (compared with eight in in the last ten years —  depending on how you want to classify Honda/Brawn/Mercedes and Renault/Lotus). But what hypnotised young minds was not the stats, but the stories.
The 1976 World Championship, Hunt vs Lauda, the narrative of Rush, is the most told, but there were countless others. Human stories like Canadian gazillionaire Walter Wolf, who came in to F1 on the back of Hesketh, James Hunt’s original team and still F1’s most outré. Wolf lacked Hesketh’s charm but had more money. He spent big on drivers prepared to take a risk (Jody Sheckter) and engineers too (Harvey Postlethwaite — the Adrian Newey of his day), and challenged Niki Lauda and Ferrari for the title in 1977, his first season.
Or Brazilian superstar Emerson Fittipaldi: at the age of 28 he left McLaren – with whom he’d just won his second title in 1974 – to go and race for his brother and for his country, a downshift that effectively ended his career. Or the astonishing Lotus 79 ground effect car that ushered in the era of undercar aerodynamics we’re still exploring now, and took Indy 500 and Daytona 500 winner American Mario Andretti to the 1978 title.
Or the French Ligier team that built a better Lotus 79 than Lotus could did in 1979 and dominated — out of nowhere — the first two races of the season. Then there was the Austrian Grand Prix, which had an odd habit of throwing up winners who had never looked like winners before and never did again. Or just about everything Gordon Murray did at Brabham.
The Brabham team were the apogee of cool. The cars — whether in red or white, Cosworth-powered or Alfa-powered, Martini-stripes or not — were always the best-looking on the grid, thanks in part to the fact Murray had a young designer, Peter Stevens, do a proper job on the logos. Stevens would go to design the McLaren F1 for Murray. But also because Murray never, ever stopped pushing the envelope; wingless cars, surface-cooling cars, and the BT46 fan car all made their debut in the 70s, but never raced. In the 80s he kept going with lie-flat cars and in-race refuelling. If anyone could find the advantage in today’s tightly scripted rules it would be Murray.
But the ‘70s of course, were another terrible decade for accidents. No less than nine drivers lost their lives at F1 meetings between Jochen Rindt’s fatal accident at Monza in 1970 and Ronnie Pertersen’s eight years later at the same circuit.
After the crash which claimed the life of François Cervert at Watkins Glen in October 1973, Jackie Stewart would turn his back on racing the very next day. JYS apart, the accidents held few drivers and engineers back. However tragic, it’s hard to see that just not caring about anything other than winning is why the ‘70s will always been F1 greatest decade.
You agree? Argue your case below for your favourite decade, and we’ll be back tomorrow with the 1,000 bhp 1980s…  


Wednesday, September 18, 2013

The world's biggest Viper collection

Meet the Texan couple with 65 examples of America's V10 icon



Every petrolhead has daydreamed their way into a lottery win and been left in the horrendously agonising situation having to decide what cars to spend your imaginary money on. Do you fill your ‘dream garage'with a mixed bag of motoring marques? Or stick to one and have the most amazing selection of a single model in the world? Well let us introduce you to D'Ann and Wayne Rauh, who did both... and not in a daydream.
The Texan couple collectively own over 100 cars, but amazingly, 65 of them are Vipers - the world's largest collection. It was an addiction that started seven years ago, and has led them to own originals from the 90s all the way to the latest SRT Viper with a bit of everything in-between - including a few of the special ones like the mental 640bhp, track-only ACR-X.
D'Ann even owns the last Dodge Viper (before they changed to SRT) to roll off the production line. It's the most customized Viper Dodge ever built and finished in two-tone gold with a unique interior. We think they'd get on well with Gerard Lopez, the owner of 13 per cent of total Viper race car production and another awesome car collection.
So click play to see all 65 V10 brutes in the video above. Then tell us which one's your favourite...

Tuesday, September 17, 2013

First drive: the Alfa Romeo 4C


currently in the Italian mountains driving the long-awaited Alfa. Our thoughts so far…



The Alfa Romeo 4C certainly ticks a few of the key boxes. As I write this, TG.com's test car is parping and popping lustily up and down a sinuous road in the glorious Aosta valley. This is where much of The Italian Job was shot, and the 4C is a very Italian job indeed.
So, it looks fantastic, a mid-engined two-thirds scale version of Alfa Romeo's 8C Competizione, a car in which even the world's geekiest specimen of mankind could - to paraphrase Daft Punk - get lucky. Ours is blood red, and its body panels fall blithely across the 4C's chassis - carbon fibre, remember -  like a piece of haute couture on a lissom supermodel. See, it's technically impossible to write about a new Italian sports car without talking about sex. Or at least romance.
It also follows, therefore, that there are aspects of this car that are teeth-grindingly frustrating. We'll get back to you later with fuller impressions but so far this is what we're thinking: great chassis and steering, supple ride, great performance. It's properly quick. But its flappy paddle gearbox is a pain in the bum, the blown 1.75-litre engine is too laggy until the boost kicks in with a chirruping whooompfhh, and you have to stand on the thing to really get it moving.
So far, so Alfa Romeo. There is obvious pain to go with the equally abundant pleasure.
We'll be back later to tell you which wins out…


Wednesday, September 4, 2013

First Drive: the new BMW X5


The new car is noticeably more hushed, plush and smooth in every way...



The 2014, third-generation X5, since you're asking. Rather than throwing away the old car and starting again, BMW has focused on improving the quality, comfort and refinement of the second gen car.
How have they done?
Very well. The current X5 is hardly uncomfortable and noisy, but the new car is noticeably more hushed, plush and smooth in every way.
How did they achieve that then?
By looking at almost every component of the car, in a typically obsessive BMW way, and then improving each one. The revised styling might now ape the X3's lines more closely, but there has been a significant improvement in the 3G X5's slipperiness, which lowers noise and saves fuel. The steering is now electronically assisted, which save a bit more gas but also allows the assistance to be variable according to the active chassis settings. They've done the same to the rest of the chassis, drivetrain and cabin, too.
Sounds like it's going to be a long list of improvements...
It is, so I'll just focus on the highlights. Engine-wise, the choice at launch is going to be the trusty 3.0-litre single turbo-diesel (to be badged 35d when it gets to the UK), now with a dollop more power and torque and fewer death gases, and the 4.4-litre V8 petrol, now with an extra 50bhp, more torque and less of the planet warming stuff. There's also going to be a triple-turbo diesel (M50d) at launch with a raft of other petrol and diesel engines added to the range, including a 2.0-litre turbo-diesel, but we didn't get to drive those yet. Of the two we did try, though, the in-line six diesel was the choice of the two. It just worked much better with the eight-speed gearbox, particularly when pulling out of junctions. The 5.0 would falter for a second but the diesel would fly.
What about the chassis?
Even though the standard cars will roll out of the factory on steel springs, there are several adaptive suspension packages available to enhance your 3G X5 drive. The Comfort package adds active damping and rear air suspension; Dynamic, which swaps the air suspension for overall active roll control; and Professional, which combines the two. An M Sport pack, with tighter suspension, will also be available when the car goes on sale in mid November.
What about an X5 M?
BMW wouldn't say at this point but if we don't at least hear about one within 18 months I'll eat my virtual hat.
What about the interior. Much change there?
Oh yes. Pretty much everything other than the seat frames is new. The whole interior has been subtly repackaged to give more load space. The rear seat now splits 40:20:40, for more flexibility. And there will still be a seven-seat version. But it's the generally higher quality of everything you see, touch and hear that is the most overriding impression. Every screen, lever and button now works faster, smoother, and better than before. The leather, textiles and other materials look and feel tighter, softer. It's all just more comfortable and quieter.
What about the way it drives?
It's noticeably smoother there, too. The BMW engineers reckon they have lowered in-car noise by 2.5dB, and it sounds like it. There's very little wind, road or suspension noise now. Steering feel in all the various programmes wasn't perfect, but the car steered precisely, so shouldn't really complain. For the sort of work these cars do, it's probably better that it feels a little more insulated. But that's not to say you can't still fling the X5 around - you can and it will be happy to play along. It flew happily down a damp, twisty Canadian mountain road at speeds you don't normally associate with SUVs.
And off-road?
The course we did was a long way from challenging, but the car shrugged off the light duties we threw at it. Doubtful if it has Range Rover-style abilities, but that won't bother 99 per cent of owners.
Sounds like job done then - should I buy one?
If you have already had an X5 and loved it, this 3G version would be a nice upgrade present to yourself. If you are new to the car, this is by far the best one BMW has built so far. There's plenty of scope in the spec to build a car that's able to run with the best from Porsche, Audi and Range Rover. The M50d version should be a total monster and the upcoming 2.0d drivetrain with the seven seats could be a new school run favourite.
Quote for poster?
A worthwhile and valuable update all round.
The numbers
2,993cc, 6cyl, AWD, 258bhp, 413lb ft, 6.2ltr/100km mpg, CO2 162g/km, 0-62mph 6.9secs, 144mph, 2,145kg, £47,895


Bentley reveals Continental GT V8 S


More power, a more sporting setup and more luxury; new 521bhp V8 S is here








Bentley has wrung out its 4.0-litre twin-turbocharged V8 engine in the Continental GT so that it now produces more poweeerrr; welcome the new Conti GT V8 ‘S'.
Of course, power's not the only thing you get, but it's the one we're primarily concerned with. Let's start with some numbers: instead of the standard GT V8's 500bhp, you get 521bhp in this new S, along with 502lb ft of torque (up from 487 torques).
And there are more Better Numbers to further bludgeon your senses with: the coupe's 0-62mph time drops from 4.8s to 4.5s - same as the 567bhp 6.0-litre W12 version - with a corresponding increase in top speed (192mph), while the convertible GT V8 S now hits 0-62mph in 4.7s (down from 5.0s) and tops out at 191mph (up from 187mph). See? Faster. Better-er.
Economy and emissions remain the same as the standard GT V8 though (mid 20s for mpg, 246g/km CO2 for the coupe and 254g/km CO2 for the convertible), thanks in part to the V8's cylinder shutdown system - in this mode, four cylinders are turned off under light throttle ‘cruising' conditions, but the full banana is resumed when you engage Stig Level 10. We're told this elicits an ‘emotive growl' from the exhaust. Lovely.
To help deliver more of this grunt to the road, Bentley has (deep breath) lowered the sports suspension by 10mm, increased the spring rates (45 per cent on the front, 33 per cent on the rear), revised the damping, stiffened the bushes by 70 per cent and rear anti-roll bar by 54 per cent, recalibrated the steering for ‘improved precision and feedback' and loosened up the stability control to allow for ‘increased wheel slip at higher speed'. Best prepare the drift shoes, squire.
Externally you get a new front splitter, side sills and rear diffuser, new 20in wheels, V8 S badging, a contrast centre stripe on the roof lining inside, knurled chrome detailing to the gearshift lever and ventilation controls, and an 8-inch touchscreen complete with a 30gb hard-drive. You can also appoint many options if you have many more pounds, naturally, though we've not had any details on price. Expect it to be a healthy chunk more than the standard V8's £123k.