Porsche 911 GT3, TX2, Citroen Pluriel, Audi A6 & More - World News

The best-balanced athlete in the 911 lineupDriving Porsche's new 911 GT3 for the first time on a track I'd never seen before might have been nerve-wracking. However, even with a three-time winner of the 24 Heures du Mans sitting next to me and eyeing my every move, I enjoyed lap after lap of pursang sports car fun. 

The GT3 is so accomplished that it transformed my fists of ham and feet of clay into sharply hewn components of a precision machine. With Hurley Haywood along to provide insight and instruction (and a few fast laps of his own to show how it was really done), my day at Virginia International Raceway was an ideal introduction to Porsche's fastest naturally aspirated street car. 

Porsche uses the GT3's 3.6-liter six to homologate the engines it develops for racing, so it is beneficiary of a mouthwatering menu of technology. It's all about getting weight out of the reciprocating components and making it breathe better. A total of 7.7 lb was removed from the engine, which turns so smoothly that no vibration dampers are needed on the crank, saving about 5 lb more. The intake and exhaust cams were tuned to a sharper edge, and a new tappet design contributes to more rapid valve opening and higher valve lift, essential components of a deep-lunged engine. Version ME 7.8 of Porsche's engine management system ensures efficient, clean running. 

The 380 bhp grabs the asphalt through the rear wheels only-gloriously unimpeded by any sort of traction control (ABS is the only electronic aid of any sort). Bigger brakes and wheels than in the 911 Turbo, improved aerodynamics, adjustable ride-height suspension, Michelin's newest generation of Pilot Sport rubber and the best power-to-weight ratio in the line help the GT3 perform like the best-balanced athlete ever to rise from the 911 gene pool. It has only two seats, and the air conditioning can be left out to save further weight, but at 3,043 lb (compare to a 2003 C2 at 2,959 lb, a C4 at 3,267 lb or a GT2 at 3,168 lb), it still is more street car than race car. 

But what streetable performance! The $99,900 car is said to blast from 0 to 60 mph in 4.3 sec., 0 to 124 mph in 14.3 sec. and reach a top speed of 190, and I wasn't even halfway to the 8200-rpm redline when I became a believer. A full 80% of maximum power is seen by 2000 rpm, while the 280 lb-ft of torque peaks at 5000 rpm. 

As the Club Sport seat welcomed me into its well-bolstered arms, once again I marveled at the 911's perfect seating position. The GT3's only gearbox is a six-speed manual transmission, blessed with delightfully short and precise shift throws, revised synchro rings (out of steel instead of brass) and splash oil lubrication and external fluid cooling (similar to Porsche racing practice).

The track layout was ideal for exploring the car's strengths-which are many but begin with the new, optional ceramic composite brakes. They're 50% lighter than the standard system, reducing unsprung weight by almost 40 lb. The cross-drilled, inner vented ceramic rotors are immune to corrosion, are virtually fade-free and their hardness means an extended service life. On that day at the track, they were simply awesome, especially when setting up for the acute, second-gear right-hander just after the long, 150-mph front straight. It took a couple of laps to for me to "get" it; at first I was stabbing them much too hard and too early, but soon I learned how deep they could take me into a corner with smooth and steady application of the pedal. 

And getting through the corners was a study in control due to the stiffer suspension settings and an asymmetric-control limited-slip differential that ranges from 40% lock at the start to 60% once the car is underway. Running gear is comprised of 8.5x18s in front with 235/40s and 11x18s in the rear with 295/30s. The new Michelin Pilot Sport tires that come standard on the GT3 have a unique dual-compound tread design, the outer half for cornering and traction and the inner half for wet handling and high-speed durability. It wasn't long before their predictable grip allowed me to throttle steer with glee through the tight bends. 

After the lapping was over, my passenger, winner of more endurance classics than any other driver, said simply, "Good job." Whether this was just his way of saying "Thank you for not crashing the car" or not, matters little. Those two words from Hurley were the perfect end to an exhilarating day in the GT3. 

Notes From Europe
* Ta-Touran-Ran-Ran: It's official, the Touran is Germany's best-selling minivan. Since appearing on the market in March, the 5/7-seater based on the Golf V platform has steadily picked up momentum, and in June it burst into the overall top ten, overtaking its nearest MPV rivals, the Opel Zafira and Renault Scenic. With monthly registrations well over 6,000, it is also seeing off standard motoring fodder such as Opel's Vectra and Corsa, and Ford's Mondeo and Fiesta

Opel's funky new five-seater Meriva is snapping at its heels, though, and is set to provide some stiff competition, as is Ford's newly introduced Focus C-Max. However, for the meantime, VW dealers, feeling the discomfort of German recession, are enjoying the surge of interest provided by Wolfsburg's first entry into the fast-growing minivan segment.

While most Americans may consider the Chrysler Voyager as the vehicle that started the van craze, and Europeans look to the Renault Espace as "daddy van," VW maintains that its much-loved Microbus (nicknamed "Bully" in Germany) is the true Adam in van genealogy. Whether this is true or not, VW has been decidedly tardy in modern times in bringing van products to market. The Touran is definitely a latecomer, while its big brother, the Sharan, didn't make its appearance until 1995, 11 years after Renault and 12 behind Chrysler.

Answering to this criticism recently, top guy Pischetsrieder hit back with the comment, "It's not being first to market that counts, but selling the most vehicles when you get there." Can't argue with that one, Bernie.

* A Van's a Van for a' That: While "van" has long since been adopted in the U.S. as the designation for family vehicles with flexible seating and lots of cubby holes, we in Europe still tend to associate the word with more utilitarian applications, where the payload is usually considerably less animated. If we've trumped up all that cash, we prefer to call our purchase an MPV or a people carrier because, let's face it, the interior of a Renault Espace has never felt the presence of several sacks of sand and cement and assorted building equipment. However, we do have a crossover point where it all gets a bit gray. Vehicles such as the Renault Kangoo and Citron Berlingo were designed with small business in mind-pizza delivery, florists, restaurateurs-small, inexpensive, practical and with generous load space. However, ever since these vehicles appeared in the late '90s, they have been gaining increasing popularity as budget family "vans."

The latest version of the Renault Kangoo, the market leader in the segment, has all but caved in to the temptation of this market niche, upping the number of handy stowage bins, adding more comfort to the cabin and removing the cheap and cheerful utilitarian feel with improved fit and finish. Already one of the best in the looks department (although not a segment blessed by beauty), the new Kangoo introduces some styling tweaks to give it that extra "driveway" appeal, carrying over styling cues from the new Renault family look.

But that's all relatively small beer. The real marketing coup is the redefinition of the somewhat diminutive Kangoo 4x4 as an SUV. Ahem...come again? Okay, let's look at this objectively, it may not have that high-seating-position-go-anywhere look, but SUV stands for sport utility vehicle, right?
Does it have permanent four-wheel drive? Yup. What about underbody protection and tough-looking black fenders? Got that, too, not to mention clearly placed 4x4 lettering (for the benefit of the neighbors). At 200mm, the average ground clearance compares relatively well with the big boys. It also boasts lots of load space for things like bikes (sports) or bags of cement (utility). Then maybe it's not quite as daft as it sounds. Perhaps 15-in. wheels and a maximum power of 95 bhp let it down on the "monsta" image. But, hey, what do you expect for under 18,000 EUR.

* What's in a Name? Quite a lot apparently. Fiat has announced that its new baby will be called the Panda. Sound familiar? That's because its outgoing supermini has had the same name for the last 23 years. Originally shown in concept form at Geneva under the heading "Gingo," Fiat was forced to return to familiar territory for its new vehicle after Renault threatened legal action. The French company felt that the small Fiat's name was uncomfortably close to that of its own supermini, the "Twingo. In the meantime, the Fiat marketing boys have come up with some statistics showing that Panda enjoys 90% recognition in Italy, while the names of "other well known cars" ring a bell with only 40% of the company's home market. Erm, sorry chaps, but that's a bit like asking a German if he's ever heard of a Beetle. *

European Driving Impression: London Taxi
It's difficult to think of a more iconic car than the London taxi. More than 20,000 are licensed for the English capital, and a ride in a "cab" features on tourist checklists alongside a visit to Buckingham Palace or the Houses of Parliament. They're a national institution but, like the Big Mac, Elle MacPherson and curry, they're about to be exported.

London Taxis North America (LTNA) has spent 2 years and over $6M homologating the cab for the U.S. market. It will be sold primarily as a licensed taxi or a liveried vehicle, but LTNA president Larry Smith expects around 10% of cars to be sold to wealthy eccentrics as private cars. "Arnold Schwarzenegger has one," he explained, "and we sold 33 cars with a Burberry interior through the Neiman Marcus catalogue." These Burberry editions sold for a hefty $58,900, but the entry-level "Civilized Taxi" will cost a more modest $44,800.

The first U.S. customers are awaiting delivery, but european car was anxious to jump the queue and borrowed a UK car for a tour around the streets of London. The Mann and Overton dealership in north London sells 1,200 new and around 800 used cars each year, and its showroom was packed with a fascinating array of machinery. Our loan car was the flagship TX2 Gold, which features such luxuries as dual zone air-conditioning and some (ghastly) fake wood trim.

The TX2 was introduced last year when the old Nissan engine was replaced by a Ford-sourced direct-injection Dura Torq four-cylinder turbodiesel. It's shared with the Transit van and develops 90 bhp at 4000 rpm and 147 lb-ft of torque from 1700 to 2500 rpm. Compared with the latest common-rail sedan engines, it's far from smooth, but Bird reckons that some diesel clatter is crucial if the car is to sound "authentic."

The driver position should also be described as authentic. You sit high in the TX2 and peer down the trademark, fluted bonnet. At first it feels awkward-almost like you're sitting on top of the car-but familiarity breeds contentment and the commanding view is welcome on London's hazard-strewn streets. So too is the steering lock. A TX2 has a turning circle of just 25 ft compared with 34 ft for a Ford Focus. Three-point turns give place to amusing U-turns in even the tightest streets.

A luggage bay takes the place of a passenger seat, so guests reside in the rear. A three-person bench seat faces two fold-down rearward-facing chairs, which are attached to the bulkhead that separates the driver and passenger compartments. The latter are uncomfortable on all but the shortest journeys, but the bench-seat occupants enjoy an expanse of legroom to rival that found in the Maybach 62.

The center section can also be converted into a child's seat, and a fully integrated, fold-down ramp provides wheelchair access. The disabled access will be crucial to the cars' appeal in the U.S. In Boston, for example, the medallion needed to operate as a taxi costs $200,000, but this is reduced to $130,000 for vehicles with wheelchair access.

Our cab's interior was finished in velour trim, but the more upmarket ($48,800) U.S.-spec "London Executive sedan" will combine leather and wood trim with additional sound-deadening material. Private customers will also be able to personalize their cars with premium accoutrements including DVD players and refrigerators.

The driver's cockpit is less sumptuous, but its basic functionality is surprisingly appealing. Communication with rear seat occupants is achieved through an intercom system, which can be adjusted by the driver. It works well and has obvious benefits for those who wish to "turn down" a nagging spouse.

The gearbox-a four-speed auto-is an ideal foil for the engine, and although the TX2 could never be described as rapid, it's capable of keeping up with the flow of traffic. Likewise, the suspension geometry-double wishbones at the front and leaf springs at the rear-has been set up for optimal durability. There's more body roll than you'll find in a conventional sedan, but a measured, fluent driving style is rewarded with brisk progress.

There can be no denying that driving a TX2 around London is an enjoyable experience, and its eccentric appeal should cross the pond intact. Smith is aiming to sell around 600 vehicles in the first year, with Boston and Ottawa touted as early adopters. The TX2 is far from cheap, but hailing a ride has never been so appealing. *

Waterfest '03
Back for a second year at Raceway Park, the 9th annual celebration expanded into a giant two-day VW and Audi multifaceted festival 

First Look: Citron Pluriel A niche too far?
The European car market is now an unholy mishmash of niche models. Traditional three-box saloons and two-box hatchbacks have been all but forgotten amid a scramble to provide new and interesting "alternatives." Volvo, for example, now offers an estate car (V70), a four-wheel-drive estate car (V70 AWD), an estate/SUV crossover (XC70) and an SUV (XC90), which are priced within a smidgen of each other. According to the marketing gurus, it's a function of increased customer confidence-consumers are no longer willing to be pigeonholed.

Many customers will be confused by so much choice or, worse, not know what they want. To cater to such people, Citron has introduced the Pluriel. This diminutive softtop is like tapas-it provides a taste of everything until your palette is satisfied. At the prod of a button or the snatch of a lever, it can transform itself from a three-door hatchback into a targa, a roadster or even a pick-up.

The Pluriel's quirkiness marks a welcome return to form for Citron. The French marque, made famous by such extraordinary creations as the Traction Avant and DS, has spent the last 20 years making efficient but desperately dull hatchbacks that are little more than cut-price Peugeots. Now, after a value-led sales revival, it's determined to reassert its own identity.

The basic jelly-mold silhouette of the Pluriel is shared with the C3 donor car, but the convertible has its own distinct personality. The stylized head- and taillamps, for example, are unique to this car, while the front valance rekindles memories of the beach buggy. It's less overtly sporting than rivals such as the Ford StreetKa and Peugeot 206 CC, and this is deliberate. The Citron is designed to be an accessory and complement to a fun lifestyle rather than an end in itself. It's attractive, unusual and definitely funky, but some male shoppers may find it uncomfortably effeminate.

Crucial to its function as an accessory is a welcome dose of practicality. Citron's marketing campaign is pitching the Pluriel as a supermini with special tricks, and it's not too wide of the mark. The rear tailgate, which opens Range Rover-style in two places, hides a trunk with a capacity of 266 liters. That's significantly bigger than the StreetKa (214 liters) and Mini, which provides a pathetic 150 liters of space. The rear seats are also much more usable than the token offerings provided by the 206 CC. There's sufficient room on the bench for a pair of children or, for short journeys, a couple of adults.

The main fascia unit is borrowed from Citron's C3 supermini, and its curvy, funky styling fits easily with the Pluriel's cheeky character. The extensive use of body-color metalwork on the door panels also reflects its outside-in philosophy. It's an effect that's marred only by the plethora of cheap-feeling plastics that includes a bizarre bobble-effect finish to the fascia top. Air conditioning costs extra, but a useful bit of kit includes electric windows all around and a CD player.

All these practicalities are useful, of course, but it seems unlikely that customers will choose the Pluriel if they're in the market for a supermini. If it's to succeed, it must appeal to the "style set" with its novelty and intelligence.

Sadly, some of the marketing claims are disingenuous. Pick-up mode, for example, is achieved by folding flat the rear seats, sliding the rear window into the boot-a particularly neat solution-removing the roof "arches," re-attaching the boot floor and then folding down the trunk door. It takes a couple of minutes and looks great, but it's also highly illegal, because the number plate is no longer visible.
"You obviously can't drive it like that on the road," said one of the technicians, "but it's fine for the beach." This is tenuous in the extreme-few countries in the world permit beach driving; the Pluriel is two-wheel drive and so would almost certainly get stuck, and anything left in the rear would fall out of the back at anything above walking pace. 

The Roadster mode-which is effectively pick-up mode with the trunk in place-is also flawed. To remove the roof completely means leaving the huge roof rail arches behind. This therefore assumes that you have a sizeable garage or workshop to put them in. And if it rains while you're out in the car, you pull over or get wet. "There will be a cover to protect the interior, but you won't be able to drive with it in place," said the same technician. This solution may be workable for customers in California or the French Riviera, but it's a concern to those of us who live in the less temperate climes of London.

Even in Targa mode, there are problems. When the roof is in its most reclined position, it's impossible to see out of the rear-view mirror, so the Pluriel must be driven like a cargo van. For most customers, most of the time, the Citron will therefore be little more than a three-door supermini with a full-length canvass roof. 

Viewed from this perspective, it becomes difficult to make a sustainable case for the Citron. Not only is it less roomy than its C3 sibling, it's also dramatically more expensive: The entry-level 1.4-liter model costs 11,995 ($20,000) compared with 9,200 ($15,341) for the equivalent C3.

Nor is it dynamically superior. The basics of the MacPherson strut front suspension and the rear-mounted trailing arms are shared with the C3, but they're less successfully applied. The main problem, of course, is one of rigidity. Surface imperfections send awkward judders through the wheel and cabin. The ride is fidgety on all but the smoothest surfaces, the steering feels rubbery and the preponderance of body roll discourages spirited cornering.

The entry-level 1.4-liter model boasts just 75 bhp; performance could best be described as leisurely-0 to 60 mph takes 13.9 sec. The 110-bhp, 1.6-liter model introduces a SensoDrive gearbox, which permits manual changes using paddles mounted behind the steering wheel. Sadly, the performance is little better than the 1.4, and the gearbox makes for jerky, frustrating progress. At 13,595 ($22,670) the 1.6 is also too expensive, especially as air conditioning is a 900 ($1,500) option.
I really, really wanted to like this car. The concept was intriguing, and it heralded the return of intelligent, interesting Citrons. But the concept is fundamentally flawed. It may look good and offer useful space, but too many of the novelty solutions will be impractical for the majority of owners, and the weak dynamics further undermine its credentials as a fun car. The Citron Pluriel, sadly, is a niche too far.

2003 Goodwood Festival Of Speed
Simply One Of Motoring's Treasures
I need the toilet really rather badly. It may be approaching 40C in the cockpit of my Ford Mondeo Touring Car, but the adrenaline in my veins is asking my bladder to empty its load. Peeking over the top of the carbon-fiber dashboard, I can see a narrow stretch of tarmac and at least 10,000 pairs of eyes, staring expectantly at me. They are here to observe the unique spectacle that is the Goodwood Festival of Speed. 

This is the 10th anniversary of the event hosted by the Earl of March. What began as a gathering of well-to-do enthusiasts has developed into a global jamboree of huge significance. Over the next couple of days, Porsche and Walter Rohrl will debut the Carrera GT, while Mercedes will employ David Coulthard to demonstrate the new SLR. It's also the biggest celebration of Ford's centenary outside of the U.S.

For your host, it's a chance to report firsthand on the vagaries of this unique hillclimb. Today, I'm charged with Alain Menu's 315-bhp Mondeo that won the British Touring Car Championship in 2000, but tomorrow I'll be swapping it for the 1997 Trans-Am Championship-winning Roush Mustang. It should be quite a weekend.

Aesthetics aside, the Mondeo beneath my buttocks bears almost no resemblance to the European hatchback piloted by millions of suited salesmen. The budget for the 2000 Championship was a ridiculous 8M ($13M), and every detail was honed by Prodrive, the company responsible for the Subaru World Rally team.

The engine grumbling unhappily in front of my toes is a Mazda-sourced V6, which was reduced from 2.5 to 2.0 liters in order to suit the regulations. To optimize the center of gravity, Prodrive's engineers developed a way of passing the driveshaft through the center of the V. Back in 2000, six mechanics were required just to keep it in working order.

Two marshals call me forward to the start line. In the rearview mirror I can see a television camera being swung into position on the end of a pole. The potential for embarrassment is huge. The Mondeo's clutch is like a recalcitrant switch, and I'd stalled twice while trying to extricate the car from the display stand in front of Goodwood House. Repeating the feat here would provoke no sympathy. 

A marshal's uplifted thumb is the signal to start. I feather the clutch and creep off the line as the engine bogs. Now it's pulling and the deep bass grumble gives place to an intense scream. I tug the gearlever backwards to select the second of six sequential gears, without releasing the throttle or using the clutch. Then it's hard on the middle pedal, trying to kick some life into the still cold brakes.
Now turn in. Feed the power and struggle with the torque steer as the four racing wets search for grip. Up to third. I'm doing around 100 mph, but the proximity of the crowd and the narrow gauge of the track exaggerates the sense of speed. I'm lining up a left-hander when, in my peripheral vision, I catch sight of a frantically waved red flag. I slow quickly and a marshal arrives to direct me off the track.

The car in front, a Ford Sierra RS500, driven by Touring Car legend Andy Rouse, has speared off the road and undergone an instant restyle. My run is aborted and I creep back to the paddock. On my return I'm greeted by Dave Wilcock, the Prodrive engineer who's running the car. He admits to being surprised that we're still in one piece. "When I saw the red flag, I presumed that it was you and not Andy [Rouse] who'd hit the bales," he says with a huge grin.

The Mondeo is returned to its resting place below a 40m-high sculpture depicting Ford's 1-2-3 at the '66 Le Mans. Three replica GT40s are suspended 15-20m off the ground, and a water spray replicates the treacherous track conditions. The real cars, now in private hands, keep a watching brief from the ground below and will run in the same batch as the Mondeo.
I return to the driver's club to change back into civvies. Reaching the entrance involves walking up a red carpet that must be 200m long. It's like entering a hall of fame, except that the exhibits are real, alive and, in most cases, in fine health. Sir Stirling Moss strolls by, while Sir Jack Brabham sups idly on a bottle of water. Hannu Mikkola is here to drive the latest WRC Focus, and bike legend Mick Doohan is commuting between Goodwood and the Moto GP at Donington Park. Of the current Formula One grid, Montoya, Firman, Coulthard, Wilson, De Matta and Panis will all appear at some point during the weekend.

It would be easy for these drivers to remain in the inner sanctuary of the driver's club, but few do. One of the most appealing features of Goodwood is the fact that the fans can get close to the stars and their cars. The Formula One paddock contains an extraordinary array of priceless machinery and yet the access is unrestricted. It's a privilege that's rarely abused.
The whole event is nothing short of automotive pornography for the enthusiast. The supercar paddock contains everything from a Porsche GT1 to a Pagani Zonda and a Bentley Continental GT, while the Cartier "Style et Luxe" park features the delights of yesteryear, including my personal favorite, the Corvette Stingray
It's late in the day when I'm called for a second run. This time, I reach the end of the 1.16-mile course after negotiating my way gingerly through the right hander before the famous flint wall. My run was officially classed a "demo" and was not timed, but I have no doubt that I was a world away from the course-record 41.6 sec. (100.4 mph) set by Sauber star Nick Heidfeld in a McLaren MP4/13.Go
At the summit, we reassemble, before parading back down the course to the paddock. The return leg offers the chance to absorb the waves and cheers of the 50,000-strong crowd that packs Goodwood on a daily basis. My ego reaches new heights, and for a fleeting moment I'm given an insight into the life of a racing legend

A day later, my impact is amplified, literally, by the screaming symphony of a 625-bhp, 5.0-liter V8 fitted to the Roush Mustang in which Tommy Kendall won 11 out of 13 races in the '97 Trans Am series. At Goodwood, only the high-pitched scream of Montoya's BMW V10 can compete with the Mustang for aural quality, and the crowd whoops with delight every time I blip the long-travel throttle. Driving this delectable piece of Americana in this, the last bastion of old England, has been an extraordinary experience.
Sunday morning arrives below a brilliant sun. Feeling somewhat jaded after the Goodwood Ball the previous night, I make my way to the paddock to be told that the Mondeo has a cam problem and will not be able to run. It's a shame, but hanging up my helmet after two such great days is not too much of a hardship.
Goodwood has become, quite simply, one of motoring's treasures. Some bemoan the fact that it's becoming increasingly commercialized, but without the corporate cash, fewer people would be able to enjoy it. No other event can boast such a legendary array of man and machinery, and to take part, or even to watch, is a rare privilege. If you're planning a trip to England next year, may I suggest that it coincides with the 2004 Festival of Speed?

F1 Machinations
Inside the Minardi pit
On the Monday after this year's British Grand Prix, it was announced that Justin Wilson would be leaving the Minardi Formula One team and joining Jaguar. He would be replacing the Brazilian Antonio Pizzonia and would race for the team in the next grand prix at Hockenheim, Germany.
The gossipmongers had predicted the move, but the timing and the brutality of Pizzonia's treatment was a surprise, not least to this author, who'd spent the weekend in the Minardi pit. I'd attended the grand prix to write an insider account of Wilson's first home race, but I'd actually witnessed a cover-up worthy of the White House. Here is the story of my weekend.
Unless you're a voluptuous model or a professional sportsman, it's mighty difficult to gain access to the Formula One paddock. Electronic eyes guard every entrance and protect the inner sanctum from unwanted intruders such as the general public
Thankfully, the eye likes my pass, and with a hefty whack from the turnstile I emerge in front of Ferrari's transporters. It's a little before 8:30 a.m. on Friday morning and an immaculately dressed mechanic is busy polishing the truck's wheel rims, while photographers peck away with flash guns. 

1. Minardi is at the far end of the pit lane, between BAR and Toyota, but anyone expecting a soup and sandwiches operation will be disappointed. Minardi may be F1 minnows, but everything is relative, and two sizeable hospitality units sit side by side to cater for VIP guests.
   The private practice session is about to start, so I head for the pit garage. Wilson is standing in a corner looking nothing like a racing driver. His gaunt face and slender girth exaggerates his infamous height and gangly posture. In another corner, Jos Verstappen has the look of a man who's competed in 101 Grands Prix. After a difficult debut season alongside Michael Schumacher at Benetton in '94, he's spent the past decade trying to re-establish his reputation in cars at the wrong end of the grid.
   A little after 9 a.m., Wilson and Verstappen explode out of the pit lane and begin trading blows in the 1.25s, while Alonso's Renault circulates in 1.21. This sets the scene for a weekend in which Minardi will never get within 3 sec. of the ultimate pace. How, I wonder out loud, does the team maintain its morale?

John Walton, Minardi's Race Director, offers an explanation: "You have to believe in what you're trying to achieve," he says. "As long as you don't set your goals too high, then you can achieve them. To finish the race is a good result for us. To get into the top eight [and score a point] would be fantastic."
It's a view echoed by Minardi owner Paul Stoddart, who took over the team in 2000. He makes little eye contact and lacks the ebullient charisma of BAR boss David Richards, but beneath the rugged, unkempt exterior there's a frank and disarmingly blunt man. "Our budget is 6% of at least four other teams [around $30m]," he explains. "But we still deliver a consistent performance within 97% to 98% of the best teams. If there was a championship for best value per dollar spent, we would win it."

In the first qualifying session, there's more frustration as Wilson breaks down. "As I went over the bump at the end of the pit lane, everything just stopped," he explains. A subsequent investigation reveals that the ignition switch had tripped, shutting down the car. Verstappen is 18th, 1.1 sec. behind Firman's Jordan.
A day later, the ignition is repaired and Wilson qualifies ahead of his teammate. "It was a good, clean lap," he says matter-of-factly. I'm slightly taken aback by how highly the Minardi team rates the Brit. Alex Varanava is Wilson's race engineer and the man who talks him through the race. Over the past couple of years he's performed an identical role for Fernando Alonso and Mark Webber. There is surely nobody better placed to judge the potential of F1's bright young things

"It remains to be seen whether he can be as quick as Alonso," he says, "but he'll certainly be as quick as Mark [Webber] because he's able to adapt during a race. He's also very switched on, and that show's in his starts. It's not luck that he's made up so many places in the first couple of laps."
It's fascinating to hear the team discuss this prodigious triplet. Webber, apparently, was a consummate pro and a very analytical driver. "Alonso was a bit like a naughty schoolboy," says Graham Jones, Minardi's communications director. "If there was a problem, he just found a way of driving around it." Wilson, they suggest, is something of a halfway house.
Stoddart is proud of Minardi's reputation as a fame academy. "Eddie Jordan and I account for half the grid," he says. "And there's nothing wrong with that." He also makes no secret of the fact that he uses the driver market to finance the team. "We always takes drivers on a medium-term contract so we have an asset to move or to sell. We're then able to bring the next driver on."
The hysteria surrounding Wilson must be difficult for Verstappen, who leads 6 to 5 in qualifying. He's crotchety, irritable and curt. "I had to do this [drive for Minardi] because there was no other drive available. If you can do a few good things, you can probably do another couple of years in Formula One." Has he, I wonder, considered sports cars or the U.S.? "I want to race in Formula One," he declares in a manner that warrants no further discussion.
Sunday. There is a quickening of tempo as the cars leave for the grid at 12:30 p.m. I take up a position next to the T-car to watch the action on a tiny TV monitor. Watching a grand prix from the pit lane is a strange, almost surreal experience. The on-screen action seems to belong to a different time and place to the cars screaming past outside.
It's also fascinating to watch the mechanics' reactions. All, bar two of them, are Italian, and they applaud wildly as Barrichello passes Raikkonen to take the checkered flag. To some extent at least, Minardi is still a wannabe Ferrari. The race is a classic, despite the interruption caused when a deranged man runs onto the track. But with just three retirements, the Minardis finished 16th and 15th, ahead only of Heidfeld's struggling Sauber.

Wilson had a refuelling problem at his first pit stop, which left him behind Verstappen. "It's a shame we couldn't have had a better start and got more stuck in," he explains at the end of the race. "The fuel problem was frustrating, but this first year's all about learning."
I ask him about the nutter on the track. "I thought it was a BAR front wing at first," he continues, "then I realized it was a bloke running towards me. He wants sorting out, but it was amusing to watch the marshals trying to tackle him on the big screen."
Verstappen is unhappy. "There's not much we can do," he says. "We can't challenge for anything, so the only competition we have is between ourselves." Stoddart, by contrast, is more upbeat. "We got both cars home and we're ahead of one of the Sauber's and close to the Jordans, so I'm more than happy," he declares.
As a racing fan, it's difficult not to feel drawn to Minardi. While other, flashier outfits have come and gone, the team has survived, fuelled by a mix of passion, willpower and sheer bloodymindedness. They're a welcome dose of reality in the mad, mad world of Formula One.

Later on the Monday, I called Paul Stoddart at his Italian office. "I gave you so many hints about the move," he says with a laugh, "but I wasn't going to tell you until the money dropped this morning." He's genuinely pleased for Wilson: "There's going to be a great atmosphere at Jaguar, but people shouldn't expect too much too soon. Wait until Indianapolis, and from then on he'll be positively dangerous."
We Hear...
* Champion Motorsport's New Florida Facility: Champion Motorsport, subsidiary of Champion Motors, the world's largest Porsche dealer since 1989, will open a new 22,000 sq-ft showroom, service and design facility in Pompano Beach, Fla., in November 2003. Designed by architect Neil R. Duputy, the new structure features the same "starnet" design construction in its central cylindrical section as the Epcot Center in Orlando.
The 2-acre site will include 2,780 sq ft of corporate offices, a 2,270 sq-ft showroom for vehicle and product displays, a lifestyle boutique complete with a European-themed cafe, a styling and design studio, and an 8,000 sq-ft auto service area. Parts and accessories will be housed in more than 8,900 sq ft of dedicated storage space. For additional info, log on to www.champion-motors.com.
* 12 Countries in Less than a Day-and a World Record: This past summer journalist Simon Heptinstall and photographer Adrian Sherratt set out to achieve most countries visited by car in a day in a BMW 745i. And they succeeded; their epic journey took them through a record-breaking 12 countries in just 19 hours 40 minutes.
Beginning in Folkestone the pair drove their BMW 745i through France, Belgium, Holland, Luxembourg, Germany, Switzerland, Liechtenstein, Austria, Italy and Slovenia before finally ending their journey in Croatia. And although they covered a massive 1,145 miles, their record-breaking journey still left them with more than four hours to spare, according to the summer edition of BMW Magazine.

* MINI Motion Shoe by MINI and PUMA: Good news for feet. MINI has hooked up with sports shoe company PUMA to create an innovative driving shoe called MINI Motion. MINI Motion consists of two shoes in one - a light inner shoe and a sturdy outer shoe. The heavier outer shoe is recommended for town driving where regular gear changing can create pressure points on the driver's feet. The light inner shoe with its protective rubber sole is better suited to long-distance driving offering greater flexibility and comfort. Only 2,000 pairs of MINI Motion shoes will be made.

* Caterham Slices Even More Time Off World Record: After nearly half a century of continuous production, the Caterham Seven British two-seater sports car continues to re-write the record books.
The Surrey-based firm's flagship Superlight R500 road car has broken its own world record for speeding from a standing start to 100 mph and then braking back to 0 again in a time of just 11.25 sec.
This compares to its 11.44 sec. performance in 2002, and the previous best time of 11.5 sec. set by the 750,000 McLaren F1 LM sports car in 1999. The hand-built Superlight R500, which boasts 500 bhp per ton, costs just 36,200.
In the record breaking run, which requires perfect gear change and weather conditions, Colin Chapman's legendary design sped to 60 mph in 3.47 sec. (.03 slower than last year), got up to 100 mph in a stunning 7.26 sec. (0.5 quicker than previously) and then came to an abrupt halt in less than 4 sec. later.
The record was set during Autocar magazine's annual review of some of the world's quickest cars at the Bruntingthorpe airfield, Leicestershire.

* Fat Chance: Overweight Drivers at Risk: Overweight motorists are more than twice as likely to be killed or seriously injured in road accidents than lighter people, according to international research reviewed by the RAC Foundation for Motoring.
A study in Seattle, Wash., of 26,000 people involved in car crashes found that heavier people were far more at risk. People weighing between 200 and 262 lb are almost 2 1/2 times more likely to die than people weighing less than 132 lb.
The study found that it was not just a question of weight but of obesity as it looked at body mass index (BMI)-a measure that relates weight to height. People with a BMI of 35 to 39 (over 30 is obese) are more than twice as likely to die in a crash compared with people with BMIs of about 20.
The RAC Foundation for Motoring is an independent body established to protect and promote the interests of UK motorists.
Sharing much of the C4S bodywork, the GT3 is distinguished by a deep lip spoiler, three-way-adjustable rear wing, side sills and air vents optimized for brake cooling. The body shares some panels with the C4 but is reinforced to be 25% stiffer. Cd is 0.30, same as the standard Carrera, but the GT3 experiences zero lift.

2004 Audi A6
The next generation Audi A6 will be an all-new car, scheduled for launch in spring 2004.Despite the tape-disguise at the front- and rear ends, it appears the new A6 will not adapt the dramatic styling of the Nuvolari concept car, but instead will be more moderate in looks with a narrower and less steep front end.
The four-door sedan will be the first of the new model range to come on the market, the Audi Avant wagon will follow a half a year later and, according to rumors, a coupe based on the A6 will show up sometime in 2005.
The new model will be available (in Europe) with a wide choice of engines, including a 150-bhp 2.0-liter four cylinder; a 240-bhp 3.0 liter V6; 2.0-, 2.5- and 3.0-liter diesels and a 335-bhp 4.2-liter.
The standard version will be available as a front-drive model; the more powerful versions will have quattro all-wheel drive.

2005 Porsche Boxster Coupe
Here's a look at Porsche's all-new Boxster Coupe doing a few quick laps at the Nrburgring. The new coupe will come on the market in 2005, in addition to the roadster, which will feature an all-new front end with new headlights and a new rear end. 

The prototype is cleverly disguised and can easily be mistaken for a 997 Turbo; however, the small triangular rear side windows are taped shut, indicating it is not. The Boxster Coupe will have three large air intakes in the front skirt and wider fenders and track. Porsche is likely to make 17-in. wheels standard at last, with 18s as an option. 

Powering the standard version is a 240-bhp 2.7-liter engine; for the S-version possibly 270 to 280 bhp and an estimated top speed of 250 km/h. Another powerplant is rumored to be a 3.4-liter engine delivering 300 bhp.