ECOSSE Moto Works, Inc. is the premier luxury marque of distinctive, limited-production motorcycles created for discerning enthusiasts. Founded in 2001, the company spent three years perfecting The Heretic through three complete prototype iterations. The final prototype, X-3, remains at the company’s headquarters and is reserved for a collector or museum.

While forming a cherished brand, ECOSSE intends to build several different models with the same underlying theme: a synergistic combination of innovation, craftsmanship and technology with a nod to the company’s racing influence. The models share chassis styling, materials and certain elements to instantly alert consumers of the ECOSSE pedigree. Yet each serves a distinctly different purpose and is handcrafted in limited quantities to motivate innovators, collectors and aficionados to place their names on the waiting list for each new model.

The Heretic

starting at $74,800

ECOSSE’s flagship model, The Heretic, combines a highly engineered chassis, massive torque, wicked attitude, sleek lines, exquisite detail and race-bred components in a refined package. Fighting conformity is at the heart of The Heretic whose very name conjures up images of rebellion, utter uniqueness and an aversion to all things standard. Any color, any finish. Only 100. Ever.

Iconoclast Series by ECOSSE

Dare to be different: Luxury and performance unite on this rare beauty. 11 editions. $88,000.

Designed and handcrafted by leading artisans in mechanical design, welding, machining, and carbon-fiber formation who exude passion. ECOSSE creates as many parts as possible at their U.S. headquarters (including fine details like custom bolts, logo badges, and hand-pouring the urethane for the fuel tank mounts and handlebar dampening system). Only the very best components in the world make it on an Iconoclast Series motorcycle. Special motor and exhaust as well as a timeless color scheme make this a coveted collector’s item.

ECOSSE SPIRIT ES1 Superbike Experience

F1 on 2 wheels: The World’s Lightest, Fastest, Best-Handling Superbike. One edition: $3.6 Million

Created by two seasoned Formula 1 (F1) engineers. The design drivers behind the ES1 are relatively simple: light weight, low aerodynamic drag and improved rider ergonomics. But achieving profound improvements in all areas has required genuinely inventive steps to bring F1 technology to the motorcycle world. Using state-of-the-art CAD, FEA and CFD software, the ES1 features:

• Integrated & fully stressed engine/gearbox
• Novel suspension design
• Optimization of aerodynamics, ergonomics and packaging
• Constructed primarily from carbon-fiber composites
• Key rider/development process participant

This once-in-a-lifetime experience includes:

• Bespoke, high-performance, customized ES1 machine
  Serial #01
  Fitted to buyer’s measurements
• Parts spares plus full factory support
• Unprecedented participation in, and exposure to, the development and testing process including facility and track outings worldwide – participation dependent on buyer’s interest level
• Riding development with champion racers and sessions at renowned U.S. race schools – participation dependent on buyer’s time availability/interest level
• Custom apparel, gear and paddock support equipment equivalent to a MotoGP racer’s arsenal. Customized BRM performance watch
  • Special high-performance race-spec engine tailored to customer’s needs
  • 230 hp
  • 250 mph
  • 265 lbs
  • .16 coefficient of drag
  • World-class components

Contact Information

www.ecossemoto.com
303.246.3080

Luxautica Ultimate Car Club recently opened its doors at the former Millenia Art Gallery adjacent to the Mall at Millenia in Orlando, Florida. The building, which once housed rare German paintings and Italian glass sculptures, underwent a $2 million renovation to make room for more than 20 German and Italian sculptures of a different kind. The impressive in-house display features two Ferrari Enzos, two Maserati MC12s, a Bugatti Veyron, Mercedes-Benz McLaren SLR, and Spyker C8 Laviolette ―just to name a few. “The difference between us and others like us is the caliber of car,” says Payam Matin, general manager. “Our [Porsche] Carrera GT is the only one that wears Scuderia red paint, and one of our Enzos only has 900 miles.”

The incredible automotive collection and a wide selection of membership packages allow patrons to tailor a specific plan to fulfill individual preferences. The standard memberships start at Silver for $38,500 and 1,200 points and end at Platinum for $99,500 and 3,750 points. Your membership level determines your point tally, and each car carries a different value. For instance, a Bentley GTC or Lamborghini Gallardo is yours for the weekend at 30 points per day, while the Bugatti Veyron, Maserati MC12, and Ferrari Enzo are valued at 1,000 points per day. An Ultimate membership is available nationwide with priority access to all of the cars and free delivery anywhere in America. With the luxury of swapping automobiles every three months, these members can select up to four supercars on an annual basis or two vehicles on a six-month basis. Costs for this membership are negotiated based on the variety of cars requested, and all memberships require a $15,000 initiation fee. “By servicing and maintaining all of the cars, we take the hassles and headaches out of owning a supercar,” says Matin. (877.666.6878, www.luxautica.com)

Technorati Tags: Luxautica, Car Club, Millenia Art Gallery, Millenia

With a racing heritage that dates back to the early 1930s and exclusivity on par with the Ferrari Enzo, the 2009 Alfa Romeo 8C Competizione is at the forefront of automotive prominence. The 8C appellation is derived from the straight 8-cylinder engine found in Alfa Romeos from 1931 to 1939. Today it refers to the stout V-8 working beneath the carbon fiber front hood of the Competizione.

It is easy to admire the vehicle’s design. Pronounced curves along the body recall such 1960s-era Alfas as the Type 33 Stradale and the TZ, while the bobbed rear end is unabashedly modern. A triangular front grille, fender air vents, triple aspect headlights and big, circular taillights are signature styling traits that render the 8C instantly recognizable as an Alfa Romeo. The credit for design goes to Wolfgang Egger, who recently left Alfa to become Audi’s head of design.

For better responsiveness through the mountain passes, Alfa engineers incorporated a Sport button on the center console. When activated, the transmission’s shift intervals become faster, throttle response is heightened, and the electronic traction control allows for a bit more oversteer. All of this equates to an enhanced driving experience.

The 4.7-liter engine is built at Ferrari’s Modena factory and derived from the Maserati GranTurismo’s 4.2-liter V-8. It produces 444 hp and 354 ft lbs of torque, which is enough to propel the 8C from zero to 60 mph in 4.2 seconds and to a top speed of 182 mph. While the large slotted Brembo brakes will slow the car in a hurry and comfortable steering distinguishes this car as more of a grand tourer than a hardcore supercar, like the Mercedes-Benz SLR McLaren. And with this power, the 8C’s interior is fitted with carbon fiber seats and a center console cluster reminiscent of the Ferrari 599 GTB Fiorano.

Alfa Romeo plans to build just 500 of the hardtop vehicles and deliveries begin this Spring. Company officials have recently released plans to produce a convertible variation called the 8C Spider for fans of drop-top motoring. So if you missed out on the coupe, the Spider may be a pleasurable alternative.

When Bugatti was developing their Veyron super car they wanted to have the best sound system available in the Veyron. Instead of turning to Bang & Olufsen like Audi they decided to go with Dieter Burmester a German sound engineer whose company Burmester Audiosysteme GmbH manufactures high end sound systems. The Burmester sound system in the Veyron was custom made to make the most of the Veyron cockpit design. The CD player is designed to work flawlessly at speeds greater than 400 kilometers per hour. The controls were designed to allow the driver to use them at high speeds without distraction.

Via Sybarites

Back in 1987 the Italian entrepreneur Romano Artioli (also known as the previous owner of Lotus) purchased the rights to the Bugatti name and formed Bugatti Automobili SpA. Bugatti Automobili SpA spent four years developing what turned out to be their only model the Bugatti EB110. The EB110 was released in Versailles in 1991 exactly 110 years after Ettore Bugatti’s birth, hence the name. The chassis was made entirely of carbon fiber and used a double wishbone suspension system. The car used a a 60-valve, 3.5 liter quad-turbo V12 engine which powered all four wheels through a six-speed gearbox. In total a hundred and thirty nine EB110 were made before the company went bankrupt in 1994 and the Bugatti name was sold to Volkswagen who went on to produce the Veyron.

Via Sybarites

The Porsche Cayenene might just be one of Porsche's most brilliant ideas in the last decade. Launched in 2003 at a time when Americans were desperately in love with sport utility vehicles, the Cayenne was largely responsible for helping Porsche keep sales up in America, even after September 11 when only the hardiest of automakers reported improved sales figures in the U.S.

That's why the 2008 Porsche Cayenne is such an important redesign for Porsche. On the performance side, direct fuel injection increases power while improving efficiency (a must on Porsche's monster, which now gets 14 mpg in the city, 20 highway vs. the 2003 versions 13/18), and optional chassis control and air suspension systems make the Cayenne the preferred weekend grocery/kid/dog hauler of sports car owners. These systems don't come cheap ($3,000 for the chassis control and $3,500 for the air suspension), but finding a vehicle that is as at home on the racetrack as it is off-road is a tough charge indeed. Both systems allow for better performance in almost any driving condition.

The styling changes are minimal, but then again, that has been Porsche's secret to success with other vehicles such as the Porsche 911. If it ain't broke, as they say… For 2008, Porsche designers stretched the headlights to give the impression of a wider hood, and also to exaggerate the lines of the fender flares, which give the vehicle a beastlier stance and better emulate the sports car bretheren of the Cayenne. Besides that, though, Porsche seems to have taken the winner they introduced back in 2003 and put their engineering budget toward what matters most for Porsche owners: performance.

Via Luxist

Nearly ten years ago the TT sent shockwaves through the automotive industry, instantly becoming an icon. The ground-breaking styling, geometric shape of the roof, front, and rear made the car instantly recognizable. The geometric theme followed through to the interior with circular styling of most interior components, and a multitude of aluminum trim pieces that made many other competitor interiors look cheap in comparison. Today’s second-generation TT is true to its roots, but it is also a significantly more mature automobile. Gone are the cute looks, replaced by a powerful looking single frame front grille, large air inlets, sharply curved head lights, convex and concave body surfaces, wide wheel arches, an integrated electronic spoiler, and a wide rear diffuser with a center mounted rear fog light. The new TT looks the part of a true sports car, but does it deliver? That’s just what we aimed to find out when the brief opportunity to sample a 2.0T FrontTrak version with the S tronic transmission, the only gearbox choice on this engine for the USA, was made available.

The new 2008 TT offers Audi’s 2.0T FSI 4-cylinder engine rated at 200 hp @ 5,100- 6,000 RPM and 207 lb-ft of torque available between 1,800 - 5,000 RPM. Also available is the 3.2l V6, a carryover from the previous generation and rated at 250 hp @ 6,300 RPM and 236 lb-ft of torque available between 2,500 - 3,000 RPM. For now, the 6-speed manual transmission will only be available on the 3.2 V6 model. The 2.0T gets the quick-shifting S tronic dual-clutch gearbox formerly known as DSG – a combo Audi claims is good for a 0-62 MPH run in 6.1 seconds. The 3.2l V6, mated to the 6-speed manual transmission, clocks its 0-62 MPH run in a scant 5.5 seconds.

Our particular test car was the 2.0T with premium package in Brilliant Black, paired with Audi’s new sport seats skinned in black leather with black Alcantara inserts – a setup that’ll set you back $36,950. Add another $800 for our car’s 18-inch wheels and the tally comes to a mere $37,750.

Some may lament the lack of manual transmission for the 2.0T TT, though S tronic, previously called DSG, is quick to please – far from a mere automatic or even manumatic. There is no inefficient torque converter of a regular automatic transmission; the heart of the S tronic is two hydraulically regulated clutches. One clutch operates the even numbered gears and the other operates the odd numbered gears. While the first clutch is engaged, the second is waiting to be engaged, and thus shift times take a fraction of a second.

As a relative newbie to DSG, I found myself constantly flipping through the gears with perfectly rev-matched super quick shifts, and a grin planted on my face. For auto-crossing and other motor sport events, the quick shifting of the S tronic will be displaced by its inability to hold a gear at redline - the transmission automatically shifts once the redline is passed, not allowing the driver to bounce off of the rev limiter. Still, given the likelihood of use for a car like this, we can live with the foibles.

While the 1.8T in the previous generation TT was a very potent and capable engine, it still had its shortcomings. Rather, the 2.0T takes everything that was good about the 1.8T and improves upon it. The newer engine has virtually no turbo lag, sharp throttle response, and power all the way to redline; it never seems to run out of breath. Though we did no formal testing, Audi's claimed 6.1 seconds 0-62 MPH run seems exceedingly conservative.

The aluminum space frame structure of the TT creates a significant weight savings; the 2.0T TT weighs roughly 2,965 lbs. In addition to the weight savings, the torsional rigidity has been increased by nearly 50% over its predecessor. The light weight and increased rigidity is evident at the first turn of the flat-bottomed steering wheel. Said steering is extremely precise and there is virtually no body roll. The ride is firm but not intrusive, and the 245/40/18 all season tires proved capable, although there is a summer tire option available.

Many people will question purchasing an Audi without quattro all-wheel drive, but not once during our test drive did the extra two driven wheels feel necessary. Amazingly enough, even with the high torque 2.0T, there was no torque steer, which usually plagues high torque front-wheel drive applications. Further, the lack of added weight of the Haldex system fitted to transversely oriented Audis such as the new TT and the A3 assures the mostly aluminum TT augments its light and nimble feel. It also netted an indicated 30.7 MPG average on our mostly stop-and-go test route.

Compared to the previous TT, the new generation grew slightly in length and width, and that's most evident in the interior. Previously, both driver and passenger were sometimes too close for comfort, but that's not the case this time round. The center console is wider, the door panels have actual arm rests, there are two usable cup holders, and a much needed third center vent was added to increase ventilation. The extra vent will also be quite helpful for those enthusiasts that will inevitably add a boost gauge in one of the vents.

The flat bottomed steering wheel creates an increase in legroom, and aesthetically looks good. Borrowing some styling cues from the A4 Cabriolet, the instrument cluster has two deep circular rings around the tachometer and speedometer, and a driver information display placed between them that doubles as a digital speedometer – a nod to the last of the ur-Quattros perhaps?

Audi Navigation Plus will be available in the TT, which is borrowed from the A4, although the trim around the unit has been restyled for TT fitment. The standard Symphony head unit is no slouch, as it provides a super crisp, high resolution monochrome liquid crystal display - a significant upgrade from previous units. Gone is the nicely styled, but completely, useless brushed aluminum flip down cover over the head unit. Unfortunately, there is still no auxiliary input on the head unit, and if you want to connect an iPod, you'll have to do so with the optional $250 iPod interface adapter.

While rear seat headroom hasn't increased, the legroom has. Granted, an adult won't be able to fit in the back seat (at least not comfortably!), though a child will fit more easily than before. The new front seat design provides excellent side and hip bolstering, though the seats are slightly narrower than before. At 6'2 and 215lbs, it was a snug fit in the seats, but the car had less than 600 miles on it, so the seats have not had a chance to break in yet. Be forewarned, the seats are not Big Mac conducive.

While the rear spoiler on the previous-generation TT was a bolt-on production change, designed as an effort to keep less technically astute drivers from wrecking their technically astute spoiler-less TTs, the new mechanical spoiler looks clean at rest and remains functional at speed. Similar to the active aerodynamics on Audi’s R8 supercar, the TT’s rear spoiler rises at 75 MPH and remains raised at speeds above 50 MPH. Control freaks fear not, the spoiler can be raised or lowered at any time by the push of a button, located below the gear shift lever. The nicely sculpted rear also incorporates rear tail lights that that produce a three-dimensional overlapping square effect, due to the depth of the units and rectangular reflectors.

Now in its second approach to a small sports car, Audi has produced a coupe that certainly looks the part. Even better, it definitely delivers. At a suitably low $37,750 nearly fully loaded, the TT provides the same amount of driving excitement as its competitors from Mercedes-Benz, BMW, and Porsche, but for a substantially lower price. It has the looks, the power, the price, and is bound to be an instant success, just like its predecessor, though if they want the 2.0T, purists will have to get beyond the atypical front-wheel drive setup and lack of manual transmission. For those who are willing to do so, we believe they’ll be decidedly pleased.

Via VWVortex, Anthony Garbis

The Wall Street Journal seems to be confirming what the bloggers were predicting all last week: on Monday Ford is going to sell the Aston Martin brand name "to an investor group led by international motor-racing entrepreneur David Richards" (subscrption required), thus bringing the well loved car back into British hands.

The most famous British Aston Martin driver, of course, is James Bond, who does quite a number to his Aston Martin DBS in Casino Royale. This wasn’t his first Aston, of course: he also drove a DB5 V12 Vanquish (named "Vanish" by Q because of its invisibility) in Die Another Day and various versions of the DB5 in Thunderball, Goldfinger, Goldeneye and The World is Not Enough.

There can be no doubt that the success of Casino Royale has fueled interest in the brand name.

I think that at least half the purchase price for Aston Martin, estimated to be between $700 million to $1 billion, lies in the the mystique the Aston brand name has among Bond lovers and classic sports car aficionados alike. And the brand is indubitably British, of course. Aston’s resurgence in popularity is being felt acutely in the Middle East, where Dubai is becoming a British ex-pat hotspot, driving up interest in the Aston brand name as well as other Brit brands like River Island, NEXT, Body Shop, Bhs, Debenhams, TopShop, Oasis, Evans, Peacocks, Faith and Boots.

[Via Five Blogs Before Lunch]

While the Rolls-Royce Phantom Drophead Coupe turned heads in Geneva this week, so too did the new Maserati.  The newest Maserati around, the 2008 GranTurismo coupe has been more highly anticipated than milk after a large gob of peanut butter.The new Maserati coupe places “four full seats behind a 405hp, 4.2-liter V8 on a two-door steel monocoque frame, driving by wire to the 19″ (or available 20″) rear wheels.

”The GranTurismo is about 16 feet long & weighs in at over two whopping tons.  The coupe is capable of reaching 62mph in a matter of five seconds & the top speed is about 177mph.  Not too bad, for a Maserati.

[Via Blavish]

The red beauty above is the Azimut 103S which will be be introduced at Dubai Boat Show. The yacht is the new flagship yacht from Azimut's Open S range. The most impressive thing about this yacht is how much natural light there is in the interior. The yacht's lounge and cockpit can be used as one open space by opening connecting doors. The area also gets a sense of airiness because of the large side windows. Glass makes up 80% of the side of the deckhouse and the lounge area has a light and contemporary feel.

The interior was designed by Carlo Galeazzi and has a very modern loft-like look. The yacht has two galleys, one of which is one the lower deck for the crew and one which is on an intermediate deck and is primarily for the owner's use. There are four staterooms on the lower deck. Light reaches the lower decks through square hull windows and oval scenic windows which provide light to the twin-bed guest cabins. The owner's full width state room is at the center of the yacht and the VIP stateroom is in the bow. There is external access to the crew's quarters from the side deck on the port side and the crew has access to the upper deck via a separate stairway from the cockpit so that the crew can have pilothouse access without disturbing the owner and guests on board. The yacht has exterior lounging space on the stern platform and at the bow and on the upper deck. At the bow, the large sunbathing area features a C-shaped sofa and two small sliding tables. The yacht's garage can hold a 19 foot tender plus two jet skis.

[Via Luxist]