History of Ford Mustang : Seventh Generation (1994-1998)

By the early '90s, Ford knew it needed to keep the Mustang around no matter what — that wasn't something the company was so convinced of a decade earlier. Kill the Mustang and it would kill the one car the whole world associated with Ford. But a new Mustang would still have to be affordable, and the only way to control costs would be to build it atop the existing Fox chassis.

What appeared for 1994 was a Mustang clearly influenced by the styling themes of Mustangs past. There was the galloping horse in the grille, the side scallop reappeared and the taillights were split into three segments (albeit horizontally instead of vertically). Inside, the cockpit featured a twin-pod dashboard that recalled the dashes used between '64 1/2 and '73. Only two body styles were now offered, a two-door coupe with a semifastback roof and a convertible.

The Fox platform was thoroughly reinforced for the '94 Mustang, but the basic modified MacPherson strut front and coil sprung solid rear axle returned intact. Four-wheel disc brakes were now used throughout the line with ABS optional.

The biggest beneficiary of the new structure was the drop top; this was the first Mustang convertible since the '73 that was actually conceived as a convertible and not a conversion. The new convertible's structure was significantly stiffer and the car handled better than the outgoing '93.

Engine choices were also pared down to two for '94. Base Mustangs (no more LX, just Mustang) got a fuel-injected development of the 3.8-liter Essex V6 rated at 145 horsepower. The Mustang GT got a revised version of the 5.0-liter V8 with a flatter intake manifold that was rated at 215 horsepower. The disappointingly low-output rating of the V8 made many suspect that the '93 5.0's down-rating to 205 horsepower was done in a relatively shallow attempt to mitigate any outcry resulting from the squashed intake's stealing power from the '94 5.0-liter. Both engines could be mated to either five-speed manual or four-speed automatic transmissions.

Available with either 16-inch or 17-inch wheels and tires, the '94 Mustang GT proved to be a better handling, more secure driving car than ever before. But it wasn't really any more sophisticated than the '93. Most tests of the time found the 5.0-liter V8's performance to be soft in comparison to the 5.0-liter used in the '93 Mustang.

For the third time in its history, the Mustang was chosen to pace the Indianapolis 500. Instead of conjuring up some sort of special edition for the Speedway, Ford assigned its Special Vehicle Team (SVT) the task of building another Cobra version of the Mustang. The result was a slightly modified GT wearing 17-inch wheels and, thanks to a set of Ford's "GT40" cylinder heads and a different intake, a 5.0-liter V8 making 240 horsepower. Cobras were distinguished by their own uniquely blistered hood, rear spoiler and front fascia with round foglamps and snake logos on their fenders and in their grilles. While the Cobra used to pace the 500 was a convertible, the Cobra coupe was more common. Fully 5,009 Cobra coupes were sold along with just 1,000 convertibles during '94.

The new Mustang was a hit, but hardly overwhelming. Selling into a market vastly more fragmented than it was in 1965, Ford sold 123,198 Mustangs during '94. Not bad at all considering that the car didn't go on sale until January of 1994.

Why change something that was working? The 1995 Mustangs were virtually identical to the '94s. The only change to the model lineup was the introduction of a "GTS" model that essentially put the Mustang GT's drivetrain into a plain Mustang shell. Sales rose to 190,994 units that year, including 48,264 convertibles and another 5,006 SVT Cobras (1,003 of which were drop tops).

The big change for 1996 was the abandonment of the 5.0-liter V8 in favor of Ford's 4.6-liter, SOHC V8 in the GT. Rated at the same 215 horsepower as the outgoing 5.0, the 4.6 opened a new chapter in Mustang history as the good old small-block Ford V8 was left behind after serving in the Mustang for 31 of the previous 32 model years. In addition, the 3.8-liter V6 was rerated to 150 horsepower. Transmission choices remained the five-speed manual or four-speed automatic.

A special run of 250 Cobra R models were also produced for '95 powered by a 5.8-liter version of the Ford small-block V8 making 300 horsepower. The lack of a rear seat, radio or air conditioning didn't keep enthusiasts from snapping them up instantly.

Bowing to enthusiasts' demand, all Mustangs got new taillights for '96 that were divided vertically into three segments as tradition dictated. Otherwise, except for revised front fender badges on the GT announcing the 4.6 engine, styling was unchanged.

Also new for '96 was a heavily revised version of the SVT Cobra that now featured an all-aluminum, DOHC, 32-valve version of the 4.6-liter engine. To accommodate the tall engine, the hood sported a new bulge but otherwise the car looked quite similar to the '95. But with a full 305 horsepower available, it performed much better. This was, after all, the most powerful V8 in a Mustang since the Boss 351 back in '71. Cobra production expanded to 7,496 coupes and 2,510 convertibles during '96.

Some new upholstery, a new security system and new colors came for 1997, but that's about it. Ford built 108,344 Mustangs that model year, with 6,961 of them being Cobra coupes and 3,088 Cobra convertibles. Except for redesigned five-spoke wheels on the Cobra, revisions to the 4.6-liter V8 that increased output to 225 horsepower and the usual juggling of colors and trim, the 1998 Mustang carried over from '97. Inexplicably, sales increased to a healthy 175,522 total units that year, including 5,174 Cobra coupes and 3,480 Cobra convertibles. By the way, what is a "Mustang Cobra" anyhow? Is it a reptile? A horse? Or is it some cruel, misbegotten hybrid of the two?

2008 Lamborghini Gallardo Superleggera

The bull has been raging wilder than ever this past year, with new LP640 versions of the Murcielago and Murcielago roadster-both of which lean dangerously over the edge of insanity. But why stop there? Why not make a Gallardo that is lighter, more powerful, and more focused than ever?

Using carbon fiber for the engine bay cover, center tunnel cover, mirrors, rear diffuser, and door panels, the Gallardo Superleggera weighs 154 pounds less than the regular model, and for good measure, output is raised 10 horses to 530 horsepower. These modifications translate to a 0-62 mph time of 3.8 seconds (0.2 seconds quicker than the Gallardo) and a ratio of 5.5 pounds per horsepower. All Superleggeras will come with e-gear transmissions and new fifteen-spoke wheels that are too dainty for our taste. If the car doesn't have enough carbon for you already, a carbon fiber wing and carbon-ceramic brakes are optional.

The Gallardo Superleggera is meant to be the Lamborghini for purists, and yes, it's the lightest, smallest bull you can buy. But what we'd really like to see is a similar model that ditches a differential and goes to rear-drive, and bolts to it a six-speed stick. Keep the carbon, but give us some tougher looking wheels. That would be our Lamborghini dream.

2005 Lotus Elise

The good news is that it is a better car than the spartan original. It has 60 percent more power but is only 14 percent heavier than the existing European model. It has the airbags, the anti-lock brakes, and the air conditioning that the car has lacked until now. Perhaps not so good is its sticker of $39,000. It's a fair price for the nearest thing to a modern race car you can drive on the road but will discourage those who see it as a sexy little boulevard cruiser.

That's probably just as well because the Lotus Elise, as a closely focused driver's car, makes few compromises on behalf of the well-being of a passenger. You sit on a thinly padded seat in an aluminum tub (the Elise chassis is made from aluminum extrusions bonded together). There is hardly enough room for two, so the driver's seat is adjustable but the passenger's is fixed—and the cockpit space on the right-hand side is just two-thirds of that provided for the driver.

Elise enthusiasts—there are at least 60 owners of race-spec cars in the U.S. as of this writing—will accept that what it lacks in comfort is compensated for by the performance and handling. Lotus claims the federalized Elise will do 0 to 60 mph in 4.9 seconds and run to 141 mph; prototypes ran to nearly 150 mph. Not much this side of an exotic supercar will keep up with it on a racetrack.

The Elise was designed around the 1.8-liter Rover K-series engine found in the mid-engined MGF sports car, a good choice in 1996 but now getting on in years. Rover has never certified that engine for the U.S., and Lotus judged that a federal emissions program would be too expensive to undertake alone. It looked around for suitable alternatives, engines that were already in use in the U.S. Roger Becker, a veteran development engineer who started at Lotus under Colin Chapman, the company's founder, has been leading the U.S.-certification project. He picked up an old relationship with Toyota (which for three years in the 1980s owned 21 percent of Lotus) and secured a deal to use the 1.8-liter VVTL-i (variable valve timing and lift) engine from the Celica GT-S and its accompanying C64 six-speed gearbox.

Although the internals of the engine are standard Toyota (in fact made by Yamaha), Lotus fits different intake and exhaust systems and, significantly, has devised its own engine control electronics. The result is 190 horsepower (10 up on the Celica) at 7800 rpm and 133 pound-feet of torque at 6800 rpm.

We have our reservations about this engine and transmission in the Celica as it is difficult to keep the engine on the high-rpm cams as you accelerate through the gears. The performance is more accessible in the lightweight (2000 pound) Elise, due in part to Lotus's improvements to the electronics and gearshift. And for those accustomed to the Rover-engined Elise, the Toyota-powered car is noticeably quicker even before the cam phase change at 6200 rpm. Besides which, it sounds terrific, whereas the old K-series and its five-speed gearbox had a rough and rattly edge.

Installation of the Toyota engine required a new subframe and modifications to the rear of the aluminum chassis. The suspension—double control arms front and rear—needed only minor changes in spring and damping rates to cope with 154 additional pounds of weight. Becker and his associates were determined to maintain the Elise's pure responses and wonderfully balanced handling while making subtle changes to the dampers and bushings to cope with the worst of America's highways. U.S.-bound Elises will use a unique Yokohama tire.

Although its cousin, the Opel Speedster that Lotus makes in Europe for General Motors, has anti-lock brakes, Lotus has traditionally regarded both ABS and a brake booster as unnecessary frills for the Elise. But its engineers accept that pedal assistance is needed when vehicle weight rises above 1800 pounds, and that ABS is becoming a standard safety feature of most performance cars. Therefore, the challenge was to provide this latest Elise with ABS that would not intervene during intentional hard braking until the limit of front-tire grip. For the same reason, there is no electronic traction control nor is any planned. The steering does not have, or need, power assistance, although Lotus accepts that some customers may expect it.

Externally, there are few changes from the Elise that was launched in 2000. Identifiers include the twin tailpipes and the slightly raised grille on the front hood to clear the new brake booster. Inside, though, the car has had an upgrade with a new and more shapely instrument panel, injection molded rather than vacuum formed, which accommodates the passenger airbag. The radio is now at its center, and most of the ugly screw heads that were peppered around the earlier cockpit have been concealed. The convertible top is from the '00 car: easier to erect than the original but still a fairly primitive affair.

We drove a prototype U.S. Elise on the test track and on country roads around the Lotus factory in Norfolk, England. As we first wrote of a similar exercise with the original Elise, it's a hoot. For pure sports-car thrills, it's in the top five most-entertaining cars available. The same comments apply to the federalized Elise, which, although it is 450 pounds heavier than the original, is faster and better equipped but still has nearly perfect balance. It is the best Elise yet, and for Americans wanting a race car for the road, it's worth the six-year wait. Lotus Cars USA, which has been subsisting on the sale of a handful of Esprits a year, hopes to expand its annual sales to 2500.

2005 LOTUS ELISE

Vehicle type : mid-engine, rear-wheel-drive, 2-passenger, 2-door roadster

Estimated base price : $39,000

Engine type : DOHC 16-valve inline-4, aluminum block and head, port fuel injection

Displacement : 110 cu in, 1796ccPower (SAE net): 190 bhp @ 7800 rpm

Torque (SAE net) : 133 lb-ft @ 6800 rpm

Transmission : 6-speed manual

Wheelbase : 90.6 in

Length/width/height : 149.0/67.7/44.0 in

Curb weight : 2000 lb

Manufacturer's performance ratings :

Zero to 60 mph : 4.9 sec

Zero to 100 mph : 12.6 sec

Top speed (drag limited) : 141 mph

History of Ford Mustang : Sixth Generation (1979-1993)

Any car that stays in production through 15 model years has to be counted as a success. But when the all-new 1979 Mustang (no "II" and no "III") was introduced, few would have predicted such a long life for it. Or that it would inspire a passionate following of amazing breadth. Or that it would be used as a cop car.

Tossing aside the wimpy Pinto parts, the 1979 Mustang was built atop the shortened chassis of the Ford Fairmont "Fox" body that had been introduced for '78. While the Fox platform was still a unibody structure, it shared little else with previous Mustangs. The new front suspension was a modified MacPherson strut system that mounted a spring separate from the strut itself, while a new link and coil spring rear suspension held up the back of the car. This basic suspension system would remain in use on Mustangs through at least the 2003 model year.

Available as either a coupe or fastback hatchback, the new Mustang rode on a 100.4-inch wheelbase and was 179.1 inches long. That's a bit more than four inches longer in both dimensions over the Mustang II, but still shorter than the original Mustang's 108-inch wheelbase and 181.6-inch overall length. However, the '79 Mustang was significantly roomier inside than any previous Mustang thanks to a more upright-oriented cockpit and flatter doors that allowed more shoulder and hiproom.

The new Mustang's styling was angular and handsome, but hardly related to previous Mustangs. There was no running horse in the shovel nose grille which was flanked by four square headlights, the sides were devoid of the signature side scallop and the taillights were divided into six segments instead of three. With slightly different blistered fenders, a flatter grille and different taillights, Mercury sold the same car as the Capri. The '79 Mustang was at its best wearing the optional 390mm three-spoke "TRX" wheels and tires, but there was little about it that was intrinsically Mustanglike.

All three engines from the '78 Mustang II carried over to the '79 Mustang. The 2.3-liter SOHC was rated at 88 horsepower, the 2.8-liter Cologne V6 at 109 horsepower and the 4.9-liter (but called a 5.0-liter by Ford) V8 made 140 horsepower. They were joined by a turbocharged version of the four also making 140 horsepower but saddled with epic boost lag and hideously bad reliability. Late in the model year, the old 200-cubic-inch (3.3-liter) OHV straight six reappeared making 94 horsepower. Four-speed manual transmissions were standard behind all engines with a three-speed automatic optional.

The most desirable of all '79 Mustangs would turn out to be the 6,000 Indy pace car replica fastbacks, which featured a unique hood scoop, unique front air dam, unique rear spoiler, black and silver paint with orange graphics and an interior blessed with genuine Recaro front seats. The pace car was available with either turbo four or V8 power and included the TRX wheel and tire package.

With the Ghia trim back on the coupe and a "Cobra" package available on the hatchback (which had a fake hood scoop but no spoilers), the '79 Mustang was a hit. A healthy 369,936 Mustangs were built that model year.

In a very real way the 1980 Mustangs were worse than the '79s. While visually they changed very little (a few aerodynamic tweaks were made, including a subtle lip spoiler on the coupe's trunk lid), under the hood things got ugly. Gone from the line were both the 2.8-liter V6 and the 5.0-liter V8. The only six available was now the wheezy 3.3-liter straight six, while the sole V8 was a new version of Ford's small-block displacing 255 cubic inches (4.2 liters) and gasping out just 119 horsepower. It was the smallest — and the worst — V8 ever offered in a Mustang. By default the turbo four was the most powerful engine in the '80 Mustang inventory. Too bad it was a grenade waiting to detonate.

All the spoilers and scoops used on the '79 pace car were now part of the '80 Cobra package, which also included a tasteless oversize cobra hood decal. In what was the worst year ever for Mustang engine performance, Ford sold 271,322 examples of the breed.

A five-speed manual transmission finally came to the Mustang in 1981 as an option behind the regular and turbocharged fours. Also, making a return appearance on the options list was a T-top roof. Otherwise the '81 was much the same car as the '80, and sales slipped dramatically to 182,552 cars.

Big news came for 1982 in the form of a new "High Output" (HO) version of the 5.0-liter V8 making a healthy (for the time) 157 horsepower with two-barrel carburetion in a revived Mustang GT hatchback. Backed by a four-speed manual transmission and wearing many of the '79 pace car's body pieces, the '82 Mustang GT wasn't quite a return to the glory days of high-performance, but it was a step in the right direction.

The rest of the Mustang lineup was set up in three progressively more luxurious series: L, GL and GLX. The turbo four was gone (temporarily), but the base four, iron lump straight six and inexcusable 4.2-liter V8 all carried forward through '82. The most unusual model Mustang, however, wasn't sold to the public at all, but a "Special Service Package" notchback coupe equipped with the Mustang GT's 157-horsepower V8 and four-speed transmission that was used by the California Highway Patrol as a pursuit vehicle. The CHP bought 400 of the SSP Mustangs in '82 and they, along with numerous other state and local law enforcement agencies, would continue buying them right through 1993 when Ford ended production.

A new grille with Ford's Blue Oval logo at its center came along with the 1983 Mustang. But the grille was the least of the changes that year, as the Mustang convertible returned in the form of a conversion performed by ASC, Inc. on coupe bodies. The convertible was offered in GLX and GT trim and featured a real glass rear window, power operation and rear-quarter windows that rolled down. The convertible was instantly popular.

The drivetrain lineup was also revised for '83 with the straight six and 4.2-liter V8 being eliminated and quickly forgotten. A revised version of the turbocharged 2.3-liter SOHC four returned to the lineup, this time with electronic fuel injection that did a wonderful job of tempering turbo lag and increasing engine longevity. But its 142-horsepower output didn't seem all that impressive, especially since the 5.0-liter HO V8 now sported a four-barrel carburetor and was rated at 175 horsepower. And the V8 was now available with the excellent Borg-Warner T5 five-speed manual transmission.

The normally aspirated 2.3-liter SOHC four was still around for buyers too timid for anything else, but the six-cylinder option was the new "Essex" 3.8-liter V6 making 112 horsepower.

Despite all the improvements, the '83 Mustang was hardly a barn burner in the sales race. A total of 120,873 Mustangs were sold that model year, including 23,438 convertibles.

Much of the 1984 Mustang line was carried over from '83, but there were a few changes and an unexpected new model in the line. Although there was supposed to be a more powerful (205 hp) 5.0 V8 this year, development problems killed it. A fuel-injected version of the HO V8 with 165 hp was offered with the automatic transmission (now with a fourth overdrive gear). The turbo four was back for one last year, now rated at 145 horsepower in the Mustang GT.

There were also revisions to suspension tuning, and at midyear Ford offered a "GT-350" 20th anniversary package for convertibles and hatchbacks. But the big surprise came in the form of the technologically sophisticated SVO Mustang.

With its own unique appearance (single square headlamps in a grille-free front end, plus a unique dual-plane rear spoiler), the SVO was powered by an intercooled version of the turbocharged 2.3-liter four rated at an impressive 175 horsepower. Wearing big 16-inch wheels on five-lug hubs, with four-wheel disc brakes aboard for better stopping, the lavishly equipped SVO was quick, agile and expensive with a base price of $15,596. However, no matter how interesting it was on a technical level, it wasn't as quick as the V8-powered Mustang GT and never sold in large numbers.

Another new grille design came along for the 1985 model year featuring a single large slit between the two pairs of headlights. The GT was treated to a new set of 15-inch cast-aluminum wheels shod with P225/60VR15 Goodyear Eagle "Gatorback" tires, and thanks to a serpentine single belt accessory drive system and revised roller cam, the 5.0 HO engine was now making a full 210 horsepower in four-barrel carbureted form. The fuel-injected HO hooked to the four-speed automatic now made 180 horsepower. The SVO continued forward, but the turbocharged four was gone from the Mustang GT options list.

Fuel injection became the only induction system on the 1986 5.0 HO, and output was 200 horsepower with both the five-speed manual and four-speed automatic in Mustang GTs. Real dual exhaust debuted this year, meaning there were now two catalytic converters so each engine bank had its own exhaust right to the tail pipes. The SVO Mustang's turbo four was recalibrated and its output was also 200 horsepower.

With Mercury's Capri out of production after the 1986 model year, Ford simplified Mustang production in 1987 by eliminating the V6 engine option, killing the high-priced SVO, and paring down the trim levels to just LX and GT — the coupe in LX only with the hatchback and convertible available in both trims. The front end and taillights were redesigned once again with the GT getting its own grilleless face, flush single headlamps, specific taillights, rear spoiler, urethane side skirts and turbine wheels. But many found the low-key skirtless LX to be the real performance value, as it was offered with all the GT's performance options, but without the look-at-me exterior pieces. Both the LX and GT also got a new interior including an improved dashboard that grouped the instrumentation in a pod in front of the driver.

Carburetors were finally a thing of the past for Mustangs as even the 2.3-liter, SOHC four-cylinder engine now sported fuel injection and made 90 horsepower. The 5.0-liter HO was also revised and now made a robust 225 horsepower regardless of transmission. At this point in its development, the "5.0 Mustang" had reached its full flower and would remain mechanically unchanged through 1993. In fact, the 1988 and 1989 Mustangs were virtually unchanged from 1987.

There was a good chance the Mustang would be killed before the 1990 model year, as Ford contemplated re-engineering the car to accept a driver-side airbag. But Ford decided to spend the money and installed the airbag for 1990, eliminating the tilt steering column in the process.

A new five-spoke, 16-inch wheel was offered on both LX and GT 5.0-liter Mustangs for 1991. The car carried over into 1992 with only a few not-very-special "limited edition" models to goose sales by offering special wheels and paint.

While the basic Mustang LX and Mustang GT were unchanged for 1993 (the 5.0-liter engine's output was revised to 205 horsepower — probably for marketing reasons with the redesigned Mustang coming for '94), a new special-edition Mustang did appear in the form of the SVT Cobra. A parts bin mix of 1983 Mustang taillights, the front air dam from the GT, a new grille with the running horse emblem on it and 17-inch wheels scavenged from a delayed Thunderbird project, the SVT Cobra was nonetheless surprisingly attractive. The 5.0-liter in the Cobra was modified slightly to make 235 horsepower while the improved suspension, bigger wheels and tires and four-wheel disc brakes all expanded the other parameters of performance. Only 4,993 of the Cobras were built during the 1993 model year. Another 107 track-ready versions of the Cobra, known as the "Cobra R," were also built without such luxuries as a radio or backseat.

Even after 15 years in production, Ford still sold 114,228 Fox-based Mustangs during the '93 model year. Obviously the Fox-bodied Mustang was totally exhausted. Or was it?

Lewis Hamilton

Lewis Carl Hamilton is a British Formula One racing driver from England. He will drive for the McLaren team in the 2007 Formula One season.

As early as 1994, Lewis had introduced himself to McLaren team boss Ron Dennis, at that Year's Autosport Awards, asking if he could drive for the team in the future.

In 1998 he was signed to the McLaren Driver Development Support programme. The contract included a future option on an F1 seat making Lewis, 13 at the time, the youngest driver ever to have an F1 contract.

His 2006 GP2 championship coincided with a vacancy at McLaren following the departure of Juan Pablo Montoya to NASCAR and Kimi Räikkönen to Ferrari.

After a long period of speculation of whether he, Pedro de la Rosa, Gary Paffett, or even Mika Häkkinen would drive for McLaren alongside World Champion Fernando Alonso for the 2007 Formula One season, Lewis was confirmed as the team's second driver. He was told of McLaren’s decision on September 30th, but the news was not made public until November 24th, for fear that it would be overshadowed by Michael Schumacher’s retirement announcement.

Lewis will be the first black driver with prominent African or Caribbean ancestry to compete in Formula One, since Willy T. Ribbs tested a Formula One car over 20 years ago.

Nationality : British
Date of Birth : 07/01/85
Place of Birth : Stevenage , UK
Height : 1.74m
Weight : 68kg
Resident : UK
Favourite Music : R & B, Reggae, Hip-Hop, and funky house
Hobbies : Playing the guitar, music, training

Formula 1 Statistics(after 2007 Brazilian Grand Prix)
Grand Prix Debut : 2007 Australian GP
Grand Prix Starts : 17
Grand Prix Points : 109
Grand Prix Wins : 4
Pole Positions : 6
Fastest Laps : 2
Number of Finishes : 16
Number of Podiums : 12
Number of finishes in Points : 15
Number of Doubles(pole position & win) : 4
Number of Trebles(pole position, win & fastest lap) : 1

FORMULA 1
2007 : Vodafone McLaren Mercedes: Driver

2007 AWARDS
SQUARE MILE SPORT AWARDS 2007 : Sports Person of the Year
ITALIAN CONFARTIGIANATO MOTORI : Racing Driver of the Year
PRIDE OF BRITAIN : Most Inspiring Public Figure Award
GQ UK : Sportsman of the Year
GQ GERMANY : Man of the Year
BILD AM SONNTAG : Golden Steering Wheel Award for Outstanding Achievement
AUTOCAR AWARD : Motorsport Award
WALPOLE AWARDS FOR BRITISH EXCELLENCE 2007 : British Sporting Excellence
F1 RACING MAGAZINE’S MAN OF THE YEAR AWARDS : Driver of the Year, Man of the Year, Rookie of the Year, Qualifier of the Year, Personality of the Year

AUTOSPORT AWARDS : Best British Competition Driver, Best International Racing Driver, Rookie of the Year
BRDC ANNUAL AWARDS2007 : Gold Star Winner
BBC EAST SPORTS AWARDS : Sports Personality of the Year

COMPETITION HISTORY
2006
GP2 Series: Champion with ART Grand Prix; five wins; six fastest laps; first double win at the Nürburgring; pole position and winner of Monaco GP2 race; second double win at Silverstone in home race; seven 2 nd place and two 3 rd place podiums
2005
F3 Euroseries: Champion with ASM F3 Dallara-Mercedes; 15 wins; 10 fastest laps; 13 pole positions; secured championship with four races remaining; winner of F3 Masters at Zandvoort including pole position and lap record; winner of the Monaco F3 Grand Prix including two pole positions and two race wins and one fastest lap; winner of Pau F3 Grand Prix in France; two pole positions, two race wins and two fastest laps
2004
F3 Euroseries: fifth; one win and third place at the Norisring and the Nürburgring; winner of Bahrain F3 Superprix
2003
British Formula Renault: Champion; 10 wins; nine fastest laps and 11 pole positions; Champion before final two rounds
2002
British Formula Renault: third; three wins; three fastest laps; three pole positions; Formula Renault EuroCup Championship fifth; one win three podiums; competed in four out of nine rounds
2001
British Formula Renault Winter Series; fifth overall.
2000
Formula A: European Champion; winner of all four rounds; World Cup Champion; awarded Karting World Number 1; winner of Masters at Bercy; Founder member of BRDC ‘Rising Star' membership
1999
Intercontinental A (ICA): Italian "Industrials" Champion, Junior ICA (JICA): Vice European Champion; winner Trophy de Pomposa, 4th Italian Open Championship
1998
Junior ICA (JICA): second in McLaren Mercedes Champions of the Future series; fourth in Italian Open Championship; signed by McLaren and Mercedes-Benz to Young Driver Support Programme
1997
Junior Yamaha: Super One British Champion; winner of McLaren Mercedes Champions of the Future series
1996
Cadet Class: winner of McLaren Mercedes Champions of the Future series; Sky TV Kart Masters Champion; Five Nations Champion
1995
Cadet Class: Super One British Champion; STP Champion

History of Ford Mustang : Fifth Generation (1974-1978)

Everyone hates the Mustang II. It was too small, underpowered, handled poorly, terribly put together, ill-proportioned, chintzy in its details and altogether subpar. It also sold ridiculously well.

By the early '70s it was obvious to Ford that the pony car market the Mustang had established was changing. Emissions regulations made the high-compression, high-horsepower V8s unsustainable, and baby boomers were increasingly turning to smaller imported cars. Making the Mustang a smaller, more fuel-efficient car seemed like a good idea.

Tossing aside the Falcon components that had underpinned the Mustang from Day One, Ford plopped the 1974 Mustang II (Ford put the "II" there to indicate the extent of the car's change from the oversize '73) atop the basic structure and suspension of its subcompact Pinto. The Pinto was smaller than the Falcon, but otherwise similar. It was still a unibody design, the front suspension was still a double wishbone design and the rear suspension still bolted its solid rear axle to a pair of leaf springs. If there were any steps forward in technology with the Pinto chassis, it was that it had a rack-and-pinion steering gear rather than the Falcon's recirculating ball, and front disc brakes were standard.

The Mustang II rode on a miniscule 96.2-inch wheelbase and stretched out just 175 inches long total. That's 12.8 inches less in wheelbase and 12.5 inches less in overall length than the '73 Mustang. That's also 11.8 inches less in wheelbase and 6.6 inches less in overall length than the original Mustang. And it weighed in about 400 pounds lighter than the '73 version as well.

Despite the smaller size, the Mustang II actually revived traditional Mustang styling cues like the scalloped sides while retaining others like the three-piece taillights and the running horse in the grille. Available as either a notchback coupe or a fastback hatchback, the Mustang II's pricing ranged from $3,134 for a base coupe to $3,674 for a Mach 1 hatchback.

Lighter weight with the same power means more speed. But the Mustang II's reduced mass came along with less power. In fact, the '74 Mustang II was the first Mustang ever to be offered with a four-cylinder engine and without a V8.

The base engine was a single-overhead cam four displacing 2.3 liters (that's 140 cubic inches, and from here on out Ford expressed all Mustang engine sizes metrically) and rated at a truly pathetic 88 horsepower. The only optional engine was the German-built "Cologne" 2.8-liter OHV V6 making an underwhelming 105 horsepower. In stock form, the first Mustang II was underpowered, period. Two transmissions were available, a standard four-speed manual or a three-speed automatic.

In addition to a base notchback and base fastback, a "Ghia" notchback and Mach 1 fastback were offered during '74. Ordering the Mach 1 mandated inclusion of the V6 in the package. The Ghia included a vinyl top and fancy interior trim.

Coming to the market while memories of the OPEC fuel embargo of 1973 were still fresh in buyers' minds, the more economical Mustang II sold a stunning 385,993 units during its inaugural year. As much as the Mustang II is despised today, Ford appreciated its success back then.

A V8 returned to the Mustang lineup for 1975. The 5.0-liter (302 in Amerispeak) V8 had only a two-barrel carburetor through which to breathe, and had to exhale through a catalytic converter; both conspired to limit output to an anemic 122 horsepower. Further, the automatic transmission was the only transmission available behind the V8. The addition of the catalytic converter also tempered the output of the standard four to just 83 horsepower and of the V6 to just 97 horsepower.

The model lineup for '75 was supplemented with a new "MPG" coupe aimed at budget shoppers, but the market's initial enthusiasm for the Mustang II was already waning and production dropped to 188,586 — that's just 49 percent of the number made during '74.

Returning essentially unchanged for 1976, the Mustang II was stagnant during the year. All the variations from '75 returned with a new "Stallion" appearance package available on the fastback. But the most notorious addition was the Cobra II package that added a big rear spoiler, a fake hood scoop and blue stripes across white paint to a V8-powered fastback. The Cobra II wasn't any faster than other similarly powered Mustang IIs, but it sure looked radical and Farrah Fawcett-Majors' character, Jill Munroe, drove one on the huge TV hit series Charlie's Angels. Also in '76, the now 134-horsepower V8 was available with a four-speed manual transmission, output of the standard four swelled to a heady 92 horsepower and the V6's rating went to 102 horsepower.

Maybe it was bicentennial-induced hysteria, but Mustang II sales came in at a surprisingly stable 187,567 units — a mere 1,019 less than in '75.

Except for some minor trim changes and the expansion of colors available on the Cobra II, the 1977 Mustang II was visually identical to the '76. New to the options list were T-top removable glass roof panels and simulated wire wheel covers. Power from the four and V6 dropped again to 89 and 93 horsepower, respectively. Production dropped about 18 percent to 153,117 cars.

For 1978 the Mustang II got some revised trim and the radical-looking (but mildly performing) "King Cobra" version debuted. The King Cobra wasn't much more than a Cobra II with revised graphics and the hood scoop turned around backward, but it was visually about as nutty a Mustang as has ever been built. Mysteriously, production climbed to 192,410 units.

Thankfully, it was time for Ford to put the Mustang II out of its (and our) misery.

Mustang Giugiaro

Ford today unveiled the Mustang Giugiaro concept — a one-off design study by Fabrizio Giugiaro, styling director of Italdesign. Ford officials aren't saying anything, but there's speculation in the automotive that Giugiaro concept might preview some aspects of the next-generation 'Stang.

Visually, the Mustang by Giugiaro appears more compact than the production car, thanks to a reduction of the rear overhang and a signature Giugiaro “trick” of tapering the angles on the car to the limit of its mechanical outlines. The vibrant orange concept is wider than the production version. The Giugiaros added 30 millimeters to the front, gradually expanding the width by a full 80 millimeters toward the rear.

The 500 horsepower car features a single curved glass panel that bridges the windshield and rear window, serving as the concept’s roof. Produced by Solutia of Detroit, the panel is made from a special type of crystal that filters out 100 percent of UVA rays while providing unfettered vista views. The car's doors open vertically, with hinges at the base of the upright A-pillar. Gallery after the jump…

Audi TT 2008

All-new coupe and roadster are bigger, better sports cars.

Audi has redesigned the TT for the 2008 model year. Audi's goal in the redesign was to make a bigger sports car with better handling characteristics. We think they succeeded. The new car is wider and longer than last year's model for more comfort yet it feels light and tossable.

The 2008 Audi TT will appeal to true sports car enthusiasts and weekend cruisers alike. Handling is crisp and steering is direct. With the standard 17-inch tires, the ride is quite compliant for a sports car, but it can be busy and bumpy with the available 18s and 19s. The interior is top-notch Audi. Tight panel gaps and soft-touch materials abound. The new, bigger TT is more accommodating to larger drivers than most of the other sports cars in this class. Both engine choices offer brisk performance, and the 2.0T is easy on gas.

The new Audi TT comes in a range of body styles, with engine and transmission options, and available all-wheel drive. You can choose anything from an affordable, high-mileage hatchback with plenty of cargo capacity to a more-powerful, high-end two-seat roadster with unique interior appointments. Watch your options, though, because pricing can run high. No matter what TT you choose, you'll be sure to have fun behind the wheel.

The TT is once again offered as a two-seat roadster or 2+2 coupe. Each is available with front-wheel drive or quattro all-wheel drive. Both body styles are 5.4 inches longer and 3.1 inches wider than the previous TT, which was last offered in 2006. The wheelbase has grown as well, up 1.8 inches to 97.2, but the weight is down more than 150 pounds, thanks to the extensive use of aluminum. V6 and turbocharged four-cylinder engines return, but the four-cylinder is a 2.0-liter instead of a 1.8.

Both the coupe and roadster are offered as front-wheel-drive 2.0T and all-wheel-drive 3.2 quattro models. The 2.0T models have a 2.0-liter turbocharged four-cylinder engine that makes 200 horsepower between 5100 and 6000 rpm and 207 pound-feet of torque from 1800 rpm to 5000 rpm. The 3.2 quattros use a 3.2-liter V6 that produces 250 horsepower at 6300 rpm and 236 pound-feet of torque from 2500 to 3000 rpm.

The 2.0T has EPA fuel economy ratings of 22 mpg city and 29 highway for the roadster and 23/31 for the coupe. EPA ratings for the 3.2 quattros are 17/24 for roadsters and 18/24 for coupes. Audi recommends premium fuel for both engines.

History of Ford Mustang : Fourth Generation (1971-1973)

Flat-featured and flabby, the 1971 Mustang was hardly beloved upon its introduction and has never really gained a place in enthusiasts' hearts. The wheelbase stretched to 109 inches and the car grew all the way to 187.5 inches long overall, and that was enough to kill the light, airy look and feel that had made the Mustang so engaging.

Still running on the Falcon-derived chassis, the '71 Mustang had engines ranging from the 250-cubic-inch six rated at 145 horsepower, through a plebeian 302 making 210 horsepower, two 351s at 240 and 285 horsepower and new Cobra Jet and Super Cobra Jet 429s pounding out 370 and 375 horsepower, respectively. Gone from the scene were both the Boss 302 and Boss 429 and in their place was a new Boss 351 with a (you guessed it) 351 V8 aboard that whacked out 330 horsepower.

Whether it was due to this new car's so-so appearance or the age of the Mustang concept is not known, but only 149,678 '71 Mustangs were produced. That's 41,049 less units than '70 and less than a quarter of the number sold during the 1966 model year.

While the 1972 Mustang was mostly carryover from '71, a change to net horsepower ratings and lower compression ratios (to reduce emissions) knocked the ratings of the 250-cube six to 98 horsepower, the lackluster 302 to 140 horsepower, and the three 351s offered to 163, 248 and 266 horsepower. Gone were both 429s, as well as the Boss 351. Sales slumped to just 111,015.

Power ratings dropped even further during the 1973 model year as emissions regulations began strangling output. The six now made a totally inadequate 88 horsepower, the 302 just 135 ponies, and the two remaining 351s (a two-barrel of Windsor design and a two-barrel Cleveland) just over 150 horsepower each.

Even though 1973 sales picked up to 134,867 cars, it was obviously time for Ford to rethink the Mustang.