Luxury Automotives, Car Insurances, Luxury Cars, Car Dealers

Kia Soulster Concept, 2009

2011-05-14T07:48:00.000-07:00

Kia Soulster Concept, 2009

The open-air concept of Kia Soulster is a variation of the highly anticipated Soul.
The Kia Soulster delivers something new, intriguing and relevant to today's buyers - a fun, affordable convertible for active people who like to share good times with friends.
The two-door concept with roadster roots, the brightly colored Soul'r yellow Soulster projects a hip industrial look with screw borders, reminiscent of a rivet design found on a fighter jet. The windshield is shortened for a sportier and hunkered down appearance. A two-piece top enables passengers to expose the front and back seating areas independently, using elbow-grease technology. The roll bar serves a dual purpose and includes a place for the slider tracks, while providing protection not found in traditional convertibles.

Kia Soulster has a tough but refined character with a unique face .
The toughness is expressed through details like the anodized skid-pad insert, which matches the fender vents, roll bar header and wheels.
Kia Soulster's attitude incorporates lighting that shines through with an amber glow under the headlamps. The side vents, side-mirror turn signals, unique LED headlamps, fog and tail lamps incorporate blue shades.
The energetic, distinctive look carries from front to rear with dual chrome exhaust and polished aluminum exhaust tips featuring carbon-fiber interior sleeves. The large 19-inch, five-spoke aluminum alloy wheels perfect the Kia Soulster's appearance. Regardless of Soulster being viewed from front, back or side, it offers innovative perspectives derived from the original Soul.

Inside Out
Kia Soulster takes even more progressive variations from Soul beginning with the new four-passenger seating design, a diversion from Soul's five-passenger arrangement, lending spacious versatility for long summer weekends. The surprisingly flexible Kia Soulster provides real seating for two in the front with comfortable seating for two more adults in the back. Fold-flat passenger and rear seats combined with ample headroom make this the perfect car for social outings outdoors and on the beach with friends. Making basic features hot, its crank-up windows are a purposefully key interior design element as are the dashboard-integrated audio speakers.
Adding to the edgy design scheme, the non-floor-mounted cantilevered seats project the illusion of being suspended in space when viewed from the side allowing for increased rear legroom. Storage compartments below each of the fold-flat rear seats, offer room for myriad cargo needs. In addition to the spacious cargo area, dual storage compartments also can be found in the rear and underneath the cargo hold area.

All Revved Up
With young buyers in mind, Kia Soulster offers an agile, smooth and spirited ride. As with its Soul cousin, Soulster's can be made available with a myriad of engine choices depending upon each market's needs. A 1.6-liter, four-cylinder engine is mated to a five-speed manual transmission, which produces approximately 120 horsepower. For those looking for a little more power, a 2.0-liter four-cylinder engine is available with either the five-speed manual or a four-speed automatic transmission, producing approximately 140 horsepower. Fuel economy for both engines is estimated at 30 or more miles per gallon. Other markets might choose the 1.6-liter four-cylinder engine producing 124 horsepower or a 1.6-liter turbodiesel.

Kia No3 Concept, 2009

2011-05-14T07:47:00.000-07:00

Kia No3 Concept, 2009

The all-new, Kia No3 concept car.

The concept features a unique extended windscreen and panorama glass roof with a diagonal supporting bar, an automatic sun visor and the evolving 'face of Kia' which displays the front grille, head lamps and brand logo in a new constellation.

The 4045 mm long concept, which is finished in matt Titanium Grey with contrasting gloss-white accents, stands out from the crowd with its powerful proportions, dynamic lines, a modern, sophisticated interior and generous cabin space for flexible use. It delivers urban utility with a sporty touch.

The car brings all the features and strengths of a highly versatile multi-purpose vehicle (MPV) into the urban compact class, combining up-to-date mobility with individual style. Kia No3 excels in particular through its unique design language characterised by refreshing clarity and modern, youthful sportiness.

Compact sportiness combined with versatility and spaciousness creates a unique interaction and a truly innovative style in Kia No3. The new concept car establishes the image of the brand and Kia's new design philosophy that will extend beyond the segment of compact cars. The fresh 'face' of the brand is clearly characterised by the proportions of three crucial elements and the relationship between them — the new radiator grille, the extra-large headlights, and the brand logo placed precisely on the centre-line, create a new 'constellation' that will also be highlighted on Kia's future models.

Extremely short overhangs accentuate the compact exterior dimensions of the car, powerfully contoured bumpers and large wheel arches as well as extra-large diameter wheels, bring out the sporty character of Kia No3. The concept clearly boasts a dynamic wedge shape characterised in particular by the window graphics and the lines rising up to the rear. The rear light clusters are wrapped distinctly around the side panels.
Nineteen-inch light-alloy wheels running on all-weather high-speed tyres, provide a clear hint at the car's sporting performance. The wheel rims, painted black on the outside and finished in glossy chrome on the inside, exude a strong feeling of power.

Kia No3's long wheelbase (2615 mm) and short overhangs front and rear, together with generous height (1600 mm) and width (1760 mm), provide all the features and qualities typical of an MPV. Extra comfort and space, plus the economic use of the available space are ensured by the ergonomically ideal, slightly elevated seating position. The split rear seats are adjustable independently, with sliding and folding functions.

An extra-large panorama glass roof extends directly out of the windscreen and stretches all the way to the rear spoiler. The result is not only excellent all-round visibility, but also a truly generous feeling of interior space. A diagonally arranged roofbar barely breaks the elegant, seemingly uninterrupted flow of the tinted glass surface.
The highlights of the car's exterior design — modern style, individual character, sporty performance, and unparalleled diversity — also characterise the interior, taking up and repeating the contrast of high-gloss white and black surfaces. Kia No3 clearly demonstrates the highlights of Kia's future in interior design, with the focus on sophisticated materials, top-quality finish, stylish features, and the most advanced IT technology — all combined with a contemporary lifestyle feeling.

The Kia No3 is the forerunner of future production model which will combine compact B-segment exterior dimensions with the interior spaciousness and versatility that is more typical of a C-segment car. The concept's name 'Kia No3' is related to the production car's position (third in terms of size after Picanto and Rio) in the future Kia model line-up.

Hyundai ix-onic Concept, 2009

2011-05-14T07:40:00.000-07:00

Hyundai ix-onic Concept, 2009

The designed to assertive but not aggressive, the Hyundai ix-onic Concept (pronounced "ik-sonnik") combines dynamic styling with an environmentally-friendly power train and thoughtful everyday utility. It creates a vehicle that will change the way consumers think about compact crossover vehicles.
With an overall length of 4,400mm, the 1,850mm-wide and 1,650mm-high Hyundai ix-onic Concept has an imposing stance and road presence but takes up little more space on the road than a C-segment hatchback.
The Key attributes of Hyundai's 'dynamic sculpture' design philosophy are the athleticism and sophistication that ix-onic demonstrates through its dynamic and flowing lines. These are emphasised by specially developed, high-contrast exterior paint. Employing an advanced-effect pigment, the innovative paint gives the car's skin a brilliant shine.
The hexagonal grille is a further evolution of the style introduced on the 2006 Genus concept car and developed for its appearance on the Hyundai i-mode concept in 2008. The headlamps feature innovative LED daytime running lights which move down electrically whenever the 'dipped beam' is switched on.

The profile of Hyundai ix-onic Concept features a dynamic glass line and a sports car-like theme with a muscular, double-zigzag treatment for the wheel arches that wrap around the 21-inch polished alloy wheels. Unusually, the concave sills have a wedge-shaped profile which extends rearwards and wraps around into the rear bumper. The sills and bumper are finished in a contrasting colour, with an aluminium garnish that echoes the trim in the door handles to enhance the perception of premium quality.

With high-mounted tail lamps, multi-surfaced glass and a sculpted bumper, the rear of Hyundai ix-onic Concept also incorporates 'dynamic design' elements. The rear lamp clusters feature a grille mesh inspired by nature, while the rear bumper also neatly incorporates the dual, polished aluminium exhaust tailpipes.

The rear window has been designed and produced by Hyundai in close cooperation with the QarmaQ-partner SABIC Innovative Plastics. Using Lexan high-performance plastics instead of conventional glass enabled the designers to give the rear window a much more three-dimensional shape. On each side of the rear window two vertical spoilers are integrated to reduce aerodynamic drag. The upper part of the window features a strongly concave shape to make it possible to integrate the roof spoiler in the rear window.
The Inside, the five-seater Hyundai ix-onic Concept offers a commanding view of the road and evokes an adventurous ambience that is also laid-back and relaxing.

An X-shaped visual theme is repeated across numerous areas of the cabin, with embossed leather to accentuate key areas while light-alloy magnesium accents provide flashes of visual brilliance. The sleek shapes of the interior are outlined with 'ice blue' seams that replicate the colour of both the ribbed ice blue floor carpet, which contains a high percentage of natural cashmere wool, and the exterior.

Shapely seats feature centre panels trimmed in breathable fabric with attractive and functional cushion side bolsters, plus additional lateral support for occupants' shoulders - all trimmed in contrasting magnesium grey.
The mounted much higher than usual in the doors, the audio speakers present occupants with a true and highly detailed, top-quality sound reproduction. The interior rear-view mirror has a 'blind spot' warning light that alerts the driver to other road users in close proximity.

The Beneath its sensational exterior, the Hyundai ix-onic Concept's power train is equipped with a 170PS, 1.6-litre GDi turbocharged, four-cylinder petrol engine, with ISG (Idle Stop & Go) technology and a double-clutch six-speed transmission. Power is transferred to the road by an intelligent four-wheel drive system fine-tuned to deliver outstanding on-road driving dynamics, together with significant off-road ability. The next-generation, eco-friendly engine emits just 149 g/km of CO2, an impressive figure for an SUV and comparable with conventional hatchbacks and superminis.

Hyundai Blue-Will Concept, 2009

2011-05-14T07:38:00.000-07:00

Hyundai Blue-Will Concept, 2009

The Hyundai has revealed the first pictures of an innovative plug-in hybrid Hyundai Blue-Will Concept car. It has exceptionally advanced technology crammed inside its striking bodyshell.

The Recycled PET soft drink bottles were used to make the material for the headlamp bezels while use has also been made of bio-plastics: PLA for the interior while PA11 was specified for the engine cover. These materials are made from plants extract rather than fossil fuels and are bio-degradable.

The Hyundai Blue-Will Concept is powered by an all-aluminium Gasoline Direct Injected 1.6-litre engine which is coupled to a Continuously Variable Transmission and a 100kw electric motor which is at the heart of Hyundai's parallel hybrid drive architecture.

The Electric power, stored by a Lithium Ion Polymer battery pack, is neatly bundled with the fuel tank under the rear seat to maximise luggage space.
The Hyundai will be the first automaker in the world to apply Lithium Ion Polymer in a mass production vehicle.

A further expression of the concept's design flexibility is found on the panoramic roof. The glass area integrates dye-sensitized solar cells which can generate power for the batteries from the sun without impeding visibility.

Mazda 6 SAP Wagon, 2009

2011-05-14T07:34:00.000-07:00

Mazda 6 SAP Wagon, 2009

The second-generation Mazda 6 was launched in November 2007 and represented an evolution of Mazda Zoom-Zoom. It set a new standard in the non-premium CD segment for its combination of eye-catching stylishness, exclusive driving experience and insightful packaging, all offered in three distinct body styles. Since launch, it has found over 85,000 owners in Europe and has been contributing to Mazda Motor Europe's record sales in 2008. Now the Mazda 6 is about to get even more popular with the introduction of a new Mazda-developed 2.2-litre turbo diesel engine that is one of the quietest and most powerful in its segment and a new rear vehicle monitoring system for more active safety.

Mazda 6 has always been a driver's car and with the launch of the new-generation model last year, the fun factor was improved even further. The second-generation Mazda 6 was introduced originally with four different engines - three lively MZR petrol engines (in 2.5, 2.0 and 1.8-litre displacements) delivering power between 170 PS to 120 PS, and a MZR-CD 2.0-litre common-rail turbo diesel producing 140 PS and 330 Nm of torque. Mazda now introduces a new clean turbo diesel in three power derivatives that is one of the quietest and most powerful in its class.

Mazda's new MZR-CD 2.2-litre turbo diesel has a lively yet cultivated character that will offer a truly exclusive driving experience under the bonnet of the second-generation Mazda 6. Offered in three versions producing 185, 163 and 125 PS of maximum output and powerful torque of 400, 360 and 310 Nm respectively, the MZR- CD 2.2 will meet the demands of a wide spectrum of customers in Europe.

Delivering the Power - Output and Torque
To realise this kind of power and torque with 2.2-litres of displacement, the MZR-CD 2.2 employs a highly efficient variable-geometry turbo charger (VGT) with curved (instead of straight) vanes on the turbine (exhaust) side. This increases maximum available torque at both low and high engine speeds, while also increasing all-important low- end response (as low as only 1,800 rpm with a lat maximum torque curve that continues until 3,000 rpm) that contributes smooth and powerful driving feel. When combined with an abradable seal on the compressor side (intake side), which reduces the clearance between the blade and the compressor housing, these deliver superior turbocharger response at just about all engine speeds.

Converting the engine's combustion energy into this much engine torque meant the pistons had to be designed to take the resulting high combustion pressure and temperatures. As a consequence, the pistons are made of an aluminium alloy with improved high- temperature fatigue strength. A half-Keystone cross-section top- ring with improved carbon scavenging abilities is used, and the groove for the top ring is made more durable with the adoption of a cooled ring carrier that increases the groove's cooling capability.

Mazda engineers also increased the fuel injection pressure to 200 MPa (by comparison, the previous generation MZR-CD 2.0- litre turbo diesel uses 180 MPa). They realised this by making functional improvements to the high-pressure pump, among other improvements, and by new injectors featuring 10 spray holes per injector (instead of the 6 spray holes for the MZR-CD 2.0-litre) that are smaller (reduced from 0.13 mm to just 0.119 mm). These changes enable more precise injection timing, and an increase in the number of times of injection and injection amount. And it allowed the fuel injection patterns at transitional states to be more precisely controlled. As a result, the Mazda 6 MZR-CD 2.2 provides superior acceleration in those situations you need it most, like entering the motorway. It also surpasses its competitors in lower speed acceleration. Acceleration in 3rd gear from 50 to 100 km/h, for example, is 1.7 seconds faster than the MZR-CD 2.0-litre.

Low Fuel Consumption
This new diesel engine also meets the requirements of Mazda's 'Sustainable Zoom-Zoom' plan by being frugal at the pump: all power derivatives use between 5.5 and 5.7 litres of fuel per 100 km (combined), some of the segment's lowest.

New injector with 10 spray holes
It achieves this by employing highly responsive solenoids for the common-rail injection system that achieve a minimum injection interval of just 0.2 ms (the MZR-CD 2.0 is 0.3 ms), which speeds up the minimum injection interval by about 30 percent, improves its responsiveness and lowers fuel usage. Fuel is also saved by lowering the compression ratio to 16.3:1 and utilizing the temperature cooling effect this causes, which secures more mixing time until ignition, and allows a more precise fuel-injection pattern. As a result, fuel consumption is a low 5.5 to 5.7 litres (depending on derivative) with CO 2 emissions from between 147 to 152 g/km. In fact, the MZR- CD 2.2-litre offers substantially higher power and torque than the previous-generation MZR-CD 2.0-litre, while delivering equal levels of fuel consumption and CO 2 emissions.

Low Emissions - Particulate Filter with World's First Ceramic Support Matrix Structure
Mazda engineers not only made the new 2.2-litre turbo diesel powerful and low consumption, they also lowered the amount of raw emissions and raised the efficiency of its after-treatment technologies. The engine's highly responsive fuel-injection technologies have new injectors (see above) that yield better atomized spray characteristics. These are combined with an exhaust-gas recirculation (EGR) system with a cooler bypass structure - that decreases unburned gases and NOx - and the high- response solenoids described above, to realise superior emissions performance without sacrificing power.

Emissions are then treated by a diesel particulate filter that uses a unique Mazda-developed, ceramic support matrix structure, which is the first of its kind to go into production in the world. Previous diesel particulate filters converted particulate matter (PM) into CO 2 by reacting the PM with the oxygen in the exhaust gas at the surface of the catalytic particle. This meant that the time needed for filter regeneration was determined by the amount of oxygen on the surface of the catalyst.

When the temperature of the exhaust gas is raised to quicken the regeneration time, then technological issues - like higher fuel usage or the ceramics exceeding their thermal resistance limit - can occur. Mazda solved these issues by using highly thermal resistant material for the ceramic monolith of its new diesel particulate filter, and designing the internal structure of the ceramic support matrix with passages for oxygen to enable a large amount of oxygen to be utilized for PM combustion. With this, Mazda has succeeded in significantly increasing the PM combustion speed. As a result, the number of times the diesel particulate filter has to regenerate (in combined mode) is cut in half, and the time necessary for each regeneration phase is shortened by one third. For owners of the new Mazda 6 MZR-CD 2.2-litre turbo diesel, this means worry-free filter regeneration and, because fewer regeneration phases are required and each takes less time, less fuel consumption overall.

Running Quiet
The new Mazda 6 MZR-CD 2.2-litre common-rail not only offers superior output, fuel economy and emissions performance, it is also one of the quietest engines in its segment with this amount of torque. This ensures a driving experience that is one of the non- premium segment's most exclusive. To achieve this, the new engine has a lower block with a very rigid aluminium-alloy structure, with the bottom of the cylinder block skirt and the cylinder block's main bearing caps bolted to the lower block at 18 separate locations. This high structural rigidity is combined with a front chain-driven cassette-type balancer shaft to suppress booming noise and lower radiated noise, and to deliver optimised pedal response and engine sound for a reined acceleration feel.

Packaging and Weight Management
Keeping the new MZR-CD 2.2-litre engine as close as possible in size and weight to that of the MZR-CD 2.0-litre diesel was a key factor in ensuring exhilarating performance combined with fuel efficiency and low emissions. Some of the newly adopted technologies, such as the balancer shaft and DOHC, result in increased size and weight. Nonetheless, numerous innovations were added to manage size and weight increases, with the goal of maintaining packaging and keeping the weight increase within just 6.0 kg of the previous MZR- CD 2.0-litre turbo diesel.

Due to the increase in displacement, the stroke of the MZR-CD 2.2 was lengthened by 8 mm compared to the MZR-CD 2.0. At the same time, the overall length of the connecting rods was shortened by optimizing their design. As a result, their weight remains at the same level as in the MZR-CD 2.0. The adoption of a balancer shaft that decreases vibration caused by reciprocating motion made a thinner cylinder block with fewer ribs possible (if the MZR-CD 2.2 had no balancer shaft, the cylinder block would have been 1.9 kg heavier than that of MZR-CD 2.0, and its crankshaft 1.3 kg heavier.). Furthermore, decrease in size and weight was achieved by making the balancer housing, oil pump housing, and the oil suction pipe a single structure. To achieve even more weight reduction, while increasing the cooling capability of the new engine, the oil cooler is made of aluminium (-0.6 kg). The weight of the cam cover is also reduced by making it out of plastic (-1.0 kg).

Packaging and Weight Management
Keeping the new MZR-CD 2.2-litre engine as close as possible in size and weight to that of the MZR-CD 2.0-litre diesel was a key factor in ensuring exhilarating performance combined with fuel efficiency and low emissions. Some of the newly adopted technologies, such as the balancer shaft and DOHC, result in increased size and weight. Nonetheless, numerous innovations were added to manage size and weight increases, with the goal of maintaining packaging and keeping the weight increase within just 6.0 kg of the previous MZR- CD 2.0-litre turbo diesel.

Due to the increase in displacement, the stroke of the MZR-CD 2.2 was lengthened by 8 mm compared to the MZR-CD 2.0. At the same time, the overall length of the connecting rods was shortened by optimizing their design. As a result, their weight remains at the same level as in the MZR-CD 2.0. The adoption of a balancer shaft that decreases vibration caused by reciprocating motion made a thinner cylinder block with fewer ribs possible (if the MZR-CD 2.2 had no balancer shaft, the cylinder block would have been 1.9 kg heavier than that of MZR-CD 2.0, and its crankshaft 1.3 kg heavier.). Furthermore, decrease in size and weight was achieved by making the balancer housing, oil pump housing, and the oil suction pipe a single structure. To achieve even more weight reduction, while increasing the cooling capability of the new engine, the oil cooler is made of aluminium (-0.6 kg). The weight of the cam cover is also reduced by making it out of plastic (-1.0 kg).

Mazda 6 - the first Mazda with Rear Vehicle Monitoring System
Not only does the Mazda 6 2.2-litre diesel meet the requirements of Mazda's 'Sustainable Zoom-Zoom' strategy by delivering high power and torque with low consumption, it also meets the strategy's focus on improved safety by introducing a new vehicle monitoring system to the line-up as an enhancement to its already long list of active safety features. Employing two wide-angle, 24 GHz microwave radar units on the right and left side of the rear bumper, this system is a fully independent active safety feature that detects and warns the driver of an approaching vehicle - when driving at speeds over 60 kilometers per hour - before he has a chance to change lanes by mistake. It also detects vehicles driving in the blind spot area, and is effective even in bad weather conditions.

Warns You if a Car approaches from the Left or Right Rear
The two radar units are positioned to face outwards from the vehicle's centre line to cover the left and right lanes at the back of the car within a range of about 50 m. These radar units emit microwaves, which reflect off a following vehicle - including smaller vehicles like motorcycles - and are picked up again by the radar units in the bumper.

The Mazda 6 system is outfitted with two 'proximity indicator lights' placed in the inner garnish sails at the base of each A-pillar. These illuminate on the side where a car is detected approaching from behind. They blink (together with a beep sound) if the driver switches on the turn signal in the direction of the busy lane.

The system recognises the lanes on each side of the car independently or both at the same time when the lanes are full. It does not detect cars behind in the same lane.

Warns You before Changing Lanes
If the system detects a car that is approximately 5 seconds away from reaching the Mazda 6, it illuminates the proximity indicator light to warn the driver. If the approaching vehicle passes at a high speed, the proximity indicator will stay illuminated the entire time. Once the approaching vehicle completely passes the Mazda 6 equipped with rear vehicle monitoring system, the light will turn off again.

If the driver switches on the turn signal in the direction of the approaching vehicle before it completely passes, the proximity light will blink and a beep sound will warn the driver not to change lanes.

Design - Japanese Aesthetics in Three Distinct Body Styles
The Mazda 6's athletic, sophisticated exterior design and high levels of build quality has been turning heads all over Europe since launch last year. Its exquisite sense of form based on Japanese aesthetics gives it a unique road presence that is distinctly Mazda.

The hatchback version is 4,735 mm long, 1,795 mm wide and 1,440 mm high and the sportiest-looking of the three versions with a sleek roofline at the C-pillar for a coupe-like image. The Mazda 6 Wagon is 4,765 mm long, 1,795 mm wide and 1,490 mm high and the longest of the three models, with a distinctive kick-up belt line and sleek windows for a cut through the wind look. And the Mazda 6 Sedan has the same exterior dimensions as the hatchback and offers customers the four-door + boot look of stylish quality and sophistication.

The dynamic and sleek exterior design of the Mazda 6 also makes it one of the segment's most aerodynamic vehicles. All external components were streamlined to produce a coefficient of drag (Cd) of only 0.27 (sedan and hatchback) and just 0.28 (wagon), which contributes to stability at high speeds and an overall lowering of fuel consumption.

On the inside, Mazda 6 was designed to take full advantage of the car's great looks, high quality and fun-to-drive character by delivering what engineers termed 'Kizuna,' or a strong emotional bond between the car and its owner. Its wrap-around cockpit allows the driver to feel one with the car, and to fully enjoy an exquisite driving experience not usually found on cars in this class. The inside is not only attractive and roomy, with a floating-look dashboard that makes the inside seem even larger, it also has the highest levels of interior craftsmanship ever on a Mazda vehicle. This quality is underscored by interior forms that are appealing to look at and use on a daily basis.

Space, Comfort & Equipment - Easy to Use and Practical
Though sporty-looking and sleek on the outside, the Mazda 6 still provides more than enough family-sized space and practicality on the inside, which is especially important to CD segment customers. Compared to the previous model, the second-generation Mazda 6 has 20 mm more rear leg room and 9 mm more rear shoulder room, which translates into more comfort precisely where it is needed - in the back seats. Customers also like the fact

that it has one of the largest forward-upward views in the segment. When combined with specially designed rear head restraints and door mirrors that give the driver a better view to the rear, the Mazda 6 is not only safer to drive, but easier to manoeuvre in tight spaces. To this it adds high levels of practicality with one of the segment's widest boot/ tailgate openings, Mazda's acclaimed Karakuri rear seat folding system that drops the 60/40 rear seats down by pulling a latch in the boot trim (hatchback and wagon), and a Karakuri tonneau cover that automatically lifts when you open and close the liftgate (wagon only).

Mazda 6 is also designed with comfort in mind. It has specially formed seat frames for good long-trip comfort that also provide side support during sportier driving. And it makes the ride comfortable whatever the weather might be with a heating, ventilation and air conditioning (HVAC) system that has separate temperature controls for the driver and the passenger. The cockpit is also easy on the eyes with blackout driver metres (depending on grade) with amber- red illumination circled by indirect blue lighting, a new sports car- like steering wheel and gear shift lever positions that are closer to the driver for easier control and shifting. Mazda 6 is also easy on the ears with a quiet driving experience, regardless of what engine is under the bonnet. Compared to the first-generation model, the Mazda 6 is 2.5 dB (from 70 dB to 67.5 dB) quieter when driving at 60 km/h on a coarse road (see 'Running Quiet' above for NVH measures on the new MZR-CD 2.2-litre diesel).

The new Mazda 6 has plenty of convenient storage compartments that make it practical and easy-to-use on a daily basis. For small item storage there is a large glovebox, and a large centre console box - in dimpled-finished leather with a sliding armrest with leather stitching - that has cupholders in front. There are cupholders in the fold-out centre arm rest in the rear and front door trim pockets that can hold a 1.5-litre bottle and documents. Practical as well is the car's Action Illumination system with light fade up and down, and interactive light reaction when using the CD player and radio.

Up to five grades are available (depending on market) each with a long list of equipment, some onboard a Mazda for the very first time. There is more steering wheel control functionality (audio, navigation, air-conditioning, trip computer and Bluetooth® system) than ever before - a product of using a unique cross-functional network (CF-Net). A parking sensor system is available, a navigation system featuring a touch screen, voice command and a 7-inch split display (depending on market and grade), a Bluetooth® mobile phone system with seven languages, bi-xenon head lamps, adaptive front lighting system (AFS), a tyre pressure monitoring system and even a premium BOSE® audio system with eight speakers and AudioPilot® noise-compensation technology - just to mention a few. This is on top of a choice of 12 exterior colours, leather seats and an available sunroof.

Chassis & Safety - Sporty, Predictable and Safe
The Mazda 6 took Mazda's acclaimed steering and handling attributes to the next level at launch. Not only is the Mazda 6 larger and better equipped than the previous-generation Mazda 6, it is also lighter. This is the third vehicle - after the third-generation MX-5 and the new Mazda2 - to benefit from Mazda's 'lightweight strategy' to lower weight and reduce fuel consumption. The Mazda 6 body shell has 7 percent more high and ultra-high-strength steel than the previous Mazda 6, which results in double-digit increases in both flexural and torsional rigidity for all body styles - without a gain in weight. This, along with weight savings at other locations, means today's Mazda 6 is up to 35 kg lighter than its predecessor, has better handling and fuel efficiency, and enhanced crash resistance.

The front suspension is a high-mount double wishbone system that uses two additional perimeter frame mounting points (six vs. the four on the previous Mazda 6), with dynamic dampers for the upper arms to absorb noise and vibrations, and stiff damper settings for excellent overall rigidity and ride comfort. This is combined with a single-pivot type lower arm, which gives more precise steering and predictability. Mazda's E-type multilink rear suspension is employed at the back axle with large-diameter trailing arm bushes placed 25 mm higher than those of the previous model to create a different geometry for improved rear lift control and a more linear toe-angle change during the rebound. The rear dampers are in an upright layout, which realises linear vehicle movement and a feeling of stability. Rack-drive electric power assist steering delivers a firm steering feel and contributes to lowering overall fuel consumption.

A long list of active and passive safety systems round out Mazda 6's outstanding package of attributes. Besides an all-new rear vehicle monitoring system, Mazda 6 also has an adaptive headlamp system that illuminates the curve when going around corners, Bi- xenon headlamps and a unique CF-NET, which allows minimal eye movement away from the road when using the vehicle systems. Added to this are large 299 mm ventilated front disc brakes and 280 mm rear brake discs for dependable deceleration; backed up by ABS, electronic brake distribution (EBD), brake assist, dynamic stability control (DSC) and a traction control system (TCS) as standard on all models.

The Mazda 6 body shell is strong and very crash-resistance. It has a perimeter frame extension at the front of the car, and extended joints between the front side members of the perimeter frame, for a 10 percent improvement in impact-absorption here compared to the previous model. On the inside there are new active head restraints for the front seats to protect the neck in case of rear impact, six airbags, front seat belts with pretensioners and load-limiters and collapsible brake and clutch pedals to reduce the chance of leg injury in a frontal impact. Also onboard are ISOFIX child safety seat mounts and tethers in the outer rear seats, a visual seat belt warning system for rear passengers, pillar trim with energy absorbing ribs and a further improvement of pedestrian protection measures.

Mazda 6 SAP, 2009

2011-05-14T07:32:00.000-07:00

Mazda 6 SAP, 2009

Mazda 2 3-Door, 2009

2011-05-14T07:30:00.000-07:00

Mazda 2 3-Door, 2009

Launched in October 2007 as Mazda's first new-generation vehicle to be evolved to a new level, the all-new Mazda 2 was an immediate hit with European customers, finding more than 18,000 owners through January 2008. In December last year, Mazda 2 five-door hatchback was awarded five stars for adult occupant protection at Euro-NCAP crash testing. It won a host of automotive awards as well, including Car of the Year in Austria, Belgium, Croatia and Denmark. Now Mazda 2 is about to get more popular with a new 3-door hatchback model that has all the award-winning attributes of the five-door hatchback, and is even sportier and more affordable.

Design - sportiness enhanced
The new Mazda 2 3-door hatchback builds on the five-door hatchback's exterior design - that evokes movement and athleticism using unique body panel articulation and compact dimensions - for even more sporty appeal. Its rear side window has a unique shape that, when combined with Mazda 2's rising belt line and wedge shape, communicates an even more fun-to-drive character. Fresh and dynamic-looking, its overall design communicates a calm strength achieved through formal beauty and the highest levels of build quality yet seen on a Mazda B-car. And its eye-catching design is also 4 percent more aerodynamic than the old Mazda 2 with a coefficient of drag (Cd) of only 0.31 and a coefficient of lift (CLF) of just 0.02, which helps reduce fuel consumption and operating costs, which is important to young, first- time buyers. For more sporty-minded customers, a sports appearance package is available with a special front bumper design and side sills that visually lower the car's centre of gravity, and a rear roof spoiler. On the inside, a dark keynote colour contrasts nicely with white instruments, silver accents, a three-spoke steering wheel similar to the Mazda MX-5 roadster, a silver ringed driver cluster and centre-console mounted shift lever for an ambiance that is both sporty and high quality.

Comfort, Functionality and Equipment
As with the five-door hatchback version, the new Mazda 2 3-door hatchback has a roomy interior, despite its compact and dynamic exterior design. The 3-door version includes handy walk-in functionally, which tips the seatback forward and slides the passenger seat forward for one of the segment's widest access widths for easy entry. It then returns to its original position. Once inside, passengers find themselves in a roomy and comfortable interior. A relatively long wheelbase (2,490 mm), an innovative roof header shape, reduced roof-lining thickness and a lower rear hip point height combine to deliver plenty of head, shoulder and leg room both front and back. The driver's seat can be slide adjusted up to 250 mm and height adjusted up to 55 mm. This is combined with adjustable steering wheel height and a centre console-mounted manual shift lever for a sporty, wrap- around cockpit with room for people of nearly all shapes and sizes.

The higher shift lever placement makes room between the front seats for a ?oor console with a drink holder in the front and a storage tray in the rear large enough for a woman's handbag, along with an AUX jack for plugging in an MP3 player to use with the car's audio system (depending on grade) and a 12 volt power socket that can be used to power or charge electrical accessories. Other handy storage compartments include a unique magazine rack in the glove compartment, front door pockets with space for a half-litre bottle and an A4 atlas, and three compartments in the dashboard for smaller items. The luggage capacities are unchanged compared to the hatchback version. Behind the rear seats is a 250 litre luggage compartment that can hold two suitcases or a baby buggy, and can be extended to 787 litres when the rear seats are folded (60/40 functionality for all grades except base) to take larger items.

Mazda 2 3-door hatchback will be offered in three grades (depending on market) with a full slate of equipment for young, fun-minded drivers. The base grade includes remote central locking, electric adjustable side mirrors, electric power assist steering and ABS. The higher two grades include six airbags, heated and retractable door mirrors, 15 or 16-inch aluminium alloy wheels, manual or automatic air-conditioning, power front windows, rain and light sensor system, adjustable speed warning system, cruise control (1.5-litre petrol with board computer only), dynamic stability control (DSC), and keyless entry and start system, among other features.

Powertrains - low consumption and low CO 2 emissions
Mazda 2 3-door hatchback comes with the same petrol powertrain line-up as the five-door hatchback with engines that are lively and responsive, yet use low amounts of fuel and produce markedly less CO 2 than the engines of the outgoing model. The base MZR 1.3-litre aggregate has variable valve timing and comes in two power derivatives (depending on market): a Standard Power version producing 55 kW/75 PS and a High Power version producing 63 kW/86 PS. Both use just 5.4 litres of petrol per 100 km and produce a low 129 g/km of CO 2 emissions. The largest petrol engine is an MZR 1.5-litre that produces 76 kW/103 PS of power, while using just 5.9 litres of fuel per 100 km and producing 140 g/km of CO . 2 Also onboard is a MZ-CD 1.4-litre common-rail turbo diesel, special for the European market, with high fuel efficiency and low emissions. It produces 50 kW/68 PS of maximum power at 4,000 rpm and 160 Nm of torque at a low 2,000 rpm for lively acceleration and driving fun. At the same time, it uses just 4.3 litres of fuel per 100 km (combined) and produces a very low 114 g/km of CO 2 for low operating costs, which is a vital criteria for B-car customers. All engines come with Mazda's five-speed manual transmission with gear ratios that are between 3 to 10 percent higher than the outgoing five-speed, which contributes to lower fuel consumption.

Chassis and Safety - lightweight for low costs, with safety features equivalent to the five-door hatchback
The new Mazda 2 3-door and five-door hatchback have a body shell that is nearly 100 kg lighter compared to the previous Mazda 2. By keeping vehicle weight under the 1000 kg threshold, the new Mazda 2 reverses a general trend in the automotive industry of making each new model heavier. This outstanding result was achieved mostly by engineering solutions - like employing large amounts of strong yet light high-tensile steels and reducing weight wherever possible - but also by reducing the car's dimensions, making it agile with low fuel consumption and lower operating costs.

High tensile steel also delivers some of the B-segment's best crash safety, as was shown when the Mazda 2 five-door hatchback scored the highest possible ranking of five-stars on Euro-NCAP testing with 34 points for adult protection. Mazda 2 five-door hatchback also received an outstanding four-star ranking for child occupant protection with 37 points, making it one of the few sub-compacts to achieve this level of child protection. And for pedestrian safety, it achieved an admirable 18 points and two-star ranking. The Mazda 2 three- door hatchback's structure is reinforced around the B-pillar and in the doors, including specific side impact protection bars. Mazda 2 3-door's superior passive safety package includes six airbags (depending on grade), ABS, electronic brake-force distribution (EBD), emergency brake assist, DSC and a 40 mm lower beltline and lower side mirror placement for better visibility.

Land Rover Freelander 2 Sport, 2010

2011-05-14T07:25:00.000-07:00

Land Rover Freelander 2 Sport, 2010

In showrooms early 2010, the Land Rover Freelander 2 Sport will be available with two derivatives and two colours - Santorini Black and Lago Grey. Both will feature exclusive 19" limited edition diamond-turned alloy-wheels, a unique two-tone interior together with a rear spoiler, colour-keyed exterior trim and matching door handles and mirror casings.

There is a standard model available in both Black and Lago Grey with cloth interior and one with a sports styling pack available only in Lago Grey.

A unique two-tone interior is introduced on both derivatives, in contrasting Ebony and Storm. The derivative featuring the sports styling pack will offer a leather interior and the standard version with a cloth/leather interior. The sporty theme continues through the cabin, with an Ebony-coloured centre-console and lower fascia complemented with two-tone door casings.

The Sport emblem is embossed on the front and outer rear seat head restraints, with Storm coloured stitching on all seats and unique Ebony interior carpet mats with contrast piping feature throughout.

The Land Rover Freelander 2 Sport is available with the powerful and economical 2.2-litre TD4 diesel power unit. The manual diesel comes with Stop/Start technology delivering an 8% improvement on CO2 emissions compared to the previous manual diesel Land Rover Freelander 2 (from 194g/km to 179g/km) and fuel consumption is reduced (from 37.7 to 42.2mpg - an improvement of 4.5mpg).

Land Rover Discovery 4, 2010

2011-05-14T07:22:00.000-07:00

Land Rover Discovery 4, 2010

The new, fourth generation of Land Rover's supremely versatile seven-seat vehicle gains a new name - Land Rover Discovery 4 - to go with its powerful and highly efficient new TDV6 diesel engine, fresh exterior identity and more premium cabin. The class-leading breadth of capability is extended even further with dynamic improvements for both road and off-road driving, and Land Rover has added a battery of user-friendly new technologies and features.

"The outgoing Land Rover Discovery 3 has well over 100 international awards to its name. But we've found ways to improve virtually every aspect of the vehicle's design and engineering - some subtle, some major. New design signals comprehensive engineering change under the skin, and now gives us the Land Rover Discovery 4," says Phil Popham, managing director.

Star billing on the Land Rover Discovery 4 goes to the highly efficient and refined new LR-TDV6 3.0 twin turbo diesel engine. This delivers a 9 percent fuel economy improvement (EU combined cycle) and ten percent less CO2 emissions, at the same time as increasing power by 29%, all compared with the existing 2.7-litre engine. Torque increases even more, up 36% to 600Nm - believed to be the highest torque output of any 6-cylinder, production diesel, passenger vehicle engine in the world.

The power and torque are both accessible across the entire rev range, to deliver immediate throttle response and effortless cruising ability. The results include a 0-60mph time of 9.0 seconds, (0-100 km/h in 9.6 seconds), a 24 percent improvement over the 2.7-litre.
Land Rover's engineers have also transformed the on-road ride and handling for the new generation Land Rover Discovery 4, and even improved on the near-legendary off-road capabilities of its predecessor. The comprehensive changes include new suspension components, revised steering, larger brakes, improved traction control, and enhancements to the award winning Terrain ResponseTM system, which helps optimise the vehicle for virtually all on-road or off-road driving situations.

The iconic exterior design has been updated, most obviously with smoother and simpler surfaces at the front, including a new, more aerodynamic bumper. The sportier new lights help give the vehicle new character, and include LED technology front and rear. The sophisticated new front headlights include High Beam Assist, switching on or off, as conditions require.

The interior is completely redesigned, with a transformed dash and centre console, new seats and an array of new, user friendly features.

New features available for the Land Rover Discovery 4 include a Portable Audio Interface, DAB radio, a new five-camera 'surround' system, for easier parking and towing, and a new key system which offers Keyless Entry and Push Button Start.

e-Terrain technologies boost economy and lower CO2 emissions
The new Discovery is packed with features aimed at reducing fuel consumption and reducing CO2 emissions. The new LR-TDV6 3.0 Sequential Turbo Diesel engine was designed from the outset to deliver class-leading fuel economy and improved low-end torque.

The parallel sequential turbocharging system of the 3.0-litre diesel makes use of its larger, primary turbo most of the time. The smaller secondary turbo remains dormant when higher power is not required, reducing pumping losses and consequently, fuel consumption. A highly efficient, third generation common rail injection system with piezo injectors and fuel metering, also makes a substantial contribution to fuel economy.

The new engine has been also been optimised for low-end torque as well as economy, making it possible to activate the lock-up clutch of the ZF HP-28 automatic transmission at lower speed. This reduces 'slip' in the hydraulic torque converter improving both fuel consumption and CO2 emissions. The higher torque at lower rpm also enables longer gearing for more economical cruising.

The Discovery incorporates several other energy saving features too. At standstill, the idle speed of the V6 has been reduced from 750rpm to 710rpm, giving a fuel saving without compromising refinement. An Intelligent Power Management System includes Smart Regenerative Charging, so whenever possible the alternator charges the battery when it is most economical to do so, such as when the car is coasting rather than accelerating.

Aerodynamic changes to the front end, with the revised front lower chin spoiler and new front wheel deflectors, help to reduce drag by increasing underfloor airflow.

The new air conditioning pump is driven through a clutch which disengages when the air conditioning is not in use reducing parasitic losses and delivering improvements in fuel consumption and CO2 emissions.

At the heart of the improvements introduced with Land Rover Discovery 4 is an exceptional and highly efficient new diesel engine. The LR-TDV6 3.0 sequential turbodiesel is based on the existing LR-TDV6 2.7-litre engine, but radically redesigned to deliver substantially higher performance, lower emissions and better fuel economy.

The 2.7-litre has won many admirers as one of the most refined diesels ever made. The new, twin turbocharger LR-TDV6 3.0 boasts substantial increases in both power - up 29 percent to 245PS - and torque, up 36 percent to 600Nm. The ability to deliver maximum torque at just 2,000rpm, combined with unparalleled throttle response, substantially enhances the Discovery's already acclaimed ability both on and off-road.

The new 3.0-litre diesel can significantly out perform its rivals by delivering 500Nm in only 500 milliseconds from idle. From the driver's perspective this means instantaneous access to 83 percent of maximum torque.

But despite this extra performance, engine emissions are dramatically reduced. When fitted with DPF, the new LR-TDV6 3.0 meets EU5 emissions requirements (not due to come into force until 2011) and with a CO2 figure of 244g/km, it undercuts the existing 2.7-litre automatic by ten percent. Fuel economy is also improved by 9 percent, delivering 30.4mpg (9.3 l/100km) on the EU Combined cycle.

The new 3.0-litre engine has been developed by a joint Jaguar Land Rover team, with base characteristics designed from the outset with the requirements of both brands in mind. High levels of torque and fast response from low revs perfectly suits both Jaguar and Land Rover DNA. The Jaguar version, the AJ-V6D Gen III S, was recently launched in the new Jaguar XF.

The LR-TDV6 engine has a deeper sump than its Jaguar sibling, to ensure the efficiency of the lubrication system is not compromised when venturing off-road. The oil scavenge system of the turbochargers has been enhanced for a similar reason, ensuring no oil collects in the turbochargers at extreme angles in off-road conditions.

For the Land Rover version, belt drives are waterproofed, as are the alternator, air conditioning compressor, power steering pump and starter motor. The engine is also tuned specifically to allow for the greater demands made on the Land Rover Discovery 4, particularly for towing and all-terrain driving.

Twin-turbos - immensely efficient, highly responsive
A key feature of the new LR-TDV6 3.0 is the unique, parallel sequential turbocharger system, the first of its type to be fitted to a V-engine anywhere in the world. Delivering high torque throughout the entire engine-rev range, improved throttle response and low CO2 emissions, the twin-turbochargers work sequentially to provide unrivalled response and best-in-class torque at low engine speeds, while also packing a huge punch at higher speeds.

Driving a turbocharger requires pressure from the exhaust, creating pumping losses in the engine and increasing fuel consumption. Under the control of the engine management system, valves isolate the secondary turbocharger both from the exhaust stream and the engine inlet tract when it is not required. A balance pipe connecting the two manifolds allows the gas from both manifolds to feed through the primary turbocharger.

The new 3.0-litre diesel can significantly out perform its rivals by delivering 500Nm in only 500 milliseconds from idle, unlike many diesels which can suffer turbo-lag at very low revs. From the driver's perspective this means instantaneous access to 84 percent of maximum torque.

Third generation common rail
A new common rail fuel-injection system delivers up to five injections on each cycle at a pressure of 2000bar. Each injector tip is perforated by seven holes through which finely atomised fuel is sprayed into the cylinders. The high-pressure injection increases power, improves economy and reduces both CO2 and particulate emissions. New, high-speed piezo injectors are designed to keep injection noise to a minimum.

Piezo crystal 'packs' operate each injector by expanding when an electric current is passed through them. They react virtually instantaneously but make a distinctive click when fired, which can add to diesel engine noise at idle. The crystals in Land Rover's new injectors are fitted nearer the tip meaning they are mounted deeper inside the engine providing better sound insulation and quieter operation.

Also new to the third-generation fuel-injection system is 'metering mode'. Traditional diesel common rail fuel pumps oversupply the injectors, with the surplus being returned to the fuel tank. During this process, fuel temperature increases and cooling it again consumes considerable amounts of energy. In metering mode, the pump delivers fuel to the injectors only at the rate required. Consequentially, there is no rise in fuel temperature and no wasted energy.

Rugged yet lightweight
The two cylinder heads, with four valves per cylinder, are made from aluminium and the cylinder block is made from compact graphite iron (CGI) as before. The higher tensile strength of CGI makes it possible to cast a smaller block some 80mm shorter than a conventional 'grey' cast iron equivalent.

The new, water-cooled, exhaust gas recirculation system (EGR), important for reducing pumping losses and emissions of NOX in a diesel engine, is more efficient and consumes less power than its predecessor, with the valves allowing exhaust gas into the system being located on the 'hot side' of the engine nearest the exhaust manifolds. These valves never cool while the engine is running, so there is no condensation of combustion deposits which occurs on engines fitted with 'cold side' valves, hence the EGR system always works at maximum efficiency. Since the EGR cooling is so effective, exhaust gasses can bypass the system and return to the exhaust pipes, allowing faster engine warm-up from start-up and reducing emissions still further.

EU 5 emissions regulations have been achieved using conventional diesel oxidation catalysts and diesel particulate filters (DPFs). NOX levels are reduced sufficiently at source through the combustion system design, the addition of the new common rail injection system and the new EGR system with by-pass. As a result, specialised NOX exhaust after-treatment is unnecessary, avoiding a potential cost and the need to use additional precious metals in the exhaust system.

Increased refinement
The CGI cylinder block and new piezo injector design reduce combustion noise in the new engine. Multiple, precise injections of fuel on the combustion stroke also reduce combustion noise and all engine covers including camshaft covers, front covers and the sump have been optimised to subdue radiated noise.

The new diesel underwent analysis using the latest computer aided engineering techniques, followed by exhaustive rig testing. All the engine enclosures have been ribbed to minimise radiated noise.

Internal friction, a major contributor to unnecessary fuel consumption, has been addressed by careful optimisation of the crankshaft, valves and pistons. All these features combine to make the new LR-TDV6 3.0 Sequential Turbo Diesel one of the quietest premium diesels on the market today with increased service intervals of 16,000 miles.

Levels of refinement on the new LR-TDV6 engine are such that Land Rover's patented device for the diesel fuel filler neck, to reduce the risk of inadvertent fuelling with petrol, is fitted to the new Land Rover Discovery 4.

Responsive new transmission
The LR-TDV6 3.0 is mated to the revised and super-smooth ZF HP28 6-speed automatic transmission. Its characteristics have been optimised by Land Rover engineers to provide class-leading response, with rapid and refined shifts. The dramatic enhancement of both power and torque low down the rev range on the new engine have made it possible to actuate the transmission's lock-up clutches much earlier in each gear, reducing slip through the hydraulic torque converter, so helping with the improvements in both fuel consumption and CO2 emissions.

Dynamics transformed
Major dynamic advances introduced for the Land Rover Discovery 4 include revised suspension architecture, improved steering, larger brakes and enhanced versions of Land Rover's award-winning Terrain ResponseTM and Hill Descent Control systems.

The list of changes starts with new suspension knuckles, designed to reduce the separation between the suspension roll centre and the vehicle's centre of gravity (reduction of 42mm at the front and 62mm at the rear). This dramatically reduces the vehicle's natural body movements when cornering. These roll rates are further controlled by a stiffer and larger anti-roll bar.

In addition, new bushes and new front and rear dampers enhance ride quality.

The variable ratio steering rack is revised, complementing the improved ride quality by reducing 'twitchiness' around the centre line at high speed cruising and slightly increasing sensitivity at higher lock angles. This enhances the sense of driver involvement in high-speed manoeuvres, and also increases precision for low speed control and off-roading.

The redesigned front bumper also helps improve steering feel, as its new anti-drag lips help reduce aerodynamic lift at the front of the vehicle by up to 50% at higher speeds.

Increased stopping power
A new, larger brake system has been introduced along with the new engines, to cater for the Land Rover Discovery 4's enhanced performance and to improve braking feel.

This new system is derived from the four-piston, opposed-calliper performance system used on the Land Rover Range Rover Sport. It employs a 360mm ventilated front disc with a new, cast iron twin-piston sliding calliper - which serves to reduce the size of the front brake package while preserving its stiffness, which in turn helps achieve excellent pedal feel.

At the rear, a single piston sliding calliper operates on a 350mm ventilated disc, now manufactured in aluminium to help reduce vehicle weight.
An additional advance to the braking system is the new emergency brake light function. When the vehicle undertakes severe or emergency braking, the brake lights flash, to reduce the risk of rear end collisions.

More control in the bends
A refinement to the understeer control system helps automatically slow the vehicle if taking a bend too fast, enhancing driver control.

The system operates according to steering inputs from the driver. In extreme cases, automatic braking intervenes to reduce the vehicle speed, with the braking pressure level applied according to the steering inputs. Automatic braking up to 'emergency stop' may be applied, if the inputs demand.

Updates for award-winning Terrain ResponseTM and Hill Descent Control
For Discovery 4, Land Rover's award-winning Terrain ResponseTM system gains new features and refinements, further extending the vehicle's all-terrain capability. Terrain ResponseTM optimises the vehicle set-up for virtually all on-road or off-road driving situations, with five different settings to suit different terrains:
    * General driving
    * Grass/gravel/snow
    * Sand
    * Mud and ruts
    * Rock crawl

For soft sand - one of the most power-hungry surfaces - 'sand launch control' has now been introduced, which makes for noticeably easier drive-away. New, speed-dependent wheel-slip targets for the traction control system permit only very limited initial wheel-slip, helping to prevent the wheels digging down into the sand.

When picking a drive route through boulders, severe articulations can lead to the vehicle leaning in an undesirable direction, calling for simultaneous brake and accelerator engagement. New for Land Rover Discovery 4, revisions to the rock crawl program improve brake and traction control response times, helping to reduce the vehicle's tendency to roll when traversing boulders and giving a more composed drive through rocky terrain.

Land Rover's much-acclaimed Hill Descent Control system is enhanced on Land Rover Discovery 4 with the addition of Gradient Release Control. This inhibits the initial rate of acceleration when descending very steep inclines, to increase control and eliminate the potentially alarming lurch which can occur when braking is released at extreme angles.

The system operates automatically whenever Hill Descent Control is engaged, temporarily maintaining brake pressure after the driver releases the brake pedal. It then progressively eases braking pressure to control vehicle momentum and acceleration. Once the vehicle's target off-road speed is achieved, Hill Descent Control operates to take vehicle to the bottom of the slope in its customary composed manner.

A new face on a distinctive design
The Land Rover Discovery has evolved a distinct design heritage over 20 years and four generations of iconic, instantly recognisable vehicles. Land Rover Discovery 4 inherits the clean lines of the previous generation, but now subtly updated and given a more premium, more contemporary look.

Smoother, simpler surfaces are employed at the front, giving the vehicle its new character, emphasised by sportier looking front lights, with new LED position lamps configured in a unique, signature stepped profile around the main light units. New lights are also introduced at the rear of the vehicle, incorporating LED stop, tail and indicator technology.

The new front bumper has a larger cooling aperture to accommodate the new engine's greater power outputs. Cleverly, the larger bumper actually improves vehicle aerodynamics by reducing drag, thanks to its innovative anti-drag 'lips' that help smooth the airflow from the front bumper around the front wheels.

A new, twin seven-spoke 19" wheel design is introduced on the Land Rover Discovery 4 to complement the existing 7-spoke 19" wheel and, for the first time, a new striking, 10-spoke 20" wheel is available as a factory-fit option.
Three new paint colours complete the exterior changes for Land Rover Discovery 4 - Nara Bronze, Bali Blue and Ipanema Sand.

All-new interior
"The interior of Land Rover Discovery 4 continues to offer the driver and passengers superb visibility and versatility. But the re-designed facia and console architecture plus the use of premium materials, make the cabin a much more desirable place to be." Gerry McGovern

The new interior for Land Rover Discovery 4 combines smooth, flowing surfaces with significant reduction in the complexity and number of controls. It provides a much softer, more premium all-round interior ambience, but still in keeping with the signature Discovery architectural theme.

The new console is now inclined towards the driver, improving visibility and access to the controls. It looks more akin to that in the Range Rover Sport than the outgoing Discovery 3. The Terrain Response control is now more prominently located at the front of the centre console, making way for the cup-holder in a more accessible position, mid-way along the console.

All models feature a new steering wheel, with revised switch layout for driver information, remote audio controls, cruise control and heated steering wheel.

A choice of natural-finish woods, along with stitched and wrapped facia, door casings and centre console, add to the crafted bespoke feel. There are also two new interior contrast colours, a mid-tone Nutmeg and a darker Arabica, complementing the existing Almond light interior colourway.

New seating is introduced for rows one and two, with a new, extended front seat cushion profile to improve support and seating comfort and, for the first time, the front seats feature height-adjustable head restraints in place of the traditional seat mounted grab handles. HSE vehicles specified with the Premium Leather pack also feature electrically adjustable side seat bolsters, allowing front occupants to tailor their seating's support.

For convenience, the electric seat memory controls are relocated to the door casing.
New Interior Mood Lighting adds the finishing touch to the interior, with the introduction of white LED's to cast subtle halos around the metal-plated interior door handles and pockets. The fascia and centre console area, complete with soft-stitching, and switchgear highlighted in "Noble" finishers, also benefit from the interior mood lighting when vehicle lights are on.

Technology made simple
The Land Rover Discovery 4 is packed with easy-to-operate and useful features, not technology for technology's sake. The aim throughout is to simplify the operation, to help make journeys more relaxing and stress-free

Inside and out, the Land Rover Discovery 4 gains a raft of relevant new technology, to improve the driving experience.

The navigation system adopts an easy-to-use navigation structure which now also features 'towards guidance'. This supplements the junction map and icon-based information with details of the actual road signage viewed by the driver along the route.

The new Portable Audio Interface allows connectivity to an array of personal audio storage devices, USB sticks and MP3 players, enabling the various devices' functions to be accessed and controlled via the facia-mounted touch-screen system. One of the connectivity ports is a dedicated Apple i-PodTM point made exclusively by Land Rover, for continued functionality in extreme driving conditions, by helping to prevent the device coming loose from the socket.

A new 5-inch Thin Film Transistor (TFT) driver information screen is also introduced with Land Rover Discovery 4. Sitting within the re-designed instrument cluster, the message centre display ensures key information is communicated in a clean, simple and user-friendly manner.

And a purer, crisper radio sound is now available thanks to the introduction of Digital Audio Broadcasting (DAB) in most European and Asian markets, and HD radio in the US. Along with the fine listening experience, comes additional features such as news headlines, song title and artist information.

Cutting edge user-friendly technologies
Outside the vehicle, convenient and relevant new systems enhance safety and security.

The new front headlights incorporate high beam assist technology. This can automatically switch on high beam headlights where external light levels are below the system's threshold. Importantly, the system is also designed to detect preceding and approaching traffic, and in a split second will automatically switch back to low beam to avoid dazzling others.

The new remote entry key emits the signal required for passive entry into the vehicle, by the holder of the key simply touching the door handle, without using the'unlock' button on the key fob. The new key also generates the signal required for the Push Button start of the vehicle. Sophisticated sensors recognise the presence of the key in the vehicle, confirm security credentials and then accept the 'start' command via the new fascia mounted start/stop push button.

No less than five digital cameras make up the new surround camera system, relaying to the touch-screen a near 360-degree view. The cameras function immediately the vehicle is started, and can be used at speeds up to 11mph, with options for selecting and zooming in to assist with close quarter parking and with towing.

The 'tow assist' function (selected from the touch screen menu) helps perform accurate towing manoeuvres. The wide field of views on the side cameras give a clear view of the reversing trailer: the images are electronically manipulated to provide an undistorted view, with guide lines overlaid on the rear camera image to illustrate both the vehicle and trailer's trajectory.

Specific characteristics such as type of trailer, number of axles and width guides can be fed into the system to enhance the system outputs.

Another towing aid, Trailer Stability Assist, detects trailer oscillations by monitoring key vehicle behaviours, such as uninvited steering movements and slight vehicle swing in response to trailer behaviour. In these circumstances, the system can initiate engine torque reduction and braking interventions to bring the towing back under control.

Land Rover Freelander 2 TD4 e, 2009

2011-05-14T07:19:00.000-07:00

Land Rover Freelander 2 TD4 e, 2009

The new Land Rover Freelander 2 TD4_e is Land Rover's most fuel-efficient vehicle to date. Featuring a new intelligent Stop/Start system, it is the first production vehicle to incorporate technologies from the company's programme of sustainable engineering initiatives, collectively named 'e_TERRAIN TECHNOLOGIES'.

On the standard EU4 cycle, the CO2 emissions of the Land Rover Freelander 2 TD4_e are reduced by 8 per cent, compared with the outgoing manual diesel Land Rover Freelander 2. Moreover, in additional tests, Land Rover engineers have measured fuel savings approaching 20 per cent in heavy urban traffic.

The 8 per cent improvement equates to a CO2 emissions reduction of 15 g/km compared with the standard Freelander 2 TD4 manual (from 194 g/km to 179 g/km). In terms of fuel efficiency, consumption is reduced from 7.5 l/100 km to 6.8 l/100 km, a saving of 0.7 litres of fuel every 100 km (62 miles).

These gains, coupled with the added benefits of the gearshift indicator light, software developments and efficiencies from low-rolling-resistance tyres, make the Land Rover Freelander 2 TD4_e the most fuel-efficient production Land Rover ever built.

Phil Popham, Land Rover's managing director, said: "The Stop/Start Freelander 2 is the first production vehicle to benefit from the massive £700 million investment in sustainable technologies by Jaguar and Land Rover. From mid-2009, the Stop/Start feature will be included as standard on all Land Rover Freelander 2 TD4 manual models, with no associated increase in list prices."

Land Rover's new Stop/Start system improves fuel efficiency in urban and stop-start driving. The vehicle automatically shuts down the engine in appropriate conditions, resulting in zero tailpipe emissions and saving fuel that would otherwise be used idling the engine when stationary. When the driver is ready to move off, the engine instantly re-starts.

Sophisticated controls ensure that the Stop/Start system does not compromise the needs of either the driver or the vehicle. For the engine to shut down, the vehicle must be stationary, the gearbox in neutral and the clutch pedal raised. To re-start, the driver simply depresses the clutch and the enhanced starter motor engages the engine, ready for when first gear is selected.
The Stop-Start system is automatically activated each time the ignition is turned on, although there is a switch on the fascia to disable the system, if the driver so desires.

Added fuel economy benefits
Along with the intelligent Stop/Start system, the Land Rover Freelander 2 TD4_e includes a series of additional enhancements that help to deliver fuel economy and CO2 benefits.

A new gearshift indicator light in the instrument pack advises the driver when to change gear if a higher gear will allow the vehicle to operate more fuel-efficiently. This is calculated by the Land Rover Freelander 2 TD4_e's fully mapped engine.

Software developments to the driveline systems on the Land Rover Freelander 2 TD4_e generate CO2 benefits without reducing Land Rover's renowned capability.
Land Rover engineers are also collaborating with tyre suppliers to drive improvements to fuel economy through reduced rolling losses. Tyre characteristics including rolling resistance are optimised for the entire range of available tyre sizes on Freelander 2 models.

Refined Stop/Start operation
Land Rover engineers have invested considerable effort in safeguarding levels of engine refinement. To reduce the engine shake associated with some diesel engines when stopping, the Land Rover Freelander 2 TD4_e features controlled throttle closing and ramps down fuel in a smooth fashion, while the alternator is also turned off during the shut-down procedure, reducing load on the engine. A software feature change and revised engine calibration further aid smooth shut-off, while engine shake on start-up is reduced by the Freelander 2's optimised engine-mounting strategy and inherent tuning.

Uncompromised durability
The increased frequency of stop-start cycles over the lifetime of the Land Rover Freelander 2 TD4_e will lead to increased use of the vehicle's affected components, so enhanced durability of these components was a priority for the Freelander 2's engineering team. They developed a new heavy-duty starter motor, a new ring gear, a new dual mass flywheel friction control plate and an absorption glass mat battery. These new features ensure that the Land Rover Freelander 2 TD4_e delivers characteristic Land Rover all-terrain performance and that the system's operation is always rapid and reliable.

Enhanced starter motor
The more frequent stop and start activity means that demands on the starter motor are forecast to increase up to threefold during the lifetime of the Land Rover Freelander 2 TD4_e. To accommodate the durability demands on the vehicle's 2 kW starter motor, a number of changes have been made.

The grease seals have been enhanced significantly and new hard-wearing copper contact material has been sourced and specified across the TD4_e range to enhance wear resistance within the starter solenoid.

New ring gear
An all-new ring gear is specified for all TD4_e models to cope with the increased frequency of starts. The ring gear is attached to the engine flywheel and comes into contact with the starter motor each time the engine is started. The new ring gear is manufactured from a harder grade of steel and contains over 25 per cent more carbon to improve durability.

Dual mass flywheel friction plate
Diesel-powered Freelanders with manual gearboxes have always featured a dual mass flywheel to ensure engine refinement at start, stop and low speeds. A new Polyetheretherketone friction control plate has been developed for the Land Rover Freelander TD4_e. This is able to withstand seven times the pressure of the outgoing plate, to ensure greater levels of refinement under even greater start and stop demands.

Absorption glass mat battery
New absorption glass mat technology has been developed, which offers deeper discharge and recharge characteristics and reduces battery deterioration under much heavier usage. Fine glassfibre matting has been introduced to sit pressurised between the new absorption glass mat battery plates. This aids the battery's longevity in two ways: by allowing the electrolyte to function normally under greater pressure and by providing mechanical support for the plates, reducing battery degradation.

Intelligent technologies
Land Rover engineers focus on the introduction of intelligent, appropriate technologies, and the Land Rover Freelander 2 TD4_e is no exception. In congested traffic, when the Stop/Start technology will shut down the engine frequently, other features and technologies will not be compromised, so in-car entertainment, climate control, Bluetooth, driver information and other electronic systems will continue to function.

Technologies such as the new voltage quality module, the battery monitoring system, the brake vacuum sensor and the enhanced climate control system have been developed to ensure that such services continue uninterrupted in a stop situation.

Voltage quality module
The voltage quality module maintains critical vehicle systems, safety and occupant comfort. It supplies a constant voltage around the vehicle's electronic components during a stop-start, ensuring that key services continue uninterrupted by the sudden outrush of amps from the battery.

This technology is effectively a direct current converter, which can convert low voltages, such as that experienced during a stop, to a stable higher level for short but crucial boosts, ranging from one to five seconds in duration.

Battery monitoring system
This system monitors the battery's 'state of health' to ensure that the Stop/Start feature functions reliably. The technology is constantly at work, measuring factors such as natural battery degradation, ambient temperature, charge and discharge activity and voltage, to make sure there is enough power available for an effective stop-start.
If any of these factors show a low measurement, the Stop/Start feature is overridden and the engine will continue running until more battery power is available.

Brake vacuum sensor
The Freelander 2's brake system is specified with significant vacuum reserves, but these reserves can become depleted for a number of reasons, such as use of the brake pedal when the engine is switched off. Ultimately this would lead to vacuum reserves becoming exhausted, which would affect the brake servo's operation and pedal loads, in some cases causing them to rise substantially.

To mitigate this, the brake vacuum sensor is specified on all Land Rover Freelander 2 TD4_e models, and if vacuum reserves fall to a level that will affect brake pedal loads, the system overrides the Stop/Start function until the brake vacuum is replenished - ensuring brake pedal loads are maintained.

Enhanced climate control system
A number of changes have been made to the Land Rover Freelander 2 TD4_e's climate control system to help ensure occupant comfort and reduce misting during stop-start situations.

One significant change is the introduction of an auxiliary water pump. On conventional vehicles, the water pump shuts down with the engine, but on TD4_e models, the introduction of the auxiliary water pump maintains the flow of coolant during engine shutdown, keeping a steady cabin temperature.

The climate control system monitors cabin temperature and maintains fan speed at a level that will protect the battery's state of charge when the engine is shut down. In extreme hot or cold conditions, extended stops, or if an occupant selects a higher fan speed during a stop, the engine will re-start if necessary to preserve occupant comfort.

Evaporator temperature, the factor that gives rise to screen misting, is also monitored and the enhanced climate control system will periodically cool the evaporator as necessary to mitigate misting during a stop-start. The system operates the windscreen defrost shutter and, if the evaporator is wet, the shutter will remain closed for a few seconds after an engine restart until the vapour is dissipated, again mitigating windscreen misting.

LAND ROVER e_TERRAIN TECHNOLOGIES
The Freelander 2 TD4_e is just one element of Land Rover's comprehensive green technology roadmap, which will drive the company to increasingly lower emissions and more sustainable technologies in the coming years. This is a key part of the £700 million investment in sustainable technologies being made by Jaguar and Land Rover.

Land Rover engineers are working on a series of advanced propulsion technologies and lightweight structures aimed at bringing CO2 emissions down to class-leading levels. This doesn't mean sacrificing core Land Rover values: the renowned all-terrain capabilities of its future vehicles could actually be improved by some of the exciting new powertrain technologies, such as the Electric Rear Axle Drive (ERAD) announced at the British International Motor Show in London earlier this year.

The company's ambitious programme for continuing CO2 reduction stretches well into the future. For example, Land Rover is developing future hybrid and other green technologies in conjunction with the UK Government's Technology Strategy Board (TSB).

Cadillac Escalade Hybrid, 2009

2011-03-23T19:55:00.000-07:00

Cadillac Escalade Hybrid, 2009

Cadillac announced the world premiere of the Escalade Hybrid, the world's first fuel-saving hybrid applied to a large luxury SUV. Powered by an innovative, fuel-saving 2-Mode Hybrid system, Escalade Hybrid will deliver more than a 50-percent improvement in fuel economy in city driving - all while delivering the same distinctive style, segment-leading features and full-size capability that have made the Escalade an icon.

Escalade Hybrid extends Cadillac's leadership in the large luxury SUV category. Escalade sales have grown in the face of changing sales trends and increased competition. In fact, Escalade sales increased 22 percent in September over year-ago sales. Other models in the Escalade lineup include the extended-length Escalade ESV and the versatile Escalade EXT luxury-utility truck. The Hybrid model is available with the standard Escalade body style.

Patented 2-Mode Hybrid technology
The Escalade's 2-Mode Hybrid system allows it to return exceptional fuel economy in both city and highway while delivering the capabilities of a true luxury SUV. In city driving, this advanced hybrid power system enables Escalade to launch and drive low speeds on electricity alone. As additional power is demanded, the system blends output from the battery and gas engine smoothly.

GM's patented 2-Mode Hybrid system consists of an advanced electrically variable transmission (EVT) and 300-volt nickel-metal hydride Energy Storage System (ESS). These systems work in concert with the standard 6.0L V-8 Gen IV gasoline engine with Active Fuel Management (AFM) and late-intake valve closing (LIVC) technology. AFM enables the V-8 engine to seamlessly shut off half of its cylinders when less power is needed, such as during highway cruising. This new hybrid system not only enables the Escalade Hybrid to drive low speeds on electricity alone, it also allows the 6.0L V-8 engine to operate in its more economical four-cylinder mode for longer periods.

The key to Escalade's 2-Mode hybrid system is that the electric power used to propel the vehicle is generated by the hybrid system itself. When the brakes are applied or the vehicle is coasting, the electric motors within the hybrid system create electricity that is stored in the 300-volt battery. This stored energy is used to move the vehicle and the regenerative braking cycle is renewed.

The 2-Mode Hybrid system provides seamless, dependable power on demand in an efficient package. In fact, its electric motor is less than half the size of those in single-mode hybrid systems. This technology was developed and is still used in fleets of hybrid transit buses on the streets today in dozens of major North American cities. Scaled-down for use in full-size SUVs, the 2-Mode system delivers fuel savings where it is needed most - in large vehicles with high levels of capability. It is a core part of GM's energy diversity efforts, which are centered on reducing dependence on petroleum, improving fuel economy, reducing emissions and minimizing the automobile's impact on the environment.

Cadillac's smooth and quiet power
Acoustic details specific to the Hybrid model ensure it delivers the superior luxury that has been an Escalade hallmark since its inception. The details include:
    * A new exhaust system and resonator specially tuned for the 6.0L LIVC engine's Active Fuel Management operation. It ensures comfortable interior acoustics and a pleasant exhaust note during both V-4 and V-8 operation
    * An electrically driven, 300-volt air conditioning compressor reduces vibration and allows the HVAC system to cool the passenger compartment even when the gasoline engine is shut off. It includes the standard tri-zone climate system
    * An electrically driven, 42-volt variable-assist power steering reduces vibration and provides up to a 0.5-mpg fuel economy improvement by reducing parasitic losses common in belt-driven hydraulic systems
    * The Energy Storage System cooling system's internal fan is tuned to be quiet at low vehicle speeds, when the fan could more easily be heard by the occupants.

Escalade aesthetic
The Escalade Hybrid retains the qualities that have made it the leading large luxury SUV and a standard-bearer of Cadillac's overall product renaissance. It is instantly identifiable as a Cadillac and incorporates styling cues from the landmark Sixteen concept vehicle, including a detailed signature grille, front fender vent ports and layers of chrome accents.

The Escalade's warm and inviting interior features a premium layout. It is available in two colors, Ebony and Cashmere. Standard features include a distinctive instrument panel; gauges with white needles and blue light inlays with continuously lit, white-LED backlighting; Nuance leather-covered seats; leather-covered door trim and center console; and a power-assisted rear liftgate that opens and closes with the touch of a button.

Buick Lucerne Super, 2008

2011-03-23T19:49:00.000-07:00

Buick Lucerne Super, 2008

Buick has rekindled a name from its storied 20th-century past to mark the beginning of a new level of refinement: Super. The badge is designated exclusively for Buick's most premium, powerful models and returns to Buick vehicles after 50 years. It will debut on the 2008 model year LaCrosse and Lucerne sedans.

The Supers are engineered for Buick by the GM Performance Division to inspire performance on demand. The LaCrosse Super is powered by a 300-horsepower (224 kW) 5.3L small-block V-8 with GM's Active Fuel Management technology. The LaCrosse Super's chassis has been sport-tuned to deliver responsive handling characteristics, and the vehicle maintains Buick's renowned quietness inside.

The Lucerne Super adds a more powerful version of the legendary 4.6L Northstar V-8. It is rated at 292 horsepower (218 kW), an increase of more than 6 percent over existing models. The Super has an enhanced chassis with a specially tuned version of Lucerne 's Magnetic Ride Control system, for a refined, premium ride that simultaneously enables crisp, responsive handling.

Buick Super: elevated design, power and performance
Design elements on the LaCrosse Super and Lucerne Super denote the new face of Buick. Design cues echo those seen on the popular Velite convertible concept vehicle - and recently introduced on the Buick Enclave luxury crossover SUV - including a new waterfall grille and portholes. The LaCrosse Super is the first and only LaCrosse model offered with Buick's iconic portholes; there are four per side to highlight the V-8 engine.

In addition to distinctive design, the LaCrosse Super and Lucerne Super deliver leading-edge performance and refinement. The 5.3L and 4.6L V-8 engines are renowned for balancing performance and fuel economy. They are complemented by specially tuned suspension systems.

Like all Buick models, LaCrosse and Lucerne Supers are built with an exclusive engineering process called QuietTuning to reduce, block and absorb noise from entering the interior. Laminated side window glass, sound-deadening material in the body structure, hydraulic mounts in the engine compartment and more reduce interior noise. Even exhaust nodes have been tuned for overall sound quality. These features contribute to a quiet, refined driving experience.

While the LaCrosse and Lucerne represent the first production models of the reborn Buick Super series, they will not be the last. Future models will share elements that reinforce the Super ethic, including:
    * Exclusive exterior and interior design appointments
    * Powertrain enhancements
    * Enhanced driving dynamics, with specifically tuned steering, braking and suspension systems for responsive and confident handling
    * Leading levels of interior quietness through Buick's exclusive QuietTuning engineering effort.

LaCrosse Super
The LaCrosse Super is distinguished from its sibling models with a new exterior appearance that is highlighted by a new waterfall grille, new hood and a new front fascia that incorporates a lower grille opening with chrome trim and chrome fog lamp bezels.

New portholes, rocker moldings, rear fascia with integrated park assist sensors, 3.5-inch-diameter dual chrome exhaust tips, rear decklid spoiler and a Super badge also make the LaCrosse Super instantly identifiable from any angle. LaCrosse Super is offered in four exterior colors: Black Onyx, Platinum Metallic, Dark Mocha Metallic and Red Jewel tint coat.

Inside, the LaCrosse Super exudes comfort and style, including front seats with increased seatback bolstering. All of the seats feature new, woven-embossed leather inserts. A unique wood grain appearance accents the instrument panel, center console, doors and gear shift knob. There are also exclusive instrument cluster graphics - including Super identification - new front sill plates, a silver finish on the instrument panel center stack and Super-specific floor mats.

The LaCrosse Super introduces a V-8 engine that has the fuel efficiency of a V-6. Rated at 300 horsepower (224 kW) and 323-lb.ft (438 Nm) of torque, Buick's new V-8 can propel the LaCrosse Super from 0-60 mph in 5.7 seconds. The 5.3L small-block V-8 uses GM's Active Fuel Management (AFM), an engine technology that seamlessly switches between four- and eight-cylinder power to save fuel.

To support the performance capabilities enabled by the V-8 engine, the LaCrosse Super features a specially tuned suspension system for steering precision, improved ride control and feel, and increased braking performance. Bilstein monotube struts, larger front and rear rotors, high-precision steering gear, StabiliTrak, and recalibrated chassis controls help the LaCrosse Super deliver confident handling and road manners, while also maintaining overall ride comfort.

The Super version comes standard with the largest wheels and tires available on the LaCrosse - 18-inch by 7-inch aluminum wheels wrapped by P235/50R18 all-season tires. Chrome-finish wheels are available.

Lucerne Super adds more luxury appointments
Distinctly designed, the Lucerne Super stands out with a new bright chrome waterfall grille, front and rear fascias, integrated dual exhaust tips, rocker panels, and Super badge on the decklid. Exclusive aluminum wheels and premium all-season tires complete the look, complementing the vehicle's sport-touring attitude. The Lucerne Super is available in four exterior colors: Dark Mocha Metallic, Gold Metallic, Sharkskin and White Diamond. The interior comes in Ebony or Cocoa/Shale.

Lucerne Super's refined ride dynamics and increased power make it the sportiest Lucerne available . A more powerful version of the 4.6L Northstar V-8 engine provides the Lucerne Super with an ample power reserve. It is rated at 292 horsepower (218 kW), which is 17 horsepower (13 kW) more than the Lucerne CXS.

Lucerne Super's new premium steering gear, StabiliTrak stability control system, brake assist and specifically calibrated Magnetic Ride Control system help deliver a crisp response and enhanced driver control. It rides on standard 18-inch by 7-inch aluminum wheels wrapped by P245/50R18 all-season radials. The exclusive wheel design is finished in bright silver premium paint. Chrome-plated wheels are available.

The Lucerne Super's interior wraps occupants in luxury including a leather-wrapped upper instrument panel with French-seam stitching, unique finish on the instrument panel center stack, leather seats with perforated suede fabric inserts for the outboard seating positions, and suede door trim inserts. A heated, real wood steering wheel and shift knob finished in Walnut Burl, power tilt and telescoping steering column, front chrome sill plates and Buick embroidered floor mats round out the Lucerne Super's special content.

Buick LaCrosse Super, 2008

2011-03-23T19:47:00.000-07:00

Buick LaCrosse Super, 2008

The Supers are engineered for Buick by the GM Performance Division to inspire performance on demand. The LaCrosse Super is powered by a 300-horsepower (224 kW) 5.3L small-block V-8 with GM's Active Fuel Management technology. The LaCrosse Super's chassis has been sport-tuned to deliver responsive handling characteristics, and the vehicle maintains Buick's renowned quietness inside.

The Lucerne Super adds a more powerful version of the legendary 4.6L Northstar V-8. It is rated at 292 horsepower (218 kW), an increase of more than 6 percent over existing models. The Super has an enhanced chassis with a specially tuned version of Lucerne 's Magnetic Ride Control system, for a refined, premium ride that simultaneously enables crisp, responsive handling.

Buick Super: elevated design, power and performance
Design elements on the LaCrosse Super and Lucerne Super denote the new face of Buick. Design cues echo those seen on the popular Velite convertible concept vehicle - and recently introduced on the Buick Enclave luxury crossover SUV - including a new waterfall grille and portholes. The LaCrosse Super is the first and only LaCrosse model offered with Buick's iconic portholes; there are four per side to highlight the V-8 engine.

In addition to distinctive design, the LaCrosse Super and Lucerne Super deliver leading-edge performance and refinement. The 5.3L and 4.6L V-8 engines are renowned for balancing performance and fuel economy. They are complemented by specially tuned suspension systems.

Like all Buick models, LaCrosse and Lucerne Supers are built with an exclusive engineering process called QuietTuning to reduce, block and absorb noise from entering the interior. Laminated side window glass, sound-deadening material in the body structure, hydraulic mounts in the engine compartment and more reduce interior noise. Even exhaust nodes have been tuned for overall sound quality. These features contribute to a quiet, refined driving experience.

While the LaCrosse and Lucerne represent the first production models of the reborn Buick Super series, they will not be the last. Future models will share elements that reinforce the Super ethic, including:
    * Exclusive exterior and interior design appointments
    * Powertrain enhancements
    * Enhanced driving dynamics, with specifically tuned steering, braking and suspension systems for responsive and confident handling
    * Leading levels of interior quietness through Buick's exclusive QuietTuning engineering effort.

LaCrosse Super
The LaCrosse Super is distinguished from its sibling models with a new exterior appearance that is highlighted by a new waterfall grille, new hood and a new front fascia that incorporates a lower grille opening with chrome trim and chrome fog lamp bezels.

New portholes, rocker moldings, rear fascia with integrated park assist sensors, 3.5-inch-diameter dual chrome exhaust tips, rear decklid spoiler and a Super badge also make the LaCrosse Super instantly identifiable from any angle. LaCrosse Super is offered in four exterior colors: Black Onyx, Platinum Metallic, Dark Mocha Metallic and Red Jewel tint coat.

Inside, the LaCrosse Super exudes comfort and style, including front seats with increased seatback bolstering. All of the seats feature new, woven-embossed leather inserts. A unique wood grain appearance accents the instrument panel, center console, doors and gear shift knob. There are also exclusive instrument cluster graphics - including Super identification - new front sill plates, a silver finish on the instrument panel center stack and Super-specific floor mats.

The LaCrosse Super introduces a V-8 engine that has the fuel efficiency of a V-6. Rated at 300 horsepower (224 kW) and 323-lb.ft (438 Nm) of torque, Buick's new V-8 can propel the LaCrosse Super from 0-60 mph in 5.7 seconds. The 5.3L small-block V-8 uses GM's Active Fuel Management (AFM), an engine technology that seamlessly switches between four- and eight-cylinder power to save fuel.

To support the performance capabilities enabled by the V-8 engine, the LaCrosse Super features a specially tuned suspension system for steering precision, improved ride control and feel, and increased braking performance. Bilstein monotube struts, larger front and rear rotors, high-precision steering gear, StabiliTrak, and recalibrated chassis controls help the LaCrosse Super deliver confident handling and road manners, while also maintaining overall ride comfort.

The Super version comes standard with the largest wheels and tires available on the LaCrosse - 18-inch by 7-inch aluminum wheels wrapped by P235/50R18 all-season tires. Chrome-finish wheels are available.

Lucerne Super adds more luxury appointments
Distinctly designed, the Lucerne Super stands out with a new bright chrome waterfall grille, front and rear fascias, integrated dual exhaust tips, rocker panels, and Super badge on the decklid. Exclusive aluminum wheels and premium all-season tires complete the look, complementing the vehicle's sport-touring attitude. The Lucerne Super is available in four exterior colors: Dark Mocha Metallic, Gold Metallic, Sharkskin and White Diamond. The interior comes in Ebony or Cocoa/Shale.

Lucerne Super's refined ride dynamics and increased power make it the sportiest Lucerne available . A more powerful version of the 4.6L Northstar V-8 engine provides the Lucerne Super with an ample power reserve. It is rated at 292 horsepower (218 kW), which is 17 horsepower (13 kW) more than the Lucerne CXS.

Buick LaCrosse CXS, 2008

2011-03-23T19:43:00.000-07:00

Buick LaCrosse CXS, 2008

Like the recently introduced Buick Enclave luxury crossover and Super models, the 2008 LaCrosse features a more distinctive front end. The new design brings the 2008 LaCrosse sedan in line with a common Buick family appearance. The fascia, hood and chrome waterfall grille are new. The 2008 model will also offer four new exterior colors, including Scarlett Red, Gold Mist Metallic, Dark Mocha Metallic and Dark Slate Metallic.

Inside, the '08 LaCrosse continues to offer a well-equipped, comfortable and quiet interior. More comfort and convenience features are now standard for CX, CXL and CXS models for 2008. The LaCrosse CX, for example, is a richer entry-level car, adding a leather-wrapped steering wheel, theft deterrent system, illuminated vanity mirrors, driver information center personalization and more. All trim levels now have a chrome exterior appearance package, factory remote start feature, XM Satellite Radio, telescoping steering wheel column, redundant steering wheel controls and dual-zone climate control as added standard equipment.

The LaCrosse line now offers three powertrains. The CX and CXL trims are powered by the 3.8L V-6, now in Series III form. With more than 25 million sold, it is one of the most proven and reliable engines in the industry. Rated at 200 horsepower (149 kW), the 3.8L features electronic throttle control to improve engine response and optimize fuel efficiency, along with upgrades for quiet operation.

The performance-oriented LaCrosse CXS has a standard 3.6L V-6 with variable valve timing that delivers 240 horsepower (179 kW). The premium, all-aluminum engine features dual overhead camshafts and four valves per cylinder. Its fully variable intake and exhaust valve timing achieves outstanding flexibility, delivering 90 percent of the engine's peak torque where it is most useful, between 1,500 rpm and 6,000 rpm. The 3.6L VVT delivers a market-leading balance of good specific output, high torque over a broad rpm band, fuel economy and first-rate noise vibration and harshness control.

The recently announced 2008 LaCrosse Super introduces a V-8 engine and portholes to the LaCrosse lineup. With the fuel efficiency of a V-6, the new 300-horsepower (224 kW) 5.3L small-block V-8 with Active Fuel Management (AFM) technology can propel LaCrosse Super from 0-60 mph in 5.7 seconds. GM's AFM engine technology seamlessly switches between four- and eight-cylinder power to save fuel.

The LaCrosse line is built at GM's Oshawa 2 Assembly, ranked North/South America 's top manufacturing facility the past two years, according to J.D. Power and Associates.

Buick Invicta Concept, 2008

2011-03-23T19:40:00.000-07:00

Buick Invicta Concept, 2008

The sleek Buick Invicta show car revealed here in conjunction with Auto China 2008 is Buick's strongest statement yet of its deliberately international plans. The four-door midsize sedan with a coupe-like roofline presents bold direction for Buick's new generation of vehicles in the world's two biggest automotive markets - the United States and China.

Invicta has evolved from Buick concepts such as the 2004 Velite convertible and 2007 Riviera coupe, both of which received accolades for their thoroughly modern adaptation of classic Buick themes. Invicta was designed collaboratively by GM centers of expertise in Warren, Mich. and Shanghai, China. The name, which is Latin for "invincible," returns to Buick after a 45-year hiatus in the United States.

Invicta is powered by Buick's first direct injection turbocharged engine, a four-cylinder powerplant that produces 250 horsepower (186 kW) and 220 lb-ft (298 Nm) of torque. The engine is matched with a six-speed automatic transmission for maximum fuel efficiency.

Modern, sleek exterior
Invicta's designers drew inspiration from the Riviera concept. Invicta features modern and sleek proportions with exterior lines that flow uninterrupted around the vehicle. For example, Invicta's cat-eye headlamps transition into the Buick heritage-inspired sweepspear design cue, which flows seamlessly along the body sides and merges into the taillamps. Similarly, one can trace the top of the headlamp casing to the roofline and the rear of the vehicle without interruptions.

As with Riviera, Invicta features short overhangs with wheels pushed out to the corners for a well-planted stance. The overall appearance is sleek, thanks in part to a sweeping, low roofline and a front windshield that has an aggressive rake.

Up front, the Buick tri-shield is prominently displayed inside the Velite-inspired chrome vertical waterfall grille. Polished aluminum surrounding the headlamps, portholes, around the D-pillar and along the lower side of the vehicle on the lower doors accentuates the overall exterior design. Reminiscent of a number of historic Buick models, Invicta's portholes - three per side - are located on the hood rather than on the front quarter panels.

Invicta's wheelbase and high belt line give the vehicle more substantial proportions while visually reinforcing its premium appearance. Invicta's 20-inch polished aluminum wheels feature a milled Buick tri-shield in the center cap.

To signal its premium attributes while enhancing the vehicle's sleek proportions, Invicta's exterior is draped in a sumptuous AluStone color. Its warm beige tone contains wafer-thin flakes of aluminum that reflect light to emit a liquid gold appearance.

Flowing, crafted interior
The focus and attention to seamless transitions carry over inside Invicta. The doors merge to become one with the instrument panel, which morphs into the center console.

The wrap-around design of the interior and fluid design provide a spacious cabin for all passengers, especially those seated in the back of the vehicle. At nearly 100 cubic feet of interior space, Invicta delivers large-car comfort in a mid-size sedan. The sense of roominess is further accentuated by a full glass roof, which allows all passengers to enjoy the sights, day or night.

Invicta also showcases a high level of interior craftsmanship while creating an environment that is soothing, quiet, comfortable and inviting for all passengers.

The blending of premium materials - such as wood trim and polished aluminum accents, soft aniline leather, supple suede-like material and soothing Light Emitting Diode (LED) lighting technology - encase passengers in Buick luxury.

Beyond its sumptuous appearance, Buick created a show car for the senses. Authentic French seam stitching on the soft-touch instrument panel pad, door panels and steering wheel invites touch. Buttons, switches and door pulls are crafted to deliver a tactile quality experience. Soft and soothing Ice Blue ambient LED lighting on the instrument panel, around the central vehicle function controls, along the console and center storage, and in the front footwells provoke visual sophistication. Two discriminating "spotlights" also accent the center point of the front and rear seats.

Buick Enclave, 2008

2011-03-23T19:37:00.000-07:00

Buick Enclave, 2008

The Enclave is Buick's first luxury crossover SUV. It is purposely built on an all-new crossover architecture and motivated by one of GM's most powerful V-6 engines ever. The Enclave creates its own niche in the fast-growing crossover market by melding elegant interior and exterior design and a confident ride in a quiet, well-crafted roomy cabin capable of carrying up to eight passengers with space for gear. It arrives in dealer showrooms next summer.

Enclave will be available in CX and CXL trim levels, with eight exterior and three interior colors, front-wheel or all-wheel drive, a new 275-horsepower V-6 powertrain featuring variable valve timing (VVT) and mated to Buick's first six-speed automatic transmission. The 3.6L V-6 VVT is a sophisticated dual-overhead camshaft engine based on GM's global V-6 architecture. It was jointly developed at GM technical centers in Australia, Germany, Sweden and North America. The engine uses full four-cam phasing, rapid data processing and torque-based engine management to optimize power, economy and emissions performance.

A host of innovative features that are uncommon or unavailable in competitors' vehicles adds to the Enclave's standout status in the segment, including a second-row seat console that unfolds to contribute to a flat load floor when the seats are folded. Also, the armrest slides back and forth. The center console storage area is equipped with a pull-out tray. When removed, the tray reveals a deep space for storing a pair of 16-oz. bottles or other tall items. Enclave also features a power-operated liftgate, Smart Slide second-row seat feature and a DVD-based rear-seat entertainment system with one of the segment's largest display screens.

Peace of mind while maneuvering in the Enclave is enhanced with Ultrasonic Rear Park Assist and a rear back-up camera, which work integrally to provide not only a visual reference of objects directly behind the vehicle, but an audible warning of the objects' proximity. Displayed on the navigation system display screen, icons and audible chimes provide an easy-to-understand reference to items behind the vehicle. Enclave also is equipped with power-adjustable outside mirrors that automatically angle downward when the vehicle is in reverse, providing a view of the curb or parking lines. The mirrors can be programmed so that one, both or none of the mirrors provide this view.

The innovative and exclusive features mentioned above are only a few of Enclave's more than 45 standard and optional features.

Highlights:
    * Rear back-up camera
    * High-intensity discharge headlamps
    * Articulating Headlights
    * Power liftgate
    * Automatic Grade Shift Logic
    * Smart Slide second-row seat
    * Voice-activated and touch-screen DVD navigation
    * Second-row center console
    * Ultrasonic Rear Parking Assist
    * Power tilt and telescoping steering wheel
    * Power folding mirrors with integrated turn signal lights
    * Heated windshield washer fluid
    * Heated front leather seats
    * Tiffany-style analog clock
    * Bose 5.1 10-speaker surround sound system
    * Rear-seat DVD entertainment system
    * Factory-installed extended-range remote start
    * Large sunroof and skylight
    * XM Satellite Radio
    * OnStar with Turn-By-Turn voice-activated navigation and more

Delivering on the promise of the concept
The production Enclave delivers on the promise of the concept vehicle that debuted at the 2006 North American International Auto Show in January. The exterior design of the Enclave is a virtual twin of the concept version, while the interior retains the elegant design and craftsmanship that made the concept Enclave popular.

Buick's luxury crossover hints to legendary design cues such as a new waterfall black chrome grille - with a bold tri-shield emblem - and portholes. Enclave's grille represents the new face of Buick that will be shared across future product offerings. The portholes, which are similar in design to those on the new Lucerne sedan, form a distinct "V" shape as they flow out from the grille and into the hood.

Enclave sits on a 118.9-inch (3,021 mm) wheelbase and has a wide, confident stance, with the wheels pushed out to the corners. This creates a "wrapped" appearance between the body and the wheels, which enhances the sure-footed stance. Large, 18-inch flangeless wheels are standard on CX models; 19-inch machined wheels are standard on CXL, while chrome, seven-spoke, 19-inch wheels are available on CXL. Twenty-inch wheels are available though Buick Accessories.

Standard high-intensity discharge (HID) headlamps and three-dimensional taillamp housings spotlight the Enclave's craftsmanship and attention to detail. Uncommon in the crossover segment, Enclave's HID headlamps have one bulb for high and low beams. The Xenon HID headlamps are standard, and GM's Articulating Headlights are available. They turn with the direction of the front wheels, providing enhanced illumination around corners.

Interior like a private jet
Enclave's interior is designed as an extension of the exterior form with complementing curves and warm, inviting colors, as well as premium, soft-touch, low-gloss materials. The instrument panel and other interior elements have precise attention to fit, finish and flushness throughout.

Buick's exclusive QuietTuning engineering process reduces, blocks and absorbs unwanted noise from entering Enclave's cabin. Some noise-reducing components include an acoustic laminated windshield, laminated safety door glass, triple door seals, flat-blade windshield wipers, strategically placed sound deadening material in more than two dozen locations throughout the vehicle and outside rearview mirrors and tires designed to minimize noise. The result is a library-quiet interior that allows passengers seated in the third row to hear a conversation between first-row occupants.

When it comes to function and roominess, Enclave looks smaller on the outside but lives bigger inside. The vehicle can be configured for seven or eight passengers, with three rows of seats, and still have space for gear behind the third row. Enclave offers 18.9 cu. ft. (535.2 L) of cargo space behind the third-row seat when in the upright position - a trunk capacity of some large sedans and room that some crossovers cannot match. With 116.2 cubic feet (3291 L) of cargo room behind the first row when all rear seats are folded, Enclave has more maximum cargo volume than the 2007 Lexus RX350 (84.7 cu. ft.), 2007 Volvo XC90 (85.1 cu. ft.), 2007 Audi Q7 (71.8 cu. ft.) and 2007 Acura MDX (83.5 cu. ft.). More than two dozen well-placed storage areas, including the instrument panel, center console and covered rear cargo convenience center, allow items to be stored out of sight.

The first row includes two bucket seats, and the standard third row features a 60/40-split bench seat that can accommodate three adult passengers. The second-row seats come standard with two captain's chairs (two passengers) with an optional second-row center console that features two large storage compartments, two cupholders and is capable of folding flat into the load floor. A second-row 60/40-split bench (three passengers) seat is also available. Seat back bolsters in the third row retract to fold flat and deploy to provide additional comfort. Second- and third-row fold-flat seats extend the load floor and maximize cargo space while providing flexibility between cargo and passenger needs. All seats have a tailored appearance, with premium cloth standard on CX models and perforated leather seats standard on CXL models. The first-row seats on CXL are heated and perforated for increased comfort and enhanced quietness.

Entering and exiting Enclave's third row is made easy by maximizing the door opening and reducing the space between the rear door and leading edge of the door opening. Enclave's car-like step-in heights for the front and rear doors also contribute to easy entry and exit. GM's Smart Slide feature allows entry in the third row with the pull of one handle. With Smart Slide, the second-row seat cushion flips up while the seatback slides forward, effectively compressing the space occupied by the seat. Second-row seats also have fore/aft adjustment. When adjusted rearward, the second-row seat provides more legroom for taller passengers; when adjusted forward, it provides more storage space or additional legroom for third-row passengers.

Aston Martin DBS Lightning Silver, 2008

2011-02-09T17:14:00.001-08:00

Aston Martin DBS Lightning Silver, 2008

Aston Martin unveiled the most eagerly anticipated car of the year the new Aston Martin DBS at the Pebble Beach Concours d'Elegance on August 16th 2007, where the company took a starring role as the featured marque.
Aston Martin Chief Executive Officer, Dr Ulrich Bez, said: "The Aston Martin DBS is the ultimate expression of Aston Martin's engineering and technical ability. It offers pure performance without compromise. The Aston Martin DBS delivers the complete driving experience and bridges the gap between our road and track cars - the Aston Martin DB9 and Aston Martin DBR9."

Equally at home on a twisting mountain circuit as on the open road, the DBS is a true thoroughbred. The Aston Martin DBS is a 6.0-litre V12 powered, race-bred, two-seater shaped by the aerodynamic demands of high performance, with an exquisite interior that marries beautifully hand-finished materials with the very latest in performance technology.

A combination of elegant design, innovative manufacturing processes, race-derived materials and components and Aston Martin's unrivalled hand-build expertise makes the Aston Martin DBS a luxury sports car without equal. Every line, crease and curve conveys the enormous potential of the Aston Martin DBS, a seductive blend of refinement and raw power, provided by the hand-built V12 producing 380kW (510bhp/517PS), a top speed of 191mph (302km/h) and a 0-62mph (0-100km/h) time of 4.3 seconds.

The Aston Martin DBS will be built at Aston Martin's global headquarters at Gaydon, near Warwickshire in the UK, joining the current Aston Martin line-up. This now comprises the elegant DB9, the agile Aston Martin V8 Vantage Coupe and the critically acclaimed Aston Martin V8 Vantage Roadster.

Aston Martin DBS: Performance
The need for high-performance stability, handling ability and low kerb weight defined the DBS's form and construction. Accordingly, the Aston Martin DBS becomes the first production Aston Martin to make extensive use of ultra-light carbon-fibre body panels. High levels of performance and control are delivered by the combination of inherent light weight, near-perfect weight distribution, a supremely powerful and flexible V12 engine, and a performance-honed six-speed transmission, together with new carbon ceramic brakes and an adaptive damper controlled suspension system.

At the heart of the Aston Martin DBS is a 6.0-litre V12 engine. The DBR9 and DBRS9 race cars are powered by an enhanced version of this same V12, tuned to produce in excess of 600bhp. The shared powerplant continues the strong link between Aston Martin's road and race cars, just as the six-cylinder engine used in the DBR1 also powered the Aston Martin DB4, DB5 and DB6 in the 1950s and 60s.

As with all current Aston Martins, the engine is hand-assembled at Aston Martin's dedicated engine facility in Cologne, Germany. The classic 6.0-litre V12 features a number of power-increasing enhancements. These include a 'by-pass' engine air intake port that opens above 5500rpm to allow more air into the engine, and re-profiled air inlet ports that further improve airflow into the combustion chamber. Combined with a compression ratio of 10.9:1, the result of these enhancements is prodigious power and torque: the Aston Martin DBS delivers 380 kW (510 bhp/517 PS) at 6500 rpm. The 3.71:1 final-drive ratio ensures that the additional power is usable, enhancing in-gear acceleration in particular.

A lightweight, rigid structure is the design engineer's ultimate goal, and achieving the right balance between strength and mass is crucial. Like the DB9 and its sibling DBR9 and DBRS9 race cars, the DBS uses Aston Martin's class-leading all-alloy VH (Vertical Horizontal) architecture, a lightweight bonded aluminium structure that provides outstanding strength and rigidity. Aston Martin's engineers have also employed advanced materials and processes to further reduce weight and increase the Aston Martin DBS's performance and dynamics.

Carbon-fibre panels are used for the boot enclosure, boot lid, door opening surrounds, front wings and bonnet, giving a saving of some 30kg over more conventional materials without any reduction in strength. "There are no restrictions on form or shape in using carbon-fibre," says Marek Reichman, Aston Martin's Design Director, "and the material allowed us to wrap bodywork around the 20" wheels and maintain the precise relationship between the wheel and the bodywork."

Each panel has been carefully sculpted to direct the airflow around the car, into the engine and to help cool the braking system. The carbon-fibre elements are produced using advanced manufacturing techniques developed from the aerospace and motorsport industries.

The new panel-making procedure also delivers an industry-best surface finish, thanks to a patented 'Surface Veil' process. The application of a 200 micron layer of epoxy and glass to the panel delivers a class-A surface that is in line with Aston Martin's tradition of high-quality finishes. Inside the car, the weave patterns on the exposed carbon-fibre elements have been carefully selected to present the most harmonious surfaces.

Aston Martin DBS: Control
As with the DB9 and DBR race cars, the Aston Martin DBS benefits from the inherent characteristics of the VH architecture. The VH underframe consists of pressed, extruded and cast aluminium components, bonded together to create an immensely strong underlying structure.

This structure means that weight is kept to a minimum, with the front-mid mounted engine and rear-mid mounted transaxle ensuring a near perfect weight distribution: 85% of the car's weight is positioned within its wheelbase. The Aston Martin DBS's polar moment of inertia is therefore very low, producing a car with natural agility, a strong, stable platform for the V12's high power output and an exhilarating driving experience.

To take full advantage of its extremely precise and rigid platform, the Aston Martin DBS employs a new and sophisticated Adaptive Damping System (ADS) which uses two separate valves to set the dampers to five different positions, allowing instant adjustment of the car's ride and handling characteristics. The ADS automatically alters the suspension settings to ensure the driver has high levels of control at all times, with the ability to respond instantly to different driving conditions. The dampers can be 'softer', with a corresponding improvement in ride quality, or 'firm', providing improved body control for more spirited driving.

The damper settings are determined by an electronic control unit which takes sensor readings from the car's systems, including throttle position, brake position, steering wheel rotation and vehicle speed. This data establishes the prevailing driving conditions and the demands the driver is making on the car.

The Aston Martin DBS's Adaptive Damping System perfectly captures the car's sporting character, ensuring that stiffer dampers are available for better handling and control when the car is being driven enthusiastically, without compromising ride comfort during 'normal' driving conditions. A designated 'Track' mode automatically sets all dampers to their firmest positions, making it ideal for circuit driving. The Aston Martin DBS is fitted with P

Aston Martin DBS Infa Red, 2008

2011-02-09T17:14:00.000-08:00

Aston Martin DBS Infa Red, 2008

Aston Martin unveiled the most eagerly anticipated car of the year the new Aston Martin DBS at the Pebble Beach Concours d'Elegance on August 16th 2007, where the company took a starring role as the featured marque.

Aston Martin Chief Executive Officer, Dr Ulrich Bez, said: "The Aston Martin DBS is the ultimate expression of Aston Martin's engineering and technical ability. It offers pure performance without compromise. The Aston Martin DBS delivers the complete driving experience and bridges the gap between our road and track cars - the Aston Martin DB9 and Aston Martin DBR9."

Equally at home on a twisting mountain circuit as on the open road, the DBS is a true thoroughbred. The Aston Martin DBS is a 6.0-litre V12 powered, race-bred, two-seater shaped by the aerodynamic demands of high performance, with an exquisite interior that marries beautifully hand-finished materials with the very latest in performance technology.

A combination of elegant design, innovative manufacturing processes, race-derived materials and components and Aston Martin's unrivalled hand-build expertise makes the Aston Martin DBS a luxury sports car without equal. Every line, crease and curve conveys the enormous potential of the Aston Martin DBS, a seductive blend of refinement and raw power, provided by the hand-built V12 producing 380kW (510bhp/517PS), a top speed of 191mph (302km/h) and a 0-62mph (0-100km/h) time of 4.3 seconds.

The Aston Martin DBS will be built at Aston Martin's global headquarters at Gaydon, near Warwickshire in the UK, joining the current Aston Martin line-up. This now comprises the elegant DB9, the agile Aston Martin V8 Vantage Coupe and the critically acclaimed Aston Martin V8 Vantage Roadster.

Aston Martin DBS: Performance
The need for high-performance stability, handling ability and low kerb weight defined the DBS's form and construction. Accordingly, the Aston Martin DBS becomes the first production Aston Martin to make extensive use of ultra-light carbon-fibre body panels. High levels of performance and control are delivered by the combination of inherent light weight, near-perfect weight distribution, a supremely powerful and flexible V12 engine, and a performance-honed six-speed transmission, together with new carbon ceramic brakes and an adaptive damper controlled suspension system.

At the heart of the Aston Martin DBS is a 6.0-litre V12 engine. The DBR9 and DBRS9 race cars are powered by an enhanced version of this same V12, tuned to produce in excess of 600bhp. The shared powerplant continues the strong link between Aston Martin's road and race cars, just as the six-cylinder engine used in the DBR1 also powered the Aston Martin DB4, DB5 and DB6 in the 1950s and 60s.

As with all current Aston Martins, the engine is hand-assembled at Aston Martin's dedicated engine facility in Cologne, Germany. The classic 6.0-litre V12 features a number of power-increasing enhancements. These include a 'by-pass' engine air intake port that opens above 5500rpm to allow more air into the engine, and re-profiled air inlet ports that further improve airflow into the combustion chamber. Combined with a compression ratio of 10.9:1, the result of these enhancements is prodigious power and torque: the Aston Martin DBS delivers 380 kW (510 bhp/517 PS) at 6500 rpm. The 3.71:1 final-drive ratio ensures that the additional power is usable, enhancing in-gear acceleration in particular.

A lightweight, rigid structure is the design engineer's ultimate goal, and achieving the right balance between strength and mass is crucial. Like the DB9 and its sibling DBR9 and DBRS9 race cars, the DBS uses Aston Martin's class-leading all-alloy VH (Vertical Horizontal) architecture, a lightweight bonded aluminium structure that provides outstanding strength and rigidity. Aston Martin's engineers have also employed advanced materials and processes to further reduce weight and increase the Aston Martin DBS's performance and dynamics.

Carbon-fibre panels are used for the boot enclosure, boot lid, door opening surrounds, front wings and bonnet, giving a saving of some 30kg over more conventional materials without any reduction in strength. "There are no restrictions on form or shape in using carbon-fibre," says Marek Reichman, Aston Martin's Design Director, "and the material allowed us to wrap bodywork around the 20" wheels and maintain the precise relationship between the wheel and the bodywork."

Each panel has been carefully sculpted to direct the airflow around the car, into the engine and to help cool the braking system. The carbon-fibre elements are produced using advanced manufacturing techniques developed from the aerospace and motorsport industries.

The new panel-making procedure also delivers an industry-best surface finish, thanks to a patented 'Surface Veil' process. The application of a 200 micron layer of epoxy and glass to the panel delivers a class-A surface that is in line with Aston Martin's tradition of high-quality finishes. Inside the car, the weave patterns on the exposed carbon-fibre elements have been carefully selected to present the most harmonious surfaces.

Aston Martin DBS, 2008

2011-02-09T17:09:00.000-08:00

Aston Martin DBS, 2008

Aston Martin unveiled the most eagerly anticipated car of the year the new Aston Martin DBS at the Pebble Beach Concours d'Elegance on August 16th 2007, where the company took a starring role as the featured marque.

Aston Martin Chief Executive Officer, Dr Ulrich Bez, said: "The Aston Martin DBS is the ultimate expression of Aston Martin's engineering and technical ability. It offers pure performance without compromise. The Aston Martin DBS delivers the complete driving experience and bridges the gap between our road and track cars - the Aston Martin DB9 and Aston Martin DBR9."

Equally at home on a twisting mountain circuit as on the open road, the DBS is a true thoroughbred. The Aston Martin DBS is a 6.0-litre V12 powered, race-bred, two-seater shaped by the aerodynamic demands of high performance, with an exquisite interior that marries beautifully hand-finished materials with the very latest in performance technology.

A combination of elegant design, innovative manufacturing processes, race-derived materials and components and Aston Martin's unrivalled hand-build expertise makes the Aston Martin DBS a luxury sports car without equal. Every line, crease and curve conveys the enormous potential of the Aston Martin DBS, a seductive blend of refinement and raw power, provided by the hand-built V12 producing 380kW (510bhp/517PS), a top speed of 191mph (302km/h) and a 0-62mph (0-100km/h) time of 4.3 seconds.

The Aston Martin DBS will be built at Aston Martin's global headquarters at Gaydon, near Warwickshire in the UK, joining the current Aston Martin line-up. This now comprises the elegant DB9, the agile Aston Martin V8 Vantage Coupe and the critically acclaimed Aston Martin V8 Vantage Roadster.

Aston Martin DBS: Performance
The need for high-performance stability, handling ability and low kerb weight defined the DBS's form and construction. Accordingly, the Aston Martin DBS becomes the first production Aston Martin to make extensive use of ultra-light carbon-fibre body panels. High levels of performance and control are delivered by the combination of inherent light weight, near-perfect weight distribution, a supremely powerful and flexible V12 engine, and a performance-honed six-speed transmission, together with new carbon ceramic brakes and an adaptive damper controlled suspension system.

At the heart of the Aston Martin DBS is a 6.0-litre V12 engine. The DBR9 and DBRS9 race cars are powered by an enhanced version of this same V12, tuned to produce in excess of 600bhp. The shared powerplant continues the strong link between Aston Martin's road and race cars, just as the six-cylinder engine used in the DBR1 also powered the Aston Martin DB4, DB5 and DB6 in the 1950s and 60s.

As with all current Aston Martins, the engine is hand-assembled at Aston Martin's dedicated engine facility in Cologne, Germany. The classic 6.0-litre V12 features a number of power-increasing enhancements. These include a 'by-pass' engine air intake port that opens above 5500rpm to allow more air into the engine, and re-profiled air inlet ports that further improve airflow into the combustion chamber. Combined with a compression ratio of 10.9:1, the result of these enhancements is prodigious power and torque: the Aston Martin DBS delivers 380 kW (510 bhp/517 PS) at 6500 rpm. The 3.71:1 final-drive ratio ensures that the additional power is usable, enhancing in-gear acceleration in particular.

A lightweight, rigid structure is the design engineer's ultimate goal, and achieving the right balance between strength and mass is crucial. Like the DB9 and its sibling DBR9 and DBRS9 race cars, the DBS uses Aston Martin's class-leading all-alloy VH (Vertical Horizontal) architecture, a lightweight bonded aluminium structure that provides outstanding strength and rigidity. Aston Martin's engineers have also employed advanced materials and processes to further reduce weight and increase the Aston Martin DBS's performance and dynamics.

Carbon-fibre panels are used for the boot enclosure, boot lid, door opening surrounds, front wings and bonnet, giving a saving of some 30kg over more conventional materials without any reduction in strength. "There are no restrictions on form or shape in using carbon-fibre," says Marek Reichman, Aston Martin's Design Director, "and the material allowed us to wrap bodywork around the 20" wheels and maintain the precise relationship between the wheel and the bodywork."

Each panel has been carefully sculpted to direct the airflow around the car, into the engine and to help cool the braking system. The carbon-fibre elements are produced using advanced manufacturing techniques developed from the aerospace and motorsport industries.

The new panel-making procedure also delivers an industry-best surface finish, thanks to a patented 'Surface Veil' process. The application of a 200 micron layer of epoxy and glass to the panel delivers a class-A surface that is in line with Aston Martin's tradition of high-quality finishes. Inside the car, the weave patterns on the exposed carbon-fibre elements have been carefully selected to present the most harmonious surfaces.

BMW 320d EfficientDynamics, 2010

2011-01-06T17:44:00.000-08:00

BMW 320d EfficientDynamics, 2010

Teaming up with the BMW 320d, the new BMW 320d EfficientDynamics Edition is being presented for the first time at the 2009 Frankfurt Motor Show. This unique saloon combines fuel consumption of just 4.1 litres diesel/100 kilometres (equal to 68.9 mpg imp) and a CO2 rating of 109 grams per kilometre in the EU test cycle with engine output of 120 kW/163 hp.

The 2.0-litre four-cylinder diesel engine of this high-tech model boasts an all-aluminium crankcase, turbocharging with variable intake geometry and common-rail direct fuel injection complete with piezo-injectors. With the engine and the entire car modified once again for an even higher standard of efficiency, this unique saloon targeted above all at the German, Italian, French and Spanish markets comes with optimised aerodynamics, an extra-long final drive ratio, and an innovative two-mass flywheel incorporating a centrifugal-force pendulum.

All this makes the BMW 320d EfficientDynamics Edition the most fuel-efficient and lowest-emission car in BMW's current model range. In the fiercely contested midrange segment it is an unparalleled, highly attractive premium offer for the truly demanding and progressive customer focusing primarily on superior economy and the environment, without wishing to forego the sporting driving characteristics so typical of a genuine BMW.

The enhanced efficiency already offered by the existing models in the BMW 3-Series thanks to BMW EfficientDynamics making these cars superior to their competitors, is now raised to an even higher level in the BMW 320d EfficientDynamics Edition.

Four-cylinder diesel engine with optimised efficiency and superior performance all in one.
The BMW 320d EfficientDynamics Edition is powered by a four-cylinder diesel engine specifically optimised for even greater fuel economy and emission management and, therefore, for a standard of efficiency never seen before. All this comes from the 2.0-litre four-cylinder power unit with its all-aluminium crankcase, turbocharging and the latest generation of common-rail fuel injection featured with various power stages also in the BMW 316d, the BMW 318d and the BMW 320d. The engine specially conceived for the BMW 320d EfficientDynamics Edition develops maximum output of 120 kW/163 hp at an engine speed of 3,500-4,200 rpm and peak torque of 360 Newton-metres/265 lb-ft all the way from 1,750 to 3,000 rpm.

The engine stands out in particular through its sporting and dynamic power from low revs. The innovative centrifugal-force pendulum incorporated in the two-mass flywheel, together with the longer transmission ratio, serves to significantly reduce the level of engine speed at all road speeds relevant in practice in the BMW 320d EfficientDynamics Edition. The shift in load points beneficial to fuel economy and emissions goes together in this case with full maintenance of the spontaneity and running smoothness so typical of a BMW diesel.

To ensure smooth driving characteristics free of vibration also when driving at particularly low engine speeds, the power unit of the BMW 320d EfficientDynamics Edition features a so-called centrifugal pendulum efficiently compensating any unsmoothness in running characteristics typically encountered at low revs. This innovative component is integrated in the engine's two-mass flywheel where it dampens the vibrations generated under load, thus ensuring comfortable and acoustically optimised development of power and performance all the way from low engine speeds.

This increase in motoring comfort will encourage the driver to use a higher gear more often or, respectively, not to shift back as he otherwise would do. But when accelerating the BMW 320d EfficientDynamics Edition still offers the driving behaviour and agility so typical of BMW.

The driving dynamics characteristic of a BMW are borne out also by the car's acceleration to 100 km/h in just 8.2 seconds and by the BMW 320d EfficientDynamics Edition accelerating in fifth gear from 80-120 km/h in 9.6 seconds. Top speed is 225 km/h or 140 mph.

Lower emissions, more driving pleasure: consistently implementing the potential of BMW EfficientDynamics.
The BMW 320d EfficientDynamics Edition comes with the complete range of technologies serving to reduce both fuel consumption and emissions and already featured as standard on the other models in the BMW 3-Series. Brake Energy Regeneration, for example, serves to concentrate the generation of electric power for the on-board network on overrun and the application of the brakes, thus avoiding even the slightest increase in fuel consumption. The Auto Start Stop function, in turn, switches off the engine even during a short stop in traffic, avoiding any unnecessary consumption of fuel while idling. The gearshift point indicator on the BMW 320d EfficientDynamics Edition, to mention yet a further example, tells the driver in good time when to shift gears in the interest of optimum efficiency. And like the detachable climate compressor, EPS Electronic Power Steering operates only when needed, again in the interest of maximum efficiency.

The electric motor featured within the EPS system therefore takes up energy only when really needed for power assistance or when required by the driver. Active cooling through air flap control and tyres with reduced roll resistance also serve to enhance the car's efficiency, and the BMW 320d EfficientDynamics Edition is likewise fitted with a diesel particulates filter close to the engine. It almost goes without saying, finally, that the BMW 320d EfficientDynamics Edition fulfils the EU5 emission standard in full.

The fuel economy and emission management also featured in the other models in the BMW 3-Series are combined in the BMW 320d EfficientDynamics Edition with additional innovations, which, together with the decrease in engine power on the BMW 320d by 10 kW or 14 hp, serve to reduce fuel consumption and emissions to an even lower level, below the CO2 standard of 110 grams per kilometre relevant to taxation in many countries.

These additional features include a longer final drive ratio and the lower chassis and suspension of the car. Newly developed Aero wheel rims in turbine wheel design - the only optical sign of distinction on the car to be seen from outside - improve the level of aerodynamics to an even higher standard, giving the BMW 320d EfficientDynamics Edition a drag coefficient of just 0.26.

Within the BMW 3-Series the BMW 320d EfficientDynamics Edition is the so far most consistent implementation of the BMW EfficientDynamics development strategy, offering the motorist who really appreciates the premium character and sporting driving qualities of a BMW 3-Series and at the same time attaches utmost significance to superior economy exactly the right choice in the midrange market segment.

Comparing the efficiency of all models in this segment, BMW, introducing the BMW 320d EfficientDynamics Edition, is once again moving a step ahead of the competition. And following BMW's general policy, the improvement of efficiency offered by this innovative technology does not even require the payment of a higher price for the BMW 320d EfficientDynamics Edition, which therefore comes at the same price as the "regular" BMW 320d, which naturally is still included in BMW's model range.

BMW 135i Coupe, 2010

2011-01-06T17:41:00.000-08:00

BMW 135i Coupe, 2010

Starting immediately the BMW 135i Coupe and the BMW 135i Convertible come with a straight-six power unit of the latest generation for the first time combining BMW TwinPower Turbo Technology, High Precision Injection and fully variable VALVETRONIC valve management, all interacting with one another to set new standards for economy with the highest level of performance.

In conjunction with the seven-speed double-clutch gearbox (DKG) featuring Sport Automatic available as an option for the first time in the BMW 1-Series as of March 2010, these superior technologies offer a further significant reduction of fuel consumption and emissions on these top-flight performers, setting up new records in acceleration and dynamic performance.

The top engine featured in both versions of the BMW 1-Series develops maximum output of 225 kW/306 hp at 5,800 rpm from a capacity of three litres, combining spontaneous and direct response with unleashed free-revving driving qualities. Peak torque of the six-cylinder is 400 Newton-metres/295 lb-ft delivered from just 1,200 rpm all the way to 5,000 rpm.

The seven-speed double-clutch gearbox with Sport Automatic shifting gears without the slightest interruption in power and torque, is likewise designed and built for dynamic performance of the highest standard.

Sport Automatic offers not just the option to shift gears manually on the electronic gear selector lever or via the shift paddles on the steering wheel, but also the usual comfort and convenience of a BMW automatic transmission.
BMW 135i Coupe

The combination of these two innovations in a compact car naturally guarantees driving pleasure of a new standard never seen before. Accelerating from 0 - 60 mph in just 5.0 and from 0 - 100 km/h in 5.2 seconds, the BMW 135i Coupe with its double-clutch gearbox offers the same supreme standard as a thoroughbred sports car even more than in the past.

A truly unique achievement in this performance class is average fuel consumption in the EU test cycle of 8.5 litres/100 kilometres (equal to provisional combined of approx. 22 mpg US), almost one litre/100 kilometres better than the comparable figure in the former model with its six-speed automatic transmission.

This significant reduction of fuel consumption, together with acceleration to 60 mph improved once again by 0.2 seconds, clearly confirms the progress made through BMW EfficientDynamics with this new engine and transmission technology.

The BMW 135i Convertible with double-clutch gearbox accelerates to 60 mph in 5.3 seconds and reaches 100 km/h in 5.5 seconds. Average fuel consumption in the EU test cycle is 8.6 litres/100 km (provisional combined US figure approx 22 mpg), which is 0.8 litres better than on the former model with automatic transmission.

On the same fuel consumption, this is better even than the acceleration and consumption figures of the respective models with a six-speed manual gearbox: the hand-shifted version of the BMW 135i Coupe accelerates to 60 mph in 5.1, the manual-gearbox version of the BMW 135i Convertible in 5.4 seconds (0 -100 km/h on the Coupe in 5.3, on the Convertible in 5.6 seconds).

At the same time the combination of the BMW TwinPower Turbo engine with the manual gearbox also newly developed likewise enhances all-round efficiency by a significant margin. In practice, this means a reduction of average fuel consumption by the BMW 135i Coupe to 8.5 litres and a reduction on the BMW 135i Convertible to 8.6 litres/100 kilometres (provisional combined US figure for both models approx. 22 mpg).

Outstanding innovation for optimised efficiency: first-ever VALVETRONIC on a turbocharged engine.

The new straight-six power unit of the BMW 135i Coupe and the BMW 135i Convertible owes its exceptional efficiency to the first-ever combination of BMW TwinPower Turbo Technology, High Precision Injection, and VALVETRONIC valve management.

The turbocharger system following the twin-scroll principle separating the ducts for three cylinders at a time both in the exhaust gas manifold and in the turbocharger, as well as VALVETRONIC developed to an even higher standard of efficiency, contributes accordingly to the extremely spontaneous and direct response of the drivetrain.

This kind of technology allows infinite adjustment of valve stroke and valve timing on the intake valves. Throttle losses in the charge cycle are reduced to a minimum and the energy contained in the fuel is put to maximum use. In conjunction with High Precision Injection likewise optimised to an even higher standard, this offers an unparalleled balance of driving performance and fuel economy never seen before in this class.

The BMW 135i Coupe and the BMW 135i Convertible come as standard with a wide range of BMW EfficientDynamics technologies combined with one another in an appropriate symbiosis for each specific market, including features such as Brake Energy Regeneration, a gearshift point indicator on models with a manual gearbox, a map-controlled oil pump, final drive with optimised warm-up running qualities, as well as on-demand control of the engine's ancillary units such as the pressure-controlled fuel pump.

Enhanced dynamics, greater efficiency: new six-speed manual gearbox and optional seven-speed Double-Clutch Gearbox.

Both the BMW 135i Coupe and the BMW 135i Convertible come as standard with a newly developed six-speed manual gearbox. Optimised for maximum efficiency, this high-tech gearbox features dry sump lubrication significantly reducing drag forces and completely avoiding splash losses in the interest of even greater efficiency all round.

The seven-speed double-clutch gearbox with Sport Automatic featured for the first time in the BMW 1-Series makes an even greater contribution to the optimisation of driving characteristics in the spirit of BMW EfficientDynamics. The double-clutch gearbox improves both acceleration and the efficiency of these compact top-flight performers, at the same time combining this dual progress with the comfort features of a BMW automatic transmission. The seven-speed double-clutch gearbox shifts gears without the slightest interruption of power and torque and offers the driver the choice of either automatic transmission or a manual gearshift.

The fast and smooth shift of gears allows unusually harmonious acceleration and helps to reduce both fuel consumption and emissions. The close, sporting increments of the seven gears ensure that the optimum transmission ratio is always available in all situations.

A combination of dry sump and injection lubrication serves to further optimise the efficiency of the engine through a supreme level of oil supply.

Last but not least, the double-clutch gearbox is controlled with utmost convenience either through the newly designed gear selector lever or by gearshift paddles on the steering wheel.

BMW 135i Coupe and BMW 135i Convertible: outstanding performers in the compact segment and beyond.

The new six-cylinder with BMW TwinPower Turbo Technology and the seven-speed double-clutch gearbox bring out the unique character of these top performers in the compact segment even more and in greater style than ever before. Through their performance alone, the BMW 135i Coupe and the BMW 135i Convertible achieve the supreme standard of a very powerful sports car. And at the same time the driving experience conveyed by both models boasts the agility typical of a BMW 1-Series.

Superior drivetrain technology and a concept unique in this class with rear-wheel drive, the passenger cell moved far to the back, and almost ideal distribution of axle load, offer the optimum combination for unique driving pleasure.

Both models come as standard with a modified M Aerodynamics Package and M Sports Suspension. Other standard features include DSC Dynamic Stability Control with an individualised set-up, an electronically masterminded locking function on the differential, as well as model-specific control maps for Servotronic power steering and the gas pedal, again underlining the sporting character of both models.

Audi A4 allroad quattro, 2010

2011-01-06T17:39:00.000-08:00

Audi A4 allroad quattro, 2010

With its permanent all-wheel drive and increased ground clearance, the Audi A4 can handle any road or trail; it also offers driving pleasure - even on unpaved surfaces. Naturally, the Audi A4 allroad quattro features all the innovative technologies which impart to the A4 model line its superiority: a range of powerful and highly energy-efficient engines, Audi drive select (intelligent handling technology), the high-tech S tronic transmission, and innovative communication and assistance systems. The vehicle will be available in early summer at a basic price of 37,100 euros.

The design of the Audi A4 allroad quattro recalls the Audi A4 Avant: crisp lines enclose tastefully curved surfaces and the low roof line establishes a coupé-like silhouette. Striking details re-interpret this model line's sporty elegance. The moon-gray single-frame radiator grille bears vertical chrome strips; an accentuated bumper and large air inlets underscore this vehicle's unique identity. Chrome rings encircle the fog lights. And in the option featuring xenon plus headlights, light-emitting diodes comprise the daytime running lights and taillights. Underneath the front end and tail end, the A4 allroad has a stainless-steel underbody guard.

Interior
Refined touches, uncompromising quality and flawless functionality: the interior of the Audi A4 allroad quattro embodies all the strengths for which Audi is renowned. The cockpit clearly serves the driver. Among the control unit's highlights: the standard electromechanical handbrake - which has replaced the lever on the center console with a button - and the central on-board monitor. A color display complements the concert or symphony sound system, or the MMI navigation system plus; the MMI's offset control unit is housed in the center console.

Customers can choose one of several different trim materials: an exclusive allroad fabric, two types of leather, or an Alcantara/leather combination. The fabric designs are available in two colors and the leather trim in seven colors (two of which feature sporty contrasting stitching). Standard inlays are micrometallic platinum; options include aluminum trigon, natural fine-grain ash, laurel nutmeg, and walnut brown. Carpeting is made of velour; the headlining is star silver, linen beige, or black (optional). Many of the operating controls gleam thanks to their standard aluminum look; the door sill trims bear special allroad logos.

The Engines
Audi will initially offer three different engines for the Audi A4 allroad quattro: a gasoline engine and two diesel engines. All three are turbocharged direct-fuel-injection engines. They command respect due to excellent performance, impressive pulling power, smooth running, and high fuel efficiency. The engines are further bolstered by pioneering technologies arising from Audi's modular efficiency expertise. For example, all three units boast a standard on-board recuperation system, which converts mechanical energy into electrical energy during deceleration.

The Driveline
The 2.0 TDI transmits its power to a six-speed manual transmission. The 3.0 TDI and 2.0 TFSI feature the next generation of Audi's dynamic and very efficient S tronic. This innovative dual-clutch transmission switches extremely smoothly among its seven gears within a few hundredths of a second. S tronic also excels thanks to its high efficiency ratio and a broad spread of the gear ratios. The seven-speed S tronic has a fully automatic mode at the ready: the driver can shift as required, if necessary via shift paddles on the steering wheel.

The differential is in front of the clutch and immediately behind the engine. This technical stroke of genius made it possible to reposition the front axle much closer to the vehicle's front end, in turn allowing for a long wheelbase and an ideal distribution of the axle loads. The benefits include steady straight-line stability, superb ride comfort, and excellent driving dynamics.

The Audi A4 allroad quattro features quattro permanent all-wheel drive as standard equipment. Its purely mechanical center differential favors the rear, distributing power at a 40:60 ratio to the front and rear axle. If necessary, the quattro permanent all-wheel drive can route up to 65 percent to the front or as much as 85 percent toward the tail end.

The Chassis
The width of the Audi A4 allroad quattro lays the foundation for its driving dynamics. The car's track is 1,583 mm (62.32 in.) at the front and 1,574 mm (61.97 in.) at the rear - some 20 mm (0.79 in.) wider, respectively, than the A4 Avant. The body is higher on account of a new chassis with longer springs, which - like the new shock absorbers - combine sportiness with comfort. The standard, 17-inch lightweight alloy wheels are fitted with 225/55 tires. At a diameter of 690 millimeters (27.17 inches), even this standard configuration looks rather imposing. For the time being, Audi is also offering 18-inch wheels.

The chassis in the Audi A4 allroad quattro retains all the advantages which distinguish the A4 model line. Steering is straightforward and responsive. A steering box beneath the wheel conveys the driver's input directly to the wheels. The five-link front suspension and the self-tracking trapezoidal-link rear suspension consist largely of aluminum to reduce unsprung weight. 16-inch brakes with excellent cooling behavior provide for rapid deceleration. It should come as no surprise that the Audi A4 allroad quattro offers sportiness, comfort, and stability - onroad and offroad. After all, it is an A4.

On rough terrain, the Audi A4 allroad quattro relies on a high-tech feature of its Electronic Stabilization Program (ESP): the Offroad Detection (ORD) technology automatically identifies the type of driving surface and adjusts the ESP's control parameters accordingly. When the driver depresses the gas pedal, ESP increases propulsive power by tolerating more wheel spin than otherwise. If necessary, it will override for a time in the interests of safety.

On paved roads, Audi drive select further enhances the joys of driving. This control system automatically and perfectly adapts the personality of the Audi A4 allroad quattro to the driver's preferences. Audi drive select namely evaluates the engine's throttle response, the Servotronic power steering, and S tronic's shift points in automatic mode. The driver can freely switch among three different engine maps: comfortable, standard, and sporty. And MMI navigation plus provides yet another on-board control option, and is individually programmable.

The Audi drive select can be paired with Audi dynamic steering. It consists of a superimposed gear system, and varies the steering ratio as well as steering assistance in a continuously variable manner. Audi drive select functions directly at low speeds and indirectly at high speeds. At the vehicle's cornering limit, the dynamic steering keeps the Audi A4 allroad quattro on course via split-second corrective actions - subsequently obviating extensive ESP intervention.

Audi A1 e-tron Concept, 2010

2011-01-06T17:37:00.000-08:00

Audi A1 e-tron Concept, 2010

The new e-tron model series from Audi will gain another new member at the 2010 Geneva Motor Show: The Audi A1 e-tron Concept is a Mega City Vehicle (MCV) with an innovative drive technology. It comes equipped with a powerful electric motor for zero-emission driving in the city. There is also an internal combustion engine on board that recharges the battery in exceptional circumstances. The Audi A1 e-tron Concept is very agile thanks to the 75 kW (102 hp) peak power of its electric motor.

The technology of the Audi A1 e-tron
The e-tron model family from Audi is just a few months old, but it already has a number of members, for each of which Audi has chosen a different drive technology. The first e-tron, which debuted at the 2009 IAA in Frankfurt/Main, is a near-series high-performance sports car with electric motors for all four wheels. The study shown at the Detroit Motor Show in 2010 is a lightweight, compact two-seater with two electric motors on the rear axle.

The Audi A1 e-tron Concept now presents another approach - a compact electric car in the premium class. The four-passenger, two-door MCV city car was designed specifically for use in the metropolitan areas of Europe and North America and in the rapidly growing megacities of Asia and South America. The Audi A1 e-tron always drives on electric power; its internal combustion engine is only used to recharge the battery in isolated cases.

The integration of the new technologies shows the holistic approach that Audi is pursuing with electric mobility. The objective is to use the energy with the lowest possible losses. The precise interaction of the components, their intelligent packaging, and the efficient management of the current flows are the product of the expertise that the company has developed in this area.

Audi has developed a proprietary thermal management system to keep the battery, the electric motor, and the power electronics within their respective ideal temperature windows.

Behind the three e-tron models is a broadly diverse and modular technology platform that continues to grow very rapidly as Audi drives development forward.

The electric motor: 75 kW (102 hp) peak power
The synchronous electric motor of the Audi A1 e-tron is mounted transversely at the front of the car. Its low mounting position has a positive effect on the vehicle's center of gravity. Continuous output is rated at 45 kW (61 hp), with peak power of 75 kW (102 hp) available in short bursts. 150 Nm (110.63 lb-ft) of torque is continuously available, and peak torque is 240 Nm (177.01 lb-ft).

The electric motor sends its power to the front wheels via a single-speed transmission. The elegant, retractable selector lever on the console of the center tunnel used to choose between "Drive," "Reverse," and "Neutral" was taken from the first Audi e-tron.

The power electronics are mounted in the engine compartment above the electric motor. The most important components are the pulse-controlled inverter, which serves as the controller between the electric motor and the battery; the DC converter, which connects the high-voltage network with the 14 volt electrical system; a breaker unit to protect the high-voltage components; and the charging module. The socket for the standard charging plug is located behind the rings in the single-frame grille of the Audi A1 e-tron. A fully depleted battery can be recharged in approximately three hours from the 380 volt grid. A display immediately adjacent to the plug-in connection shows the current charge status and the charging time remaining.

The concept of the innovative Mega City Vehicle requires the electrification of key auxiliaries. The refrigerant compressor of the climate control system, for example, is electrically powered by a high-voltage electric motor that supplies only the amount of power needed at the time.

This increases system efficiency substantially compared to conventional concepts. Thanks to a special circuit, the climate control loop also functions as a heat pump that regulates the temperature of the cabin and the battery.

The power steering of the Audi A1 e-tron is electro-mechanical and thus particularly energy-efficient. An electronic brake system makes it possible to tap into the recuperation potential of the electric motors. A hydraulic fixed-caliper brake is mounted on the front axle, with two novel electrically-actuated floating-caliper brakes mounted on the rear axle. These floating calipers are actuated not by any mechanical or hydraulic transfer elements, but rather by wire ("brake by wire"). In addition, this eliminates frictional losses due to residual slip when the brakes are not being applied. In addition, the servo unit received a new, demand-controlled electric vacuum pump.

The large electric motor powering the Audi A1 e-tron Concept can convert braking energy into electric current and feed it back into the electrical system. The high degree of recuperation benefits overall efficiency. The electric control actions are imperceptible to the driver, who notices only the familiar, precise, and perfectly controllable pedal feel.

The battery pack: a compact T arranged below the floor
The energy storage unit is arranged below the floor, where it is ideal for the center of gravity and weight distribution. The battery pack is shaped like a T, with the short "transverse beam" filling the rear section of the center tunnel and the "cross-beam" filling that area in front of the rear axle where the fuel tank is otherwise located. The 380 volt lithium-ion rechargeable battery has a nominal energy content of 12 kilowatt hours. It comprises 96 prismatic cells and weighs less than 150 kilograms (330.69 lb).

The Audi A1 e-tron can drive 50 kilometers (31.07 miles) emission-free in city traffic on the powerful battery. On longer trips, the battery is recharged by a particularly compact internal combustion engine mounted below the luggage compartment.

The range extender
The Audi A1 e-tron Concept car has a Wankel engine as a range extender, but other compact concepts are also possible. The small single-rotor Wankel has a chamber volume of 254 cc and runs at a constant 5,000 rpm in its peak efficiency window. The electronics also consider navigation data such as the destination and route profile to automatically activate the range extender as needed. The driver can also turn the range extender on and off as necessary with the push of a button The fuel tank holds 12 liters (3.17 US gallons).

The great strengths of the Wankel engine are the nearly vibration-free and quiet operation, the small dimensions, and the extremely low weight. Together with the generator, which is powered by the Wankel engine and produces 15 kW of electric power, the complete assembly weighs only around 70 kilograms (154.32 lb). This weight also includes the special power electronics, the intake, exhaust, and cooling unit, plus the insulation and the subframe.

Driving experience
The first defining impression that the driver of the Audi A1 e-tron gets is that of nearly total silence. Even the Wankel engine in the back can barely be heard when it is running.

The second characteristic perception is the power of the electric motor, nearly all of which is available instantly and thrusts the Audi A1 e-tron forward with authority. The innovative Mega City Vehicle, which despite its complex drive technology weighs only 1,190 kilograms (2,623.50 lb) delivers zero-emission driving fun in a modern and sophisticated manner. The vehicle accelerates from 0 to 100 km/h (62.14 mph) in 10.2 seconds and has a top speed of more than 130 km/h (80.78 mph).

The Audi A1 e-tron can also cover longer distances if the range extender charges the battery. The extra range, which is intended primarily for interurban driving, is 200 kilometers (124.27 miles).

According to the draft standard, the two different operating modes yield a fuel consumption of only 1.9 l/100 km (123.80 US mpg), which corresponds to CO2 emissions of 45 g/km (72.42 g/mile). In electric mode, there are zero local CO2 emissions - the compact Audi A1 e-tron Concept is thus ecological and economical.

The third impression that the Audi A1 e-tron Concept makes is that of a larger car. The compact two-door boasts all of the strengths of the new A1 model series - the carefully tuned, sporty chassis with specially designed 18 inch alloy wheels and 215/35 R18 tires; the generous, "grown-up" interior; the excellent fit and finish; and a multitude of high-end equipment.

The dark shade "ebony" dominates the interior. The seats - with stone gray seams - and the headliner are in "Alabaster White".

Design
The concept car in Geneva has a special "Aqua Mint, pearl effect" paint finish; the contrasting roof arch is offset in "High Gloss Steel dark." As with the other two e-tron models, the 18-inch wheels with a 20-spoke turbine design convey the high-tech aspiration of the concept.

The rear diffuser with aluminum trim lacks tailpipes. This emphasizes the width of the vehicle and suggests the low emissions. The two front fenders are emblazoned with the "e-tron" logo.

The "Aqua Mint, pearl effect" exterior color carries over into the interior, where it adorns the door panels and the center console. The shift lever is a special leather-wrapped design; as is typical for the e-tron models, the start-stop button was placed in the front of the center console. A specially designed battery cover at the front of the car and the range extender engine with its cooling fins displayed under a sheet of glass in the luggage compartment also serve to visually underscore the clean technology of the Audi A1 e-tron Concept. And because an innovative drive concept also calls for innovative information management, the concept car features a freely programmable instrument cluster with a virtual display surface and innovative display and operating concept.

Audi e-tron Concept, 2009

2011-01-06T17:34:00.000-08:00

Audi e-tron Concept, 2009

Audi presents the highlight of the IAA 2009: the Audi e-tron Concept, a high-performance sports car with a purely electric drive system. Four motors - two each at the front and rear axles - drive the wheels, making the concept car a true quattro. Producing 230 kW (313 hp) and 4,500 Nm (3,319.03 lb-ft) of torque, the two-seater accelerates from 0 to 100 km/h (0 - 62.14 mph) in 4.8 seconds, and from 60 to 120 km/h (37.28 - 74.56 mph) in 4.1 seconds. The lithium-ion battery provides a truly useable energy content of 42.4 kilowatt hours to enable a range of approximately 248 kilometers.

The performance figures are by no means the only evidence of the consistent and holistic strategy. The design makes it clear that the Audi e-tron Concept belongs in the major leagues of sports cars, and the package takes into account the specific realities of an electric vehicle. The battery is directly behind the passenger cabin for an optimal center of gravity and axle load distribution.

The Audi e-tron Concept is able to freely distribute the powerful torque of its four electric motors to the wheels as required. This so-called torque vectoring allows for dazzling dynamics and an undreamed-of level of agility and precision when cornering.

Audi has taken a new and in some cases revolutionary approach to many of the technical modules. A heat pump is used to efficiently warm up and heat the interior. The drive system, the power electronics and the battery are controlled by an innovative thermal management system that is a crucial component for achieving the car's range without compromising its high level of interior comfort. Networking the vehicle electronics with the surroundings, which is referred to as car-to-x communication, opens new dimensions for the optimization of efficiency, safety and convenience.

The Concept
Electric drive systems are still very much outsiders. The first vehicles of this type took to the roads around 1900, yet in 2009 no volume car manufacturer has a car powered exclusively by batteries in its lineup. Fewer than 1,500 electric vehicles are currently registered in Germany, corresponding to only 0.035 percent of all registered vehicles.

Yet electric driving potentially offers numerous advantages. Electric cars reduce the dependence of transportation and the economy on the raw material petroleum. They produce no direct exhaust emissions and thus ease the local burden on the environment. Electric drive systems are also significantly more efficient than combustion engines, consequently making them easier on the customers' wallets. Other strengths include sportiness and the fun they bring to driving. All of the torque is essentially available the moment the driver steps on the accelerator, allowing for breathtaking acceleration.

There is still a lot of work to do before electric cars are ready for volume production, however. The greatest challenge is the integration of the energy storage system. Acceptable range and performance requires a traction battery that is heavy and takes up a lot of space. Audi is taking a new approach to offset these disadvantages - a holistic approach with a specific vehicle package, a systematic lightweight construction concept and an optimal configuration of all components for the electric drive.

Audi e-tron Concept - The Holistic Approach
The most important development related to batteries for electric drives are lithium-ion cells. Numerous experts throughout the world are working on their further development for use in cars, with the primary objectives being to reduce weight and increase capacity and performance. Audi has also opted for this technology, both for use in a hybrid production vehicle, such as the upcoming Q5 hybrid, and in the e-tron test platform.

The requirement specification for the concept vehicle goes far beyond battery technology and the replacement of the combustion engine with an electric drive system, however. The Audi development engineers decided back in the concept phase to design practically every component and technology based on the new requirements of electric mobility. The interaction of all elements has a decisive influence on the factors efficiency, range and practicality.

The Audi team therefore focused its attention on the total vehicle, which is reflected in the comprehensive requirement specification.
    * The reduction of road resistances and the resulting increase in range plays a major role with electric vehicles. Lightweight construction was therefore a top priority for the Audi e-tron Concept car. The body, in particular, combines low weight with supreme strength and rigidity. An intelligent aerodynamics concept with active elements helps to reduce consumption.
    * The package ensures the safe integration of the electric drive system and the battery. Placing the battery in front of the rear axle ensures an optimal axle load distribution without compromising the compact overall design and the generous amount of interior space.
    * Advanced battery technology enables a practical range. The battery system is water-cooled for optimal performance and service life.
    * A needs-based energy management system controls all functions for the chassis, convenience equipment and other auxiliary consumers.
    * The innovative thermal management system with optimally matched cooling and heating components considers the cooling requirements of the battery and the drive system in addition to the interior temperature.
    * Driving dynamics and road comfort are what Audi customers have come to expect in the sports car segment.
    * Vehicle safety is on par with the best of today's production vehicles.
    * The driver is provided with clear and comprehensive information.
    * The Audi e-tron Concept car uses car-to-x communication technology developed by Audi to improve the efficiency of conventionally powered vehicles. For example, information about traffic light cycle times and the flow of traffic - provided by the infrastructure and other vehicles - is used to compute an optimal driving strategy. Audi has already modeled such a solution in Ingolstadt as part of its "travolution" project.

Design and Package
The caliber of the car is apparent to the observer at first glance. The Audi e-tron Concept has a wide, powerful stance on the road. The car body seems almost monolithic; the closed rear end appears powerful and muscular. The trapeze of the single-frame grille dominates the front end and is flanked by two large air intakes. The top of the grille merges into the flat strips of the adaptive matrix beam headlamp modules with their clear glass covers. High-efficiency LED technology is used for all lighting units - a matter of honor for Audi as the worldwide pioneer in this field.

The headlamps are the core of a fully automatic light assistance system that reacts flexibly to any situation. The new technology recognizes weather conditions and adapts the illumination to rain or fog. The technology at the heart of the light assistance system is a camera that works together with a fast computer to detect oncoming traffic, recognize lanes and measure visibilities, such as in the event of fog.

If there is oncoming traffic, for example, the high beams are turned off in the corresponding section of the illumination field. The cornering light system analyzes data from the navigation system and illuminates corners before the driver steers into them. The Audi e-tron Concept does not have conventional fog lamps that consume additional power. It instead intelligently varies the low beams to widen the illumination field, thus significantly reducing the glare from the car's own lights.

The variability of the headlamps is also reflected in their design. The LED elements change appearance and thus the character of the front end of the vehicle depending on the speed driven and the ambient conditions. The innovative lighting technology offers the Audi designers almost as much design freedom as the shape of the body does.

A new design element unique to the Audi e-tron Concept are the air intakes in the single-frame grille and in front of the rear wheel wells. They are closed flush under normal circumstances and opened by means of flaps when additional cooling air is required. Maximum efficiency is also the reason behind this measure. The concept car has a remarkably low drag coefficient, which gets even better when the flaps are closed.

The vehicle body is compact. The sweeping line of the front end and the flat curved roof immediately identify the two-seater as an Audi. The contours of the flanks are familiar. The tapering of the dynamic line above the sill and the shoulder line tie together the front end, the side and the rear, lend a plastic quality to the doors and the transition to the side air intake and sharply emphasize the Audi-typical round wheel wells with the large, 19-inch tires.

1.90 meters (74.80 in) wide, just 4.26 meters (167.72 in) long and 1.23 meters (48.43 in) tall - those are the proportions of a supercar. The wheelbase of 2.60 meters (102.36 in) leaves plenty of room between the axles for people and technology. Like with a mid-engined sports car, the cabin of the Audi e-tron Concept is shifted far forward toward the front axle, leaving room in front of the rear axle for the roughly 470 kilogram (1036.17 lb) battery unit, the inverter and the power electronics.

The two electric motors, which have their own cooling system, are mounted behind the rear axle. The front electric motors are mounted on the front axle, with their cooling system arranged in front of them. This special package, which features a 42:58 weight distribution, ensures perfect balance, which contributes to the driving dynamics of the Audi e-tron Concept.

Systematic lightweight construction is an even more important prerequisite for efficiency and range with electric vehicles than for conventionally powered automobiles. The Audi development engineers drew on the core competence of the company for the Audi e-tron Concept. The body structure is based on Audi Space Frame (ASF) technology and was realized as a hybrid construction. All add-on parts - doors, covers, sidewalls and roof - are made of a fiber-reinforced plastic.

The combination of aluminum and carbon fiber-reinforced composite material guarantees supreme rigidity coupled with low weight. Audi will soon use this technology in a similar form for production vehicles. Despite the complex drive system layout with four electric motors and a high-capacity battery system, the total weight of the Audi e-tron Concept is only around 1,600 kilograms (3527.40 lb).

Interior and Control Concept
Optical and functional references to the new drive concept characterize the interior design. They establish an advanced connection between proven Audi genes and new formal hallmarks. Typical for the Audi design language is the reduction of the architecture, controls and flow of information to the essential in favor of visible lightweight construction and a tidy overall impression.

The dash appears to float and has a curve that extends laterally into the door panels. With no need to allow for a transmission, shifter and cardan tunnel, the designers took advantage of the opportunity to create a particularly slim and lightweight center tunnel and center console. The flush gear selector, with which the driver chooses between the modes forward, reverse and neutral, emerges from the tunnel when the vehicle is started.

The cockpit of the Audi e-tron Concept is also oriented toward the driver - a further characteristic Audi trait. Instead of the classic instrument cluster, the concept car is the first Audi to be equipped with a large, fold-out central display with integrated MMI functions. It is flanked by two round dials.

The MMI is controlled via a scroll pad with a touch-sensitive surface on the steering wheel ("MMI touch") - an element inspired by modern smartphones.

While an analog speedometer on the right provides speed information, the instrument on the left tells the driver how much power is being drawn. The central display shows the range in the status bar and presents all key information from the infotainment and navigation systems. It also provides the driver with relevant data from the vehicle's communication with its surroundings. The instruments combine the analog and the digital worlds into a single unit.

Characteristic for the concept of the Audi e-tron Concept is the near total elimination of switches and small components such as the ignition. The climate control unit is located to the right above the steering wheel. The display provides temperature and ventilation information. Again drawing inspiration from a smartphone, the system is controlled by means of a touch-sensitive sliding control.

The racing-inspired lightweight bucket seats combine excellent lateral support with comfort. To contrasting colors - snow white and cognac - delineate the various zones of the interior. The colors and the high-quality materials combine elegance and sportiness.

Drive System and Energy Supply
Four asynchronous motors with a total output of 230 kilowatts (313 hp) give the Audi e-tron Concept the performance of a high-output sports car. The concept car can accelerate from 0 to 100 km/h (0 - 62.14 mph) in 4.8 seconds if necessary, and goes from 60 to 120 km/h (37.28 - 74.56 mph) in 4.1 seconds. The torque flows selectively to the wheels based on the driving situation and the condition of the road surface, resulting in outstanding traction and handling.

The top speed is limited to 200 km/h (124.27 mph), as the amount of energy required by the electric motors increases disproportionately to speed. The range in the NECD combined cycle is approximately 248 kilometers (154 miles). This good value is made possible by the integrated concept: technology specially configured for the electric drive system combined with state-of-the-art battery technology. The battery block has a total energy content of roughly 53 kilowatt hours, with the usable portion thereof restricted to 42.4 kWh in the interest of service life. Audi uses liquid cooling for the batteries.

The energy storage unit is charged with household current (230 volts, 16 amperes) via a cable and a plug. The socket is behind a cover at the back of the car. With the battery fully discharged, the charging time is between 6 and 8 hours. A high voltage (400 volts, 63 amperes) reduces this to just around 2.5 hours. The Audi engineers are working on a wireless solution to make charging more convenient. The inductive charging station, which can be placed in the garage at home or also in special parking garages, is activated automatically when the vehicle is docked. Such technology is already used today in a similar form to charge electric toothbrushes.

The battery is charged not only when the car is stationary, but also when it is in motion. The keyword here is recuperation. This form of energy recovery and return to the battery is already available today in a number of Audi production models. During braking, the alternator converts the kinetic energy into electrical energy, which it then feeds into the onboard electrical system.

The Audi e-tron Concept, which is slowed by four lightweight ceramic brake discs, takes the next large step into the future. An electronic brake system makes it possible to tap into the recuperation potential of the electric motors. A hydraulic fixed-caliper brake is mounted on the front axle, with two novel electrically-actuated floating-caliper brakes mounted on the rear axle. These floating calipers are actuated not by any mechanical or hydraulic transfer elements, but rather by wire ("brake by wire"). In addition, this eliminates frictional losses due to residual slip when the brakes are not being applied.

This decoupling of the brake pedal enables the Audi e-tron Concept's electric motors to convert all of the braking energy into electricity and recover it. The electromechanical brake system is only activated if greater deceleration is required. These control actions are unnoticeable to the driver, who feels only a predictable and constant pedal feel as with a hydraulic brake system.

Making its Automotive Debut: The Heat Pump
The heat pump - used here for the first time ever in an automobile - also serves to increase efficiency and range. Unlike a combustion engine, the electric drive system may not produce enough waste heat under all operating conditions to effectively heat the interior. Other electric vehicles are equipped with electric supplemental heaters, which consume a relatively large amount of energy. The heat pump used by Audi - and commonly used in buildings - is a highly efficient machine that uses mechanical work to provide heat with a minimum input of energy.

A high-efficiency climate control system is used to cool the interior. It works together with the thermal management system to also control the temperature of the high-voltage battery. The battery, the power electronics and the electric motors must be kept at their respective ideal operating temperatures to achieve optimal performance and range.
The drive system is heated if temperatures are cool, and cooled if hot. This preconditioning can also be extended to the interior, if necessary, so that the passengers can step into a cabin that has been heated or cooled as appropriate for their comfort.

Driving Dynamics
The normal distribution of the tractive power is clearly biased toward the rear axle in accordance with the weight distribution of the Audi e-tron Concept. Similarly to a mid-engined sports car, roughly 70 percent of the power goes the rear and 30 percent to the front. If an axle slips, this balance can be varied by means of the four centrally controlled electric motors. The electric vehicle from Audi thus enjoys all of the advantages of quattro technology.

The four individual motors, which in the interest of greater traction are installed behind the wheels as wheel drives, also enable the Audi e-tron Concept's lateral dynamics to be intelligently controlled. Similar to what the sport differential does in conventional quattro vehicles, torque vectoring - the targeted acceleration of individual wheels - makes the Audi e-tron Concept even more dynamic while simultaneously enhancing driving safety. Understeer and oversteer can be corrected by not only targeted activation of the brakes, but also by precise increases in power lasting just a few milliseconds. The concept car remains extremely neutral even under great lateral acceleration and hustles through corners as if on the proverbial rails.

The chassis has triangular double wishbones at the front axle and trapezoidal wishbones made of forged aluminum components at the rear axle - a geometry that has proven in motorsports to be the optimal prerequisite for high agility, uncompromising precision and precisely defined self-steering behavior. A taut setup was chosen for the springs and shock absorbers, but it is still very comfortable.

The direct rack-and-pinion steering gives finely differentiated feedback. Its electromechanical steering boost varies with speed, so that the Audi e-tron Concept only has to provide energy while steering, and not while driving straight ahead.

Car-to-x Communication
The electronics development engineers at Audi not only aimed to make the Audi e-tron Concept as efficient and fun to drive as possible, they were also very concerned with safety and traffic management. The technical concept car includes a prototype of an information processing system. Future generations of these systems will usher in a new era in the networking of road traffic, particularly in regions and countries with a high volume of traffic. This progress is made possible by the rapid advancements in computing power, software and communication technology.

The buzzword "car-to-x communication" refers to the direct exchange of information in flowing traffic and to the traffic environment. The letter "x" is a free variable that can refer just as easily to other vehicles as to fixed infrastructure such as traffic lights. In contrast to today's telematic systems, car-to-x communication no longer requires a central service provider to quickly and effectively pool and process information. The participants themselves perform these tasks by spontaneously networking with one another.

The future car-to-x network still needs some time before it becomes reality on the roads. This obstacle is one that can be overcome, however, as nearly every carmaker in Europe, the U.S.A. and Japan has decided to develop a common standard for hardware and software. Once all new cars are equipped with this technology, a functional network of automotive transmitters will soon be available, at least in large population centers.

GMC Terrain, 2010

2011-01-06T17:32:00.000-08:00

GMC Terrain, 2010

The GMC Terrain is a five-passenger crossover SUV that blends bold styling with fuel efficiency and premium features.

A new, 2.4L four-cylinder engine that features direct injection is expected to deliver best-in-segment highway fuel economy of 30 mpg. Maximum fuel economy is achieved in part with an "ECO" mode that is activated via a console-mounted button. When engaged, it lowers the torque converter lockup speed to 1,125 rpm to help save fuel on models equipped with the 2.4L engine.

With front-wheel-drive and all-wheel-drive models offered in SLE and SLT trim levels. The comprehensive purposeful technologies such as:
    * Standard rear vision camera
    * Programmable power rear liftgate
    * Bluetooth hands-free phone capability
    * MultiFlex sliding rear seat that increases passenger comfort or provides optimal       cargo space
    * Remote vehicle start
    * USB audio connectivity; MP3 playback
    * Seven-inch touch-screen navigation system and a 40-gigabyte hard drive
    * DVD-based rear-seat entertainment system with two independent screens
    * Standard OnStar and XM Satellite Radio

Segment-best safety is anticipated, with features that include four-wheel disc brakes with StabiliTrak electronic stability control and traction control, as well as six standard air bags: dual frontal air bags; head curtain side air bags and pelvic/thorax seat-mounted side air bags. OnStar with one-year Safe and Sound service is also standard.
Bold styling
GMC Terrain has a balanced, athletic stance and offers a commanding view of the road. Its design is characterized by bold, muscular fender flares, representing GMC's aesthetic. Surfacing is angular yet refined, with a strong and capable front-end appearance that features precise, squared-off edges.
The additional design features include a unique, three-element grille that is accented by a prominent chrome surround and projector-beam headlamps mounted in large, rectangular housings with chrome accents.
The interior details and flexibility

The GMC Terrain's rich, premium interior is influenced by industrial sculpture and exudes refinement exemplified by contrast stitching and fine materials that create a structured look throughout the cabin. A "floating" center stack, highlighted by warm ambient lighting, houses a multitude of ergonomic comfort and convenience controls.
The GMC Terrain also features great attention to detail, with smart use of storage space and compartments that are suitable for a variety of items. They include an oversized glove box; a closed storage area in the instrument panel above the center stack; a closed storage compartment under the center armrest large enough for a laptop computer; and two-tier storage in the doors.
GMC Terrain's seats were developed to provide outstanding comfort and the standard MultiFlex sliding rear seat can be moved fore or aft nearly eight inches (200 mm), providing increased passenger comfort or greater rear cargo capacity. The 60/40-split rear seatback offers additional configurations for passengers and cargo; and the rear cargo area offers 31.6 cubic feet (894 liters) of storage, as well as one of the GMC Terrain's four auxiliary power outlets. The Confident and agile driving experience.

Two new engines are offered on all GMC Terrain models, each with fuel-saving direct injection and variable valve timing technology. Vehicle highlights include:
    * New 3.0L DOHC direct injected V-6 engine estimated at 264 horsepower (197 kW), which       delivers an estimated 25 mpg highway, 18 mpg city (EPA certification pending).
    * New 2.4L Ecotec direct injected I-4 engine estimated at 182 horsepower (136 kW) that       delivers an estimated 30 mpg highway, 21 mpg city (EPA certification pending)
    * Driving range of more than 500 miles (800 km) with both engines, for less-frequent       fill-ups
The powertrains are mounted on a rigid, body-integral structure, with single-piece body side stampings and targeted applications of high-strength steel. It is the foundation of a confident driving experience that is both smooth and responsive.
GM's first application of Active Noise Cancellation (ANC) technology is used on 2.4L-equipped models. ANC uses microphones to detect booming sounds inside the vehicle and sends counteracting sound waves through the audio system's speakers, ensuring a quiet driving experience at almost all vehicle speeds.
The GMC Terrain rides on a 112.5-inch (2,857 mm) wheelbase and features a four-wheel independent suspension system, with wide front and rear tracks that enhance the ride and handling. A family of 17-inch, 18-inch aluminum and 19-inch chrome-clad wheels is available.
GMC Terrain's rack-mounted electric power steering system provides greater fuel efficiency on four-cylinder-equipped models, saving nearly 11 miles per tank of gas.

GM EN-V Concept, 2010

2011-01-06T17:27:00.000-08:00

GM EN-V Concept, 2010

By 2030, urban areas will be home to more than 60 percent of the world's 8 billion people. This will put tremendous pressure on a public infrastructure that is already struggling to meet the growing demand for transportation and basic services.

General Motors and its strategic partner, Shanghai Automotive Industry Corp. Group (SAIC), share a common vision for addressing the need for personal mobility through a radical change in personal urban transportation. They are exploring several solutions for tomorrow's drivers. Among the most promising is a new vehicle form called EN-V.

A Promising Solution
EN-V, which is short for Electric Networked-Vehicle, maintains the core principle of personal mobility - freedom - while helping remove the motor vehicle from the environmental debate and redefining design leadership. EN-V is a two-seat electric vehicle that was designed to alleviate concerns surrounding traffic congestion, parking availability, air quality and affordability for tomorrow's cities.

Three EN-V models were unveiled in Shanghai. They represent three different characteristics that emphasize the enjoyable nature of future transportation: Jiao (Pride), Miao (Magic) and Xiao (Laugh). The concepts will be showcased from May 1 through October 31 at the SAIC-GM Pavilion at World Expo 2010 Shanghai. Shanghai is expected to become one of the epicenters for the establishment of personal mobility solutions for the future.

Breakthrough Technology
GM EN-V Concept's platform has evolved from the platform of the Personal Urban Mobility and Accessibility (P.U.M.A.) prototype that was developed by Segway and debuted in April 2009. Segway has worked collaboratively with GM to develop and deliver multiple copies of the drivetrain platform that seamlessly connect to and power the various EN-Vs.

GM EN-V Concept is propelled by electric motors in each of its two driving-mode wheels. Dynamic stabilization technology empowers EN-V, giving it the unique ability to carry two passengers and light cargo in a footprint that's about a third of a traditional vehicle. It can literally "turn on a dime" within its own operating envelope. In addition, everything in EN-V is drive-by-wire, supporting its ability to operate autonomously or under manual control. The motors not only provide power for acceleration, but also bring the vehicle to a stop.

Power for the motors is provided by lithium-ion batteries that produce zero emissions. Recharging can occur from a conventional wall outlet using standard household power, allowing EN-V to travel at least 40 kilometers on a single charge. EN-V can also improve the efficiency of the public electric infrastructure since the vehicle can communicate with the electric grid to determine the best time to recharge based on overall usage.

By combining the Global Positioning System (GPS) with vehicle-to-vehicle communications and distance-sensing technologies, the EN-V concept can be driven both manually and autonomously.

Its autonomous operating capability offers the promise of reducing traffic congestion by allowing EN-V to automatically select the fastest route based on real-time traffic information. The concept also leverages wireless communications to enable a "social network" that can be used by drivers and occupants to communicate with friends or business associates while on the go.

This combination of sensing technology, wireless communication and GPS-based navigation establishes a technology foundation, pieces of which could migrate from the EN-V concept and potentially lead the way to future advanced vehicle safety systems.

The ability to communicate with other vehicles and with the infrastructure could dramatically reduce the number of vehicle accidents. Using vehicle-based sensor and camera systems, EN-V can "sense" what's around it, allowing the vehicle to react quickly to obstacles or changes in driving conditions. For example, if a pedestrian steps out in front of the vehicle, EN-V will decelerate to a slower and safer speed and stop sooner than today's vehicles.

GM has been a leader in developing autonomous vehicle technology, having worked alongside students and faculty at Carnegie Mellon University in the U.S. city of Pittsburgh, Pennsylvania. This collaboration created "The Boss" Chevrolet Tahoe, which brought autonomous vehicle operation to life in 2007. EN-V takes the lessons learned in "The Boss" and offers mobility to people who could not otherwise operate a vehicle.

"The EN-V concept represents a major breakthrough in the research that GM has been doing to bring vehicle autonomy to life," said Alan Taub, Global Vice President of GM Research and Development. "The building blocks that enable the autonomous capabilities found on the EN-V concept such as lane departure warning, blind zone detection and adaptive cruise control are being used in some GM vehicles on the road today."

GM EN-V Concept has been designed for the speed and range of today's urban drivers. It weighs less than 500 kilograms and is about 1.5 meters in length. By comparison, today's typical automobile weighs more than 1,500 kilograms and is three times as long. In addition, today's automobiles require more than 10 square meters of parking space and are parked more than 90 percent of the time. EN-V's smaller size and greater maneuverability mean the same parking lot can accommodate five times as many EN-Vs as typical automobiles.

Smaller, Smarter Design
While EN-V leads the way in terms of efficiency and technology, it also sets a new benchmark for vehicle design. For its debut, GM had design teams around the world provide their vision of what future mobility will look like. Xiao (Laugh) was designed by GM Holden's design team in Australia, while the look of Jiao (Pride) was penned by designers at GM Europe and Miao (Magic) was designed at the General Motors Advanced Design Studio in the U.S. state of California.

Each EN-V has a unique design theme to showcase the flexibility of the propulsion platform. The design gives each EN-V its own personality, with a unique opening, elegant interior and innovative color, lighting and seat technology. Xiao offers a more lighthearted appeal, with its "gumball blue" paint and nautical-inspired design. Miao takes most of its design cues from the consumer electronics industry, as evidenced by its sleek, masculine looks. Designers also used Miao to display innovative lighting solutions, including extensive use of LED accent lighting. With its clean lines and bright paintwork, Jiao takes its design influence from bullet trains and Chinese opera masks.

The body and canopy of GM EN-V Concept are constructed from carbon fiber, custom-tinted Lexan and acrylic, materials that are more commonly used in race cars, military airplanes and spacecraft because of their strength and lightweight characteristics. The ability to work with such innovative materials provided a learning opportunity for GM's design teams to study the feasibility of future traditional automotive applications.

EN-V's compact size makes it ideal for use in densely populated cities thanks to its use of advanced safety and propulsion technologies. But good things come in small packages, as witnessed by EN-V's innovative interior design, which provides maximum visibility to the world outside. A simple interface for activating Wi-Fi-based technologies keeps occupants connected to the outside world.

GM PUMA Concept, 2009

2011-01-06T17:23:00.000-08:00

GM PUMA Concept, 2009

Dubbed Project P.U.M.A. (Personal Urban Mobility and Accessibility), GM and Segway are developing an electrically powered, two-seat prototype vehicle that has only two wheels. It could allow people to travel around cities more quickly, safely, quietly and cleanly - and at a lower total cost. The vehicle also enables design creativity, fashion, fun and social networking.

GM and Segway announced their collaboration, while demonstrating the Project P.U.M.A. prototype in New York City.

Trends indicate that urbanization is growing, and with that comes increased congestion and more competition for parking. Cities around the world are actively looking for solutions to alleviate congestion and pollution. Project P.U.M.A. addresses those concerns. It combines several technologies demonstrated by GM and Segway, including electric drive and batteries; dynamic stabilization (two-wheel balancing); all-electronic acceleration, steering and braking; vehicle-to-vehicle communications; and autonomous driving and parking. Those technologies integrate in Project P.U.M.A. to increase mobility freedom, while also enabling energy efficiency, zero emissions, enhanced safety, seamless connectivity and reduced congestion in cities.

Project P.U.M.A. vehicles will also allow designers to create new fashion trends for cars, and to focus on the passion and emotion that people express through their vehicles while creating solutions that anticipate the future needs of urban customers.

The Project P.U.M.A. prototype vehicle integrates a lithium-ion battery, digital smart energy management, two-wheel balancing, dual electric wheel motors, and a dockable user interface that allows off-board connectivity. The result is an advanced and functional concept that demonstrates the capabilities of technology that exists today.

Built to carry two or more passengers, it can travel at speeds up to 35 miles per hour (56 kph), with a range up to 35 miles (56 km) between recharges.

Since the introduction of the Segway Personal Transporter (PT), Segway has established itself as the leader in the small electric vehicle space. Its approach to congestion and environmental challenges is balanced with a strong understanding of the functional needs of its customers, enabling them to do more with less. Segway has delivered more than 60,000 lithium-ion batteries to the market.

GM has been a leader in "connected vehicle" technologies since it introduced OnStar in 1996. Today, this on-board communications package connects six million subscribers in North America to OnStar safety and security services. GM has also pioneered vehicle-to-vehicle (V2V) communications systems and transponder technology. These and additional connected vehicle technologies could ultimately enable vehicles that don't crash and drive themselves.

Alfa Romeo 159 1750 TBi, 2010

2010-12-26T16:23:00.000-08:00

Alfa Romeo 159 1750 TBi, 2010

The new 159 is designed to express a sporting yet seductive personality and boasts road holding and performance that set new standards for this class of car. Two new engines in particular (a 200 HP, 1750 cc turbocharged petrol engine and a 170 HP 2.0 JTDM diesel) place the Alfa Romeo 159, in the power range that accounts for over half of Alfa Romeo sales.

Under their fascinating and highly personal exterior, all Alfa Romeos a choice of superb engines, all packed with the latest technology and bursting with performance. Alfa Romeo engines are the perfect embodiment of the sporting soul that has always set the marque apart from the competition. The Alfa Romeo 159 is certainly no exception.

The new 1750 cc turbo petrol engine (manufactured by FPT - Fiat Powertrain Technologies) comes combined with a six speed manual gearbox and boasts advanced ignition control solutions including direct fuel injection, two continuously variable valve timing units, a turbocharger and a revolutionary scavenging control system. The resulting performance is comparable to - or better than - that of many 3 litre engines while still delivering fuel consumption typical of a compact four cylinder unit.

The force behind the development of any Alfa Romeo engine is the company's determination to use technology to enhance driving pleasure. This certainly applies to the development of the new, Euro 5, "1750 Turbo Benzina 200 CV" unit destined immediately for the Alfa Romeo 159 and later on for the Alfa Romeo Brera, Spider and 159 Sportwagon.

The engine takes the Alfa Romeo 159, with its refined Italian styling and typical sporting elegance to an impressive top speed of 235 kph and accelerates it from 0 to 100 kph in just 7.7 seconds. The 200 HP Alfa Romeo 159 1750 TBi is therefore a true representative of Alfa's exclusive motoring lifestyle. Far from being a mere 'means of transport', the new 159 is a real driver's car. It delivers genuine sports performance and muscular acceleration thanks to generous torque and smooth response even at low revs and the extended power band of a modern, advanced petrol engine that minimises the need for you to 'work' the gearbox. The engine sound too is inspiring without ever becoming tiresome.

Alfa Romeo 2uettottanta Concept, 2010

2010-12-26T16:21:00.000-08:00

Alfa Romeo 2uettottanta Concept, 2010

To mark its 80th anniversary, Pininfarina proposes an "open" Alfa Romeo 2uettottanta Concept that is exciting and a delight to drive. For those who still like to dream in a car. For those looking for a mixture of vanity, entertainment, and the pleasure of life in the open air. For those who love icons as the greatest expression of the age we live in. For those who want their cars to be an uncommon sensory experience in terms of both style and driving, without being obsessed by performance. For those who want to be excited by a dynamic, sporty car that transmits the exclusiveness and refinement typical of an Alfa Romeo spider designed by Pininfarina.

2uettottanta: a name that evokes the legendary Duetto, but also the years of activity at Pininfarina, which launches the celebrations for its 80th anniversary with this concept car. And it has decided to do so with a type of car that is by definition, the work of Pininfarina: an Alfa Romeo spider. A very Italian product, which has become an export brand, representing the inexhaustible talent that the whole world associates with Italy.

The Alfa Romeo 2uettottanta Concept reflects Pininfarina's determination to look to the future with optimism following tradition, restating its excellence in design and its acknowledged capacity for aesthetic and technological innovation. It is a concept that represents an innovative approach, projected into the third millennium, to a topic that is firmly rooted in Pininfarina history, the 2-seater spider. And like the best Alfa Romeo sports cars to come from Pininfarina's pencil, the Alfa Romeo 2uettottanta Concept exalts the driving experience and concentrates on the excitement of being at the wheel of an open car with a great aesthetic personality. It is a car that can make people dream and excites even after many years. The icon of a lifestyle that harks back to a lively, tumultuous period. Like the Duetto of the Sixties, which helped to establish a trend based on the themes of rebellion and escape, thanks to the film "The Graduate".
Alfa Romeo 2uettottanta Concept

The Alfa Romeo 2uettottanta Concept is also a tribute to Alfa Romeo, which celebrates its centenary in 2010: the alliance between Alfa Romeo and Pininfarina is one of the most significant and durable in the history of the car, one of men and of passion, of design and cutting-edge technical solutions, which has generated an inestimable number of good-looking, innovative cars with plenty of temperament. With a predilection for sports cars and convertibles. The aim is to replicate all this with the Alfa Romeo 2uettottanta Concept. So a clean, elegant line was chosen for this "simple 2-seater", which is proposed with a 1750 cc turbo engine positioned longitudinally, an obvious reference to the "1750 Veloce" of 1968, one of the many versions derived from the famous "Osso di Seppia" (Cuttlefish). With its red bodywork, inspired by the typical Alfa Romeo paintwork, the 2uettottanta is 1797 mm wide, 4212.6 mm long, 1280 mm high and has a wheelbase of 2500 mm.

The pleasure of driving and feeling in harmony with nature is transformed into light, sleek, refined volumes, and shapes that seem to slip through the air easily. This generates the theme of this concept: the expression of a single volume, which is some way from the ground and suspended. The Alfa Romeo 2uettottanta Concept almost seems to lift up from the ground "going further". It is an optical effect achieved thanks to a line that crosses the whole car horizontally. An uninterrupted sign applied to dynamic, sporty proportions - typical of Alfa Romeo spiders - accentuated by the configuration of the passenger compartment, which is shifted significantly to the rear. The force of the design lies in its exaltation of simplicity, which does not need to show its muscles but concentrates purely on agility and harmony.

The front end of the Alfa Romeo 2uettottanta Concept underlines its true Alfa Romeo character. The design is simple, with a central line that runs smoothly along the nose of the car, while the execution of the surfaces is more sophisticated. At the centre, in full view, and anything but a purely decorative element, is the Alfa Romeo shield, which seems to emerge from the heart of the car and to stretch outwards, in Pininfarina's futuristic, three-dimensional approach. The shield is made of aluminium and incorporates floating horizontal flaps. On either side are the two triangular lateral air intakes. The two elements impressed on the imposing bonnet create a natural link between the logo and the large windscreen, which has been designed as a ring in hand-beaten aluminium that emerges from the body of the car without interrupting its flow. The front headlights, which adopt the latest LED technologies, are embedded under the line that gives the whole car its character. A strip of carbon in the lower part of the front acts as an air splitter, channelling the air to the rear end of the car.

The side view of the car, where the theme of the single volume is repeated, highlights the flowing line of the whole, with the shapes merging naturally. The horizontal line "cut" into the sides gives a sense of great dynamism; it starts from the front wheelarch and extends back to the rear wheel. Like an athlete, for a car, being slim also means achieving aerodynamic efficiency. Pininfarina has always strived for natural shapes that can convey efficiency and respect of the environment, an approach confirmed by its great commitment to the theme of eco-sustainable mobility. The Alfa Romeo 2uettottanta Concept is in perfect harmony with nature, becoming the formal expression of a response to the needs of our day: it is an arrow that flies through the wind almost without encountering resistance.

Smooth, essential, soft surfaces even at the rear, which echoes the front, albeit with slightly more emphasis on the muscles. The design combines stylistic simplicity with a strong character in the volumes and proportions, with details designed to underline the car's dynamic, light personality. The two bumps seem to emerge from the volume, becoming floating wings that create the roll-over bars behind the seats. At either end, these bars generate an appendix designed to hold the seat belts. Even at the rear the light clusters are slender and embedded under the line that defines the whole section.

Great attention went into the design of the interior. The result is a spacious, comfortable passenger compartment, conceived with light, dynamic volumes, which envelop the occupants in a strong, reassuring embrace. The shapes are sewn into the leather, incorporating the touch controls: in its functions, the Alfa Romeo 2uettottanta Concept is faithful to its vocation as a car designed to be a delight to drive. The facia extends fluidly to the sides merging into the doorway as the natural continuation of the volume of the car, thus creating a perfect symbiosis between exterior and interior. The dashboard has a driver-oriented configuration with an innovative approach to the classical circular Alfa Romeo "tubes" that contain the instruments. The tunnel contains the Alfa DNA gear selector in an ergonomic position; this varies the set-up of the car in three modes, Dynamic, Normal and All Weather, adapting the behaviour of the various systems on the vehicle (engine, transmission, suspension, steering, brakes, etc.) to the demands of the driver and the different driving conditions. The tunnel runs through the passenger compartment and it gives structure to the chassis, revealing the carbon elements: the choice of this material reflects Pininfarina's constant research into alternative materials that can make vehicles lighter, reducing consumption and emissions. Another strong element of the interior is the steering wheel, which is a modern interpretation of the Duetto's perforated three-spoke wheel, with the addition of a shift paddle for sequential control of the dual-clutch gearbox. An enjoyable drive and comfort are also guaranteed by the anatomical sporty seats. All the interior of the car "floats": the ventilation ducts are positioned between the passenger compartment and the hull.

The size and design of the tyres, which were created specifically for the Alfa Romeo 2uettottanta Concept in collaboration with Dunlop, accentuate the impression of strong character and force given by the car. The tyres are of the low profile type, right on the extreme edges of the plane view: designed by Pininfarina to incorporate the innovative technologies developed by Dunlop, their graphics reflect those of the car. Their aerodynamic shape and very smooth lateral profile, guarantee better roadholding and less resistance to air, thus reducing consumption. The rims are treated in aluminium in harmony with the rest of the car, and are a free interpretation of the classic five-circle Alfa Romeo pattern, revealing the high performance carbo-ceramic Alfa Romeo brakes by Brembo.

The Alfa Romeo 2uettottanta Concept is not a pure styling exercise, but also a project and research: the goal is to grasp the spirit of the spider in the configuration, the proportions and the conception of the car as well as in its stylistic imprint. This working method is part of Pininfarina's genes. For this project, the Pininfarina creative team were given carte blanche to express the values inherent in the Alfa spider "by Pininfarina", the values that are deemed to have made the Giulietta Spider or the Duetto all-time classics. To achieve this result, the car was given a particular set-up, with a low centre of gravity and a passenger compartment that is very exposed so as not to isolate the occupants from the surrounding environment. The result is to bring the road "nearer" to the eyes of the driver and to increase the sense of dynamism even at low speed.

What is the 2uettottanta effect? Desire. Whoever sees it "must" possess it, drive it, enjoy it. Because the 2uettottanta is not an unattainable dream. Nor does the 2uettottanta only want to impress at first glance, but to achieve a beauty that does not strive solely for immediate confirmation, but gradually reveals all its values and transfers them to the future, making the style eternal. As it did in the case of the Duetto, which continues to be celebrated as an icon of design after more than 40 years.

Alfa Romeo MiTo UK Version, 2009

2010-12-26T16:19:00.000-08:00

Alfa Romeo MiTo UK Version, 2009

Front on, the new addition to the range is every inch an Alfa Romeo. The instantly recognisable shield-shaped grille denotes the lineage of the Alfa Romeo MiTo and the shape of the bonnet and the headlamps pay homage to the Alfa 8C Competizione.

TURISMO
The standard specification list is long and comprehensive, featuring Alfa's advanced DNA function along with the Q2 system and electric power assisted steering. In addition, this model is fitted with Vehicle Dynamic Control - an amalgamation of ABS, Anti Slip Regulation and Brake Assistant - plus Hill Holder as standard.

Other safety features include driver, passenger, front side, window and driver's knee airbags, along with fast-reaction LED rear lights and a fire prevention system. The front passenger airbag can also be deactivated.

The LED rear lights complement the height adjustable follow-me-home headlights with titanium grey surrounds, electrically adjustable and heated colour-coded door mirrors and bumpers.

All Alfa Romeo MiTo Turismo versions come with 16" wheels with unique design trims and 195/55 tyres.
Inside the cabin, driver and passengers benefit from manual air conditioning, electric one-touch window operation plus an RDS radio with CD and MP3 reader. There's also an 'auto-close' system to complement the Alfa code immobiliser and alarm system.

Drivers can choose two different cabin colours. A Sprint Black dashboard is complemented by black / grey cloth and a Sprint Red dashboard comes with a black / red cloth combination.

RIDE AND HANDLING - SUSPENSION
Key to the sporting ride and handling characteristics of the Alfa Romeo MiTo is the suspension layout.
Two tried and tested set-ups have been employed - a MacPherson layout at the front and a semi-independent layout with torsion beam at the rear.
In particular, some key elements have been incorporated to give an exclusive feel to the Alfa Romeo MiTo chassis.

To emphasise the promptness of response, stability and control, even under extreme conditions, MiTo's track widths are among the widest in the segment - 1483mm front and 1475mm rear.

The wheel rims are also wide in relation to the size of the tyres in order to optimise the latter's handling performance. The stiff, front and rear springs give the vehicle a sporting yet pliant ride, and the torsion beam features high torsional stiffness to enable it to also act as an anti-roll bar, thereby ensuring optimum roll performance and helping maximise the promptness of response.

However, the most distinctive feature of the Alfa Romeo MiTo suspension is that the front and rear dampers feature coilover springs fitted inside the shock absorber that act in parallel with the main spring during extension travel, with the main purpose of reducing roll and increasing chassis response. Special dual-acting telescopic hydraulic dampers are fitted as standard on all versions.

ENGINES
Three petrol engines - 1.4 16V (95bhp), 1.4 TB (120bhp) and 1.4TB (155bhp) - plus two diesel engines - 1.3 JTDM (90bhp) and 1.6 JTDM (120bhp) - will become available from launch.

Four units are mated to a 6-speed manual gearbox to deliver a punchy, responsive, driving experience, and the remaining engine (1.4 120bhp) is coupled with an equally impressive 5-speed 'box.
Distinguished by its performance, eager throttle response, low fuel consumption, durability and reliability, the new 1.4 turbocharged petrol engine powers two of the five models in the petrol line-up, with two different power outputs.

1.4 16V 95bhp
The entry level - normally aspirated - petrol unit can be specified with each of the three trim levels to deliver a spirited and willing performance.

Developing 95bhp at 6000rpm and a maximum 129Nm of torque at 4500rpm, the 1.4 16V engine is capable of accelerating the Alfa Romeo MiTo from 0-62mph in 11.2 seconds, and on to a top speed of 112mph.
An ideal partner for relaxed, around town driving, this petrol engine is mated to a 6-speed manual gearbox to make longer, motorway journeys more economical and relaxed.
Official mpg figures reveal that in urban driving, the Alfa Romeo MiTo 1.4 16V covers 36.7mpg, while long journeys will push that fuel consumption figure to 58.9mpg. The combined figure is a creditable 47.9mpg.

CO2 emissions are 138g/km and put the Alfa Romeo MiTo 1.4 16V in tax band C.

1.4 TB 120bhp Turbopetrol
New to the Alfa Romeo range, and available with all three trim levels, is a 1.4 turbocharged unit that delivers enhanced levels of driving flexibility and lively performance.

Responsive and satisfying to drive, the new 1.4 TB engine is enhanced by the low inertia of the turbocharger that makes it possible to obtain maximum performance from a throttle command, without the annoying lag typical of this type of engine.
Throttle control for this unit (and the 155bhp version) is drive-by-wire, without any mechanical connection, so that the driver can obtain the desired response from the engine with the greatest energy efficiency.

The 0-62mph sprint takes 8.8 seconds, and in fifth gear, a top speed of 123mph can be attained - impressive figures that have previously been associated with larger engines.

This 1.4 TB unit develops its maximum power of 120bhp at 5000rpm but, more impressively, produces a generous 206Nm of torque at just 1750rpm.
In turn, these characteristics help the Alfa Romeo MiTo to achieve 34.9mpg around town and 56.5mpg in the extra urban cycle, plus a combined figure of 46.3mpg.
CO2 emissions of 145g/km put the Alfa Romeo MiTo 1.4 TB 120bhp in tax band C.

1.4 TB 155bhp Turbopetrol
Only available on Lusso and Veloce versions, the new 1.4TB 155bhp unit is the top performing petrol engine in the Alfa Romeo MiTo range, delivering its maximum power at 5500rpm along with a maximum torque of 230 Nm at 3000rpm.

Quickest of the Alfa Romeo MiTo launch range, this version can accelerate from 0-62mph in just 8.0 seconds and reach a top speed of 134mph.

Despite the increase in power and performance, fuel economy remains notably competitive.
Around town, drivers can achieve 33.2mpg, while motorway journeys and the combined cycle are 53.3 and 43.5mpg respectively.
A CO2 rating of 153g/km puts the Alfa Romeo MiTo 1.4TB 155bhp in tax band D.

1.3 JTDM 90bhp

The latest generation JTDM engines are trailblazing diesel technology and Alfa Romeo is now bringing that expertise to the sporty compact car sector.

1.6 JTDM 120bhp
Representing class-leading diesel technology, this Euro 5-ready 1.6 JTDM 120bhp engine delivers a massive 320Nm of torque at just 1750rpm.

As a result, the engine is perfectly matched for drivers wanting an effective combination of low running costs with useable power and flexibility for authentic driving satisfaction.

Alfa Romeo's new injection system with new-generation variable geometry turbo engines along with the most advanced exhaust gas treatment technologies - Close Coupled Diesel Particulate Filter and an integral EGR (Exhaust Gas Recirculation) system - improves control of temperature and gas flow, simultaneously guaranteeing lower emissions and low fuel consumption.

Alfa Romeo MiTo GTA Concept, 2009

2010-12-26T16:05:00.000-08:00

Alfa Romeo MiTo GTA Concept, 2009

The Alfa Romeo MiTo GTA Concept, a high performance concept of the new Alfa Romeo MiTo. Designed using the experience gained with the Alfa Romeo 8C Competizione and 8C Spider, the Alfa Romeo MiTo GTA Concept shares with the exclusive "supercar" the philosophy based on achieving the greatest driving pleasure, resulting from exceptional agility produced by a power-to-weight ratio worthy of a racing car.

In line with the famous GTA (Gran Turismo Alleggerito) signature, (Alleggerito means reduced weight in Italian), the Alfa Romeo MiTo GTA Concept prioritises weight reduction, and the achievement of an optimum power-to-weight ratio.
Considerable work has gone into lowering the vehicle's centre of gravity; thus certain components such as the tailgate spoiler, roof and mirror fairings are in carbon-fibre; while aluminium is used extensively in the braking system, suspension, and some parts of the chassis.
Under the bonnet, an exciting new petrol engine, very much in keeping with the pre-requisites of downsizing, environmental awareness, and the offer of high power and efficiency in return for low weight and optimised packaging, powers the Alfa Romeo MiTo GTA Concept.

Designed by Fiat Powertrain Technologies and exploiting the vast experience gained in the production of Twin Spark and Alfa V6 road and race engines, the compact new petrol engine employs advanced technical solutions including direct injection, dual variable valve timing, state-of-the-art turbocharging and advanced electronic management systems to produce a remarkable 240bhp from just 1742cc.

Under-floor aerodynamics have been a particular concern, while the entire car has been lowered by some 20mm. Front suspension employs new geometry with aluminium leading arms, while the rear suspension has all-new bushings, and the comprehensively revised chassis boasts an 'active' suspension system, (advanced damper control), which counteracts the transfer of load under acceleration, stiffening the rear end and maximising traction. The Alfa Romeo MiTo GTA Concept's suspension also interacts with the braking system and steering to obtain the most efficient control of vehicle dynamics, while a 'Sky-Hook' function ensures an excellent level of passenger comfort under conditions of everyday use.

Alfa Romeo Brera S, 2009

2010-12-26T16:03:00.000-08:00

Alfa Romeo Brera S, 2009

The Alfa Romeo is planning for the new, limited edition Alfa Romeo Brera S.
After a year of intensive suspension and chassis development at Prodrive, the world-leading motorsport specialist, the result is a sports coupe that subtly enhances all that is good about the original Alfa Romeo Brera, while bestowing it with outstanding driver feedback and handling.

Power comes from a choice of two existing direct injection petrol engines - the 185 bhp 2.2 JTS and the 260 bhp 3.2 V6 JTS.
Briefed to make the Alfa Romeo Brera S less of a long-distance tourer and more sporty on UK roads, the engineering team at Prodrive developed a unique suspension set-up. Prodrive engineers meticulously experimented with spring rates and ride heights to match the reduced weights of the 2008 model year Alfa Breras. Then followed an extensive damper tuning exercise to achieve the desired ride/handling balance and steering response required by driving enthusiasts in the UK.

The sports car driving experience is achieved by reducing roll and pitch, flattening the cornering attitude, and subsequently instilling confidence-inspiring steering.
To reduce roll and pitch and achieve an even flatter cornering attitude, Prodrive commissioned bespoke Eibach coil springs and Bilstein dampers.
Spring rates are increased by over 50 per cent compared to the standard Alfa Brera, giving the car a more nimble and agile feel, while the specially tuned gas-filled mono-tube dampers give tighter body control. A careful balance has been created to maintain good compliance over ridges and bumps in the road.

At the same time, the suspension static geometry has also been revised to optimise steering and handling. These changes, together with new 19" alloy wheels and Pirelli PZero Nero tyres, have created a more responsive turn-in to corners, with increased driver feedback, allowing the driver to explore the dynamic limits of the car.
To further enhance suspension geometry, the cars have been lowered by 10 mm front and rear. This lower centre of gravity helps reduce roll and improve cornering and braking performance. In addition, the lowered suspension gives the Alfa Romeo Brera S a more purposeful stance.

At each corner of the Alfa Romeo Brera S, unique Alfa Romeo 8C Competizione-inspired, lightweight 19" alloy wheels have been fitted. Although the wheels are eye-catching, the all-new design was commissioned by Prodrive primarily for performance, rather than just cosmetic appeal. The reason is unsprung weight - the weight carried by the car on the 'road side' of the spring and shock absorber. This plays a significant role in the way the car steers, handles and transmits feedback to the driver.
The lighter the wheel, the better it tracks undulations in the road surface without requiring heavy damping to control it. The unsprung weight has been further reduced by the adoption of hollow anti-roll bars and aluminium suspension components from the Factory.
As a result, the weight of both Alfa Romeo Brera S models is lower than the rest of the range. The front-wheel drive 3.2 V6 JTS is almost 100 kg lighter than the Q4 version and the 2.2 JTS version weighs 35 kg less.
The Alfa Romeo Brera S also sounds different from the standard range. The original characteristic growl of the V6 has been enhanced by careful redesign of the rear silencers. Thanks to a Holmholtz resonator connected in tandem with each silencer, the 2.2 JTS model now emits a sportier yet refined burble.

The exhaust has been altered to mirror the shape of the rear lights. Finished with chrome embellishers, they feature a Prodrive logo on the tailpipe exterior. This is just one of several subtle exterior enhancements to the award-winning Alfa Romeo Brera, including Prodrive branded front stone deflectors, and a bespoke red 'S' or 'SV6' on the C-pillar.
Inside the 3.2 V6 JTS Alfa Romeo Brera S, changes are more obvious. Not only are the supportive sports seats upholstered in soft black Frau® leather with red stitching, so are the dashboard fascia, door panels, steering wheel and gearlever. The centre console and instruments are faced in a dark finish. This interior can also be specified on the 2.2 JTS version.

Foot pedals are fashioned from drilled aluminium and the headrest recess houses a limited edition Brera S aluminium plate, featuring the flags of Italy and Britain.
For the record, the 2.2 JTS and 3.2 V6 JTS Alfa Romeo Brera S can reach 62 mph from rest in 8.6 and 7.0 seconds respectively, on the way to maximum speeds of 139 and 155 mph.

Alfa Romeo 159 Sportwagon, 2009

2010-12-26T16:01:00.000-08:00

Alfa Romeo 159 Sportwagon, 2009

Alfa Romeo 159 is an exclusive sedan combining refined Italian style with the "elegant sportiness" of Alfa Romeo. The Alfa Romeo 159 Sportwagon on the other hand combines the style, performance and handling of a genuine sports car with the flexibility of use and luggage space versatility of a prestigious station wagon.

The versions exhibited offer two new Euro 5 compliant engines which will be available from the beginning of April: the 1.75 liter 200 HP TBi engine and the 2.0 liter 170 HP JTDM engine. In detail, the Alfa Romeo 159 is fitted with the new 1.75 liter TBi engine (Euro 5) - maximum output 200 HP from 4750 to 5500 rpm and maximum torque of 320 Nm at 1400 rpm - giving it a maximum speed of 235 km/h and acceleration of 0 to 100 km/h in barely 7.7 seconds.

The powerful Alfa Romeo 159 sedan is offered in the TI sporting version, featuring lowered geometry, bigger tires, 19 inch alloy rims, miniskirts and large aluminum brakes with red calipers. So, a very determined-looking car with a decidedly "ground-hugging" look. Inside, the TI environment is recognizable from the shaped sports seats in perforated leather with the Alfa Romeo logo stitched in red, plus the steering wheel with sports grip and the gear knob covered in leather with red stitching.

The internal coverings are black and the insignia are in "brushed dark aluminum". The same impression of sportiness appears in the instrument panel graphics, the pedals and the aluminum scuff plate with TI logo. Finally, this particular version comes with high-end equipment including triple-zone climate control, VDC system with Electronic Q2, Blue&Me Nav GPS and entertainment system, Bose Hi-Fi system and Cruise Control.

Next to this car, the public can admire an Alfa Romeo 159 Sportwagon equipped with the new 2.0 liter 170 HP JTDM engine (Euro 5). With this engine, the car can reach 216 km/h and takes 9 seconds to accelerate from 0 to 100 km/h. The version displayed at Geneva is a Sport which is differentiated from the outside by the exclusive 18 inch alloy rims with the new "Turbine" design.

Inside,

the eye is caught by the sports steering wheel with radio commands, the gear knob covered in leather with black stitching and the new sports seats covered in leather. Giving a further impression of sportiness, the head lining, the parcel shelf and the pillar fairings are black, while the badges are in "brushed aluminum" and the instrument panel employs "sporty" graphics. Finally, the equipment (standard and optional) offered on this car is very high-spec: triple-zone climate control, Cruise Control, VDC system (with Electronic Q2), Bose Hi-Fi system, GPS system (with telephone and voice commands), and Visibility Pack (rain, mist and twilight sensors).

Brabus E V12 Coupe, 2010

2010-11-18T17:09:00.000-08:00

Brabus E V12 Coupe, 2010

At the Geneva Motor Show 2010 the Brabus E V12 Coupe celebrates its world debut as the world's fastest Gran Tourismo. Based on the new Mercedes E-Class Coupe, Brabus builds a luxurious 2+2-seater in small-series production. It is powered by a Brabus SV12 R Biturbo 800 twelve-cylinder displacement engine that produces 800 hp (788 bhp) / 588 kW of power and a peak torque of 1,420 Nm (1,047 lb-ft). Brabus accepted by the German Federal Vehicle Registration Agency (Kraftfahrtbundesamt) as an automobile manufacturer, offers this high-performance automobile capable of reaching speeds in excess of 370 km/h (230 mph) starting at 478,000 Euros MSRP.

Like the fourth-generation Brabus E V12 sedan the new E V12 Coupe is powered by a Brabus SV12 R Biturbo 800 displacement engine. Drawing upon decades of experience in developing and building high-performance vehicles the twelve-cylinder engine was fitted into the engine bay of the two-door E-Class.

The basis for this engine is the twelve-cylinder twin-turbo engine from the latest Mercedes 600 models. Displacement of the engine is increased from 5.5 to 6.3 liters (336 to 384 cu. in.) with the help of a special crankshaft, larger cylinder bore and correspondingly larger pistons. Both three-valve cylinder heads are optimized for mixture flow, and fitted with sport camshafts.

Underneath the custom-made hood with integrated carbon-fiber RAM airbox is space for a completely newly developed air intake system. This twin-turbo system was designed from the ground up for the new E V12 generation. It includes two custom high-performance headers with integrated turbochargers and four water-to-air intercoolers. The stainless-steel high-performance exhaust system with free-flow metal catalysts was also custom-tailored for the confined space under the E-Class Coupe.

In addition, the Brabus engine specialists have developed a precision engine management system that controls injection, ignition and driving dynamics systems. The result is an optimal combination of impressive power yield and eco-friendly emissions that meet strict EURO IV exhaust limits.

The Brabus SV12 R Biturbo 800 engine is lubricated with high-tech motor oil from technology partner ARAL. It produces a rated power output of 800 hp (788 bhp) / 588 kW at 5,500 rpm. The even more impressive peak torque of 1,420 Nm (1,047 lb-ft), available already at a low 2,100 rpm, is limited electronically to 1,100 Nm (811 lb-ft).

Power is transferred to the rear wheels via a reinforced five-speed automatic transmission and a Brabus high-performance limited-slip differential. The Brabus E V12 comes standard with state-of-the-art driving stability programs that can be deactivated at the push of a button.

Performance of the coupe is as exceptional as that of the four-door model: The Brabus E V12 Coupe sprints from 0 - 100 km/h (62 mph) in just 3.7 seconds, to 200 km/h (124 mph) in 9.9 seconds, and reaches 300 km/h (186 mph) after a mere 23.9 seconds. For street-legal use the top speed of the Gran Tourismo is limited electronically to 350 km/h (217 mph). Without the limiter the two-door twelve-cylinder car is capable of speeds in excess of 370 km/h (230 mph).

This extreme performance also places highest demands on the vehicle's aerodynamic properties. The Brabus designers went into the wind tunnel to develop a body conversion kit made from high-strength yet especially lightweight carbon fiber. The kit combines sporty design and aerodynamic efficiency to perfection.

The Brabus front was designed to reduce lift on the front axle and to provide all radiators of the V12 with an optimal supply of cooling air. Air outlets in the sides route the air quickly away from the heat exchangers. Another important design feature was to provide the front brakes with cooling air. Integrated LED daytime running lights further increase active safety.

A wider track means better directional stability at high speeds. Because of that Brabus has developed special carbon-fiber sport fenders with integrated air vents for the front axle. Special carbon-fiber rear fenders add 60 millimeters (2.4 in.) to the width of the coupe on the rear axle. The Brabus E V12 Coupe runs on especially wide wheels fitted with high-performance tires from Pirelli or YOKOHAMA. The 19-inch combination is perfect for the enormous top speed the car is capable of. The wheels are 9.5 inches and 10 inches wide and customers can choose from Brabus Monoblock designs VI, E, Q and S. Tires in size 265/30 ZR 19 are mounted on the front axle. Size 285/30 ZR 19 tires on the rear axle provide optimal traction.

Rocker panels with integrated illuminated Brabus logo and LED entrance lights route the air stream along the sides with minimum turbulence. They also lend the two-door car a longer, sleeker appearance.

The Brabus rear apron with carbon-fiber diffuser features a centrally mounted reflector and custom-tailored cutouts on either side for the Brabus quad sport exhaust system. The Brabus rear spoiler is essential for well-balanced aerodynamics at high speed.

To make the Brabus E V12 Coupe not only a superior road warrior but upon request also an extremely sporty racer on the track the suspension was completely redesigned. The redesign includes special suspension components on front and rear axle that offer a wider range of individual suspension settings.

These measures are complemented by a Brabus coil-over suspension that features a multitude of selectable settings for bound and rebound. The shock absorbers on the front and rear axle feature ten selectable settings for bound and rebound. The ride height has an adjustment range of 35 millimeters (1.4 inches). Sport sway bars can further minimize body roll during fast cornering.

The Brabus high-performance brake system meets the toughest demands, on the road or on the track. The front axle features 12-piston aluminum fixed calipers and vented and grooved steel brake discs measuring 380 x 37 millimeters (15.0 x 1.5 inches). The rear axle stops on six-piston aluminum fixed calipers gripping discs measuring 360 x 28 millimeters (14.2 x 1.1 inches). The Brabus high-performance brake system incorporates all functions of the standard Brake Assist system of the Mercedes E-Class.

The interior combines sporty character with luxurious ambiance. An ergonomically shaped sport steering wheel is part of the equipment list of the Brabus E V12 Coupe as are sport seats upholstered with the finest leather. The seats provide excellent seating comfort and lateral support.

Genuine carbon-fiber trim on dashboard, center console and doors adds further sporty highlights.

Bentley Continental GT Speed, 2008

2010-11-18T16:58:00.000-08:00

Bentley Continental GT Speed, 2008

The Bentley Continental GT Speed is the most powerful production Bentley ever and the first to top 200mph (322km/h). A potent addition to the company's highly successful Continental series, the GT Speed extends the appeal of the Continental GT coupe to driving enthusiasts who place a high value on outright performance and agile handling.

The exterior style of the new Bentley Continental GT and GT Speed models is defined by a wider, lower air intake and more upright radiator grille that also provide increased airflow to the more powerful GT Speed. Its 600bhp (610PS) W12 engine develops 15 percent more torque and nine percent more power than the standard Continental GT, while engine efficiency is optimised by the use of lower friction, lighter-weight components and a new engine management system. The resultant performance is exceptional, with a top speed of 202mph (326km/h), a zero to 60mph sprint time of just 4.3 seconds (0-100km/h in 4.5s) and effortless overtaking capability.

Complementing the Bentley Continental GT Speed's high performance is its unique chassis tune that delivers tauter handling and improved agility, with new, wider 9.5J 20-inch wheels and bespoke performance tyres as standard fitment. Fade-resistant carbon ceramic brakes are available as an option. Subtle design touches, including a dark-tinted front grille and larger sports tailpipes, reinforce the sporting character of the Bentley Continental GT Speed.

Inspiration for the Bentley Continental GT Speed came from the legendary 'Speed' models that first appeared in 1923. The standard Bentley 3-litre had already established Bentley's engineering superiority in terms of roadholding, handling and braking, but W.O. Bentley, the company's founder, recognised the market potential for a more potent version aimed at the enthusiast driver who demanded superior performance. His response, the 3-litre 'Speed Model', complete with twin SU carburettors and a higher compression ratio engine, became one of the most coveted of all Bentleys.

Both the Bentley Continental GT Speed and the 552bhp (560PS) Continental GT benefit from internal efficiency improvements to deliver reduced fuel consumption and CO2 emissions. The Continental GT remains outstandingly quick - its top speed is unchanged at 198mph (318km/h), with a 0-60mph sprint time of 4.6 seconds (0-100km/h in 4.8s).

The all-wheel drive Bentley Continental GT changed the face of the luxury coupe market and attracted a wider audience to the Bentley marque. It also represented the first step in Bentley's renaissance, positioning the company at the pinnacle of both technology and consumer aspiration. Since its launch, demand for a sportier version of the Continental GT was met by the successful introduction of the 2005 GT Mulliner Driving Specification and the limited edition GT Diamond Series in 2006, to celebrate 60 years of Bentley at Crewe. Now, with the launch of the Bentley Continental GT Speed, customers will enjoy even greater choice. Bentley Chairman and Chief Executive Dr Franz Josef-Paefgen welcomes the expansion of the Continental GT model offering: "The Continental GT is a highly successful, modern-day Bentley icon. The new Bentley Continental GT Speed, with its harder-edged character and sportier driving experience, builds on this success."

Engine enhancements for all Bentley Continental GT models
At the heart of both Bentley Continental GT models is the Bentley 6-litre, twin turbocharged W12 engine, the most compact 12-cylinder engine in production. The 48-valve head employs four camshafts and continually variable valve-timing. Power is transmitted via a ZF six-speed automatic transmission.

A host of engine and transmission enhancements have been introduced on the 552bhp (560PS) Bentley Continental GT to enhance both the refinement and efficiency of this high technology powertrain. These :

    * New crankcase design to reduce internal losses.
    * More efficient catalyst and exhaust system for improved emissions.
    * Lighter weight single chain drive for camshaft.
    * New engine management system and faster response cam sensor.

For the Bentley Continental GT, the engine continues to produce 552bhp (560PS / 412kW) at 6100 rev/min and a maximum torque of 650Nm (479lb ft) from1600 rev/min. The twin, low-inertia turbochargers are a key factor in producing the flat torque curve, characteristic of every Bentley.

A new higher output of the W12 engine is specified for the Bentley Continental GT Speed, sharing engine efficiency improvements with the GT model. New lighter weight con rods enhance engine response, while new pistons, with anodised compression ring grooves, are designed to withstand increased cylinder pressures. Together with a recalibrated version of the new engine management system, the Bentley Continental GT Speed develops nine percent more power than the GT - 600bhp (610PS) at 6000 rev/min. The maximum torque of 750Nm (553lb ft) at 1750 rev/min represents an increase of over 15 percent versus the standard engine. As a result, the Bentley Continental GT Speed becomes the first production Bentley to top 200mph (322km/h), with a V-max of 202mph (326km/h).

Both the Bentley Continental GT Speed and GT models now produce lower CO2 emissions of 396g/km, down from 410g/km, an improvement of 3.5 percent. Fuel consumption is improved by a similar amount.

Brian Gush, Director, Chassis and Powertrain, says the two new models offer something for every Bentley enthusiast: "The Continental GT will continue to be the benchmark for the luxury coupe class, offering an unrivalled blend of performance and refinement. The new Bentley Continental GT Speed is a true driver's car with immense power and superb handling."

The advanced ZF 6HP26 six-speed automatic gearbox has the ability to lock up its torque converter during normal driving conditions replicating the immediacy of a manual transmission while maintaining the smoothness of an automatic. A manual override function allows clutchless manual changes via the gearlever or steering wheel paddles.

Providing huge levels of grip and stability in all weather conditions, the all-wheel drive system harnesses the prodigious power and torque of both the Bentley Continental GT and GT Speed coupes. The system uses a central Torsen differential and a differential on both the front and rear axles providing a standard 50:50 torque split. This front to rear ratio is variable depending on the available grip and the system can sense slip of less than one percent and react by apportioning the engine's torque to either the front or rear axle.

The advanced electronic stability programme (ESP) has been uprated to ESP 8.1 for both models. The Bentley Continental GT has a new "Sport Traction" mode that moderates ESP intervention at low speeds, providing a greater degree of driver interaction and control. This is particularly beneficial from standing starts, for example when pulling away uphill on low traction surfaces.

The Bentley Continental GT Speed offers a new 'Dynamic Mode' that allows increased wheel slip at higher speeds than the 'Sport Traction' mode on the standard chassis. Torque is reinstated more quickly after the traction control system is triggered, giving the spirited driver a greater sense of control and the ability to exploit the full potential of the new engine.

Highly tuned suspension for outstanding handling
Chassis, suspension and steering modifications for both the Bentley Continental GT and GT Speed models ensure they have the handling to match their formidable powertrains. Both are suspended on double wishbones at the front and a trapezoidal multi-link system at the rear. Much of the suspension is made from lightweight aluminium. The Bentley Continental GT Speed model also benefits from a solid-mounted front subframe, while high-stiffness aluminium front uprights are common to both models. Together with stiffer rear suspension bushes these deliver even sharper handling characteristics. The Bentley Continental GT Speed also features modified front and rear anti-roll bars to minimise understeer and optimise handling balance.

Self-levelling air suspension that constantly monitors and adjusts the ride height and damping according to road conditions is common to both models, although the Bentley Continental GT Speed is engineered to sit 10mm lower at the front and 15mm lower at the rear to improve handling dynamics. Uprated springs and dampers, together with revised software control, further improve the agility and body control of the Bentley Continental GT Speed.

All-new 9.5Jx20-inch alloy wheels with bespoke Pirelli P-Zero tyres have a major effect on the GT Speed's steering and grip levels. The wider wheel and reduced tyre wall profile improve the tyre's lateral stiffness giving noticeably sharper steering response and feel. The new Pirelli performance tyres are developed specifically for the Bentley Continental GT Speed and benefit from a unique construction and rubber compound for enhanced levels of grip.

Both the Bentley Continental GT and GT Speed benefit from changes to the rack and pinion steering. Revisions to the system's hydraulics reduce friction and improve steering feel, while a new version of the speed-sensitive Servotronic system also increases levels of feedback to the driver.

Secondary ride levels - the response of the car to poor road surfaces, pot holes or cats' eyes, for example - have been improved on the 552bhp Bentley Continental GT model with the addition of low friction dampers. And even though the new Bentley Continental GT Speed has stiffer, lowered suspension its ride quality is on a par with the 2007 Bentley Continental GT.

The Bentley Continental GT and GT Speed are both equipped with the largest brakes of any production passenger car on sale today. The ventilated front discs have a 405mm diameter and are 36mm thick. Ventilated discs are also used at the back, with a diameter of 335mm and a thickness of 22mm.

For both models, the performance boundaries are further extended by Bentley's optional carbon/silicon carbide brake system. Boasting 420 x 40mm carbon-silicon carbide, cross-drilled front discs and 356 x 28mm rears, with eight-piston callipers, the new brakes are even larger than the standard system. The system provides a 20kg reduction in rotating and unsprung mass, benefiting steering response and handling.

The lightweight, fade-resistant braking system minimises disc distortion under high thermal conditions. Under normal driving conditions the brake discs will last the lifetime of the car. Furthermore, brake pad life is doubled compared with the standard braking system.

Complementing the braking systems of both Bentley Continental GT models are sophisticated safety systems, including Hydraulic Braking Assistance (HBA), anti-lock braking (ABS), drag torque control (MSR) and Electronic Brakeforce Distribution (EBD). The latter monitors the level of grip available to each tyre and apportions braking force accordingly. This not only helps reduce stopping distances but also greatly enhances the control enjoyed by the driver under heavy braking.

Subtle changes to acclaimed coupe design
The Bentley Continental GT Speed is distinguished from the Continental GT by its dark-tinted chrome matrix grille to the main and lower air intakes. Bright chromed grilles may be specified at no extra cost. At the rear, a black lower bumper valance and wider, rifled exhaust tailpipes emphasise the Bentley Continental GT Speed's sporting character, reinforced by new multi-spoke 20-inch sports alloy wheels. As an option, these may be specified with a dark chromed finish.

The Bentley Continental GT Speed's cabin is based on that of the Mulliner Driving Specification (a cost option on the standard GT). It includes a choice of veneers (Burr Walnut, Dark Stained Burr Walnut and Piano Black), Diamond-quilted hide seats with embroidered Bentley emblem, indented hide headlining, a sports alloy gearlever, three-spoke multi-function sports steering wheel, drilled alloy foot-pedals as well as 'Speed' logos to the treadplates.

A range of Mulliner options provide further opportunities for personalisation including fascia panels, header and centre console in bright aluminium or, unique to the Bentley Continental GT Speed, dark tint aluminium (compatible only with Dark Stained Burr Walnut veneer or Piano Black veneer and single tone interior colour scheme). The Bentley Continental GT also benefits from a new Bentley 'B' brake pedal.

Morgan Roadster 3.0 V6, 2004

2010-10-17T07:33:00.000-07:00

Morgan Roadster 3.0 V6, 2004

The Morgan Roadster is a car produced by the Morgan Motor Company.
It was introduced in 2004.

Dimensions
* Length : 4010 mm
* Width : 1610 mm (standard wheels)
* Height : 1220 mm

Fuel
* Fuel Tank Volume : 55 litres (12 imperial gallons)
* Fuel Consumption :
o Urban: 20.3 mpg imperial (13.91 l/100 k
o Extra Urban: 38.17 mpg imperial (7.40 l/100 km)
o Combined: 28.9 mpg imperial (9.77 l/100 km)
* CO2: 231.8

Engine
* Configuration: 3.0 litre V6 24 valve
* Bore x stroke, mm: 89 x 79.5
* Engine capacity, cm³: 2967
* Max output EEC: 166 kW (226 hp) at 6150 rpm
* Max torque EEC: 206 N·m 280 (lbf·ft) at 4900 rpm
* Power-to-weight ratio: 240 hp/t, kW/t
* Torque to weight ratio: 199 lbf·ft/short ton, 297 N·m/t

Performance

* 0 - 100 km/h (62 mph) 4.9 s
* Top speed 134 mph (215 km/h)

Mazel Identity i1, 2006

2010-10-17T07:30:00.001-07:00

Mazel Identity i1, 2006

The Identity i1 has made concrete a proposal which is not only the answer to the challenge of a new model realization but also to the creation of a new brand, a goal which is not easy to reach today.

H2R Design Consulting have studied the concept of the car, developing the design completely in Virtual Reality, and MAZEL-GROUP have executed the physical model. Both companies, located in Barcelona, demonstrate with this project their high technological capacity in the execution of this kind of projects.

The chassis, studied in composite material will be developed with ATR, a prestigious Italian company with a great experience in this field. The development of the body in white (in RTM and composite material) is on its execution phase by Studio Linea 2 in Turin (Italy)

The engine, an aluminum eight cylinder in central position with rear wheel drive with an robotized six gear Gearbox guarantees high performances and an excellent road performance.

The exterior, following the best European tradition, is characterized by generous dimensions (4,43m long per 1,92m wide, is only 1,26 m high) combined with the remarkable tires size of 19" in the front and 20" in the rear, gives the car an exclusive and sporty image. Furthermore the strong character of its designs originates not only a "pure race" sports car but also a design able to characterize a whole new brand.

The front part, consisting of three main volumes, have a lower main air intake, clearly inspirited in aeronautical solutions, which is, beyond all doubt, its most important part. The remarkable intakes for the front brake refrigeration makes up a dynamic ensemble with a strong sports character. The upper air intake, refined and perfectly integrated in the bumpers volume and the head lights in vertical position, emphasize the important width of the vehicle.

The side part is characterized by a new treatment of the surfaces, bringing together new design trends and classic solutions, which permits to obtain a product really different in relation to the solutions actually on the market. The doors, which are opening vertically, reinforce its extremely personal presence. Here, the perfectly integrated external mirror has a new lighting system developed by FICOSA.

The rear part, characterized by its separated rear lights and its remarkable lower engine cover part which is used as an air outlet conductor with a ventury effect, is easily recognizable from afar. This contribute to reach the purpose to make a car with an own, strong character.

The interior, a two seats, has been developed against the traditional solutions searching a sporty elegance combined with a high sensation of space, using a new distribution of the internal mechanical components.

All the control components of the vehicle are situated in the central panel where the Shift by Wire and the Brake by Wire solutions have permitted a new distribution of the gear and hand brake in the interior of the vehicle. This solution gives a new drive sensation. These elements have been developed by FICOSA, who also cooperated with the realization of the design.

Loremo LS Concept, 2006

2010-10-17T07:23:00.000-07:00

Loremo LS Concept, 2006

The Loremo is a lightweight vehicle whose development has taken a radical new direction: less is more and the most efficient use of energy is not to use it at all. From this motive new ideas sprang which gradually made it into the design. Even the name Loremo - Low Resistance Mobile - speaks of its streamlining and economy.

The Loremo's construction handbook would make an excellent diet recipe. Slim lines and no unnecessary ballast distinguishes the Loremo from all other cars. Its superior safety concept, excellent aerodynamic characteristics, revolutionary bodywork, the linear cell structure, and a radically new rear-axle keep it in form. It combines the economy of a compact car with the handling and feelings of a sports car. The Loremo LS - light and simple is a car which awakens emotions and yearns for sinuous roads.

Bodywork and chassis concept
The 95kg (209 lb) lightweight steel chassis - a patented linear cell structure - is one of Loremo's key elements. It performs well-above average in crash simulations and provides excellent handling characteristics with its low center of gravity and torsional stiffness. Longitudinal supports, extend at fender height along the length of the entire vehicle, increase stability and ensure that the linear cell structure remains practically undamaged in offset and side crash-tests. The centrally mounted cross-support, on which the roll bars are mounted, stiffens the longitudinal beams and houses the engine.

The non-load-bearing, self-supporting, thermoplastic body panels mould to the linear cell structure and help the Loremo to achieve its aerodynamic shape. This material has a number of advantages: it is light weight, weatherproof, scratch-resistant and it is economical. It substitutes the classical paint by a thin film, in the color of the car, during the manufacturing process. In this way the Loremo receives a high-quality, paint-like surface without environmental- damaging paints.

The intelligent, chassis air-guiding system is perfected with the help of lower tire fins and by the air stream optimized chassis design. The Loremo achieves its optimum driving characteristics with its minimized wind resistance and reduced buoyancy.

Design
Not only is the energy efficiency reflected in the dynamic, elegant lines of the Loremo but also in its sporting nature. The distinctive, powerful front stretches softly into the extended rear. There is no B-pillar as the panorama roof has no load-bearing function and is simply bolted to the roll-bar. The nose close to the street does away with a monstrous radiator grill and instead an opening provides access to the aerodynamic underside. The LED headlamps give the vehicle both a distinctive look as well as exhibiting tomorrow's display technology.

Unusually the car is entered from the front for which the entire hood of the car including the windshield is tipped forwards, allowing for upright boarding to the interior. The opened front shows the trunk, which also provides additional 600 mm (24 in) of crumple zone. The vertically- opening tailgate provides the entry to the back seats.

Interior
The Janusseater - two seats are in front of the pyramidal cross-support and two rear-facing behind it - is equipped with super-light ergonomic seats. The seats, embedded in the linear cell structure, create a feeling of sporty security and comfort. There is plenty of room for sporting equipment or for additional suitcases, if the rear-facing seats are not with passengers.

The spartan, sporty interior design does away with unnecessary fittings and its two-ply plastic construction doesn't need any additional finishing. High-quality interior furnishing in alcantara and high-tech fabrics provides spacious luxury and comfort.

If required the Loremo LS can be equipped with a simple air-conditioning system, an on-board PC with navigation system, an mp3 player, and a driver information system.

Technology
Of particular note is the rear differential-link axle, specially-developed for the Loremo, which combines the advantages of longitudinal- and semi-trailing link axles. With maximum load, the axle is indifferent to toe and camber at full suspension compression. In curves, however, the wheel leans inwards to achieve better lateral traction. An optimal load distribution of 50:50 is achieved by placing the motor centrally and 105/70 R14 low-profile tires give good road holding and perfect straight-line driving.

The 20 PS (15 kw) two-cylinder turbo-diesel motor powers the 450 kg (204 lb) light Loremo LS to up to 160 km/h (100 mph). It accelerates from 0 to 100 km/h (63 mph) in 20 s and its aerodynamic form achieves a Cw value of 0.20. Fuel consumption: tiny 1.5 liters for 100 km (157 mpg)! Thus the Loremo can travel from Munich to Rome (over 800 miles) on only one 20 liter (5 gallon) tank of fuel.

Lincoln C Concept, 2009

2010-10-17T07:14:00.000-07:00

Lincoln C Concept, 2009

Lincoln is breaking new ground with the Lincoln C Concept, a new big idea for a small luxury car. Designed with today's upscale, urban consumer in mind, the Lincoln C Concept brings the presence and elegance of a large Lincoln to a smaller, more efficient C-sized car.

Featuring a 1.6-liter Eco Boost engine and Ford's all-new dry, dual-clutch PowerShift six-speed transmission, the Lincoln C Concept achieves 43 mpg on the highway, while offering up an impressive 180 horsepower and 180 ft.-lbs. of torque. PowerShift and outstanding driving dynamics make the Lincoln C Concept fun for the driver.

Sporty, Elegant Exterior Design
When designers developed the Lincoln C Concept, their goal was to create a C-sized automobile with both presence and elegance. Their vision: a smaller, more fuel-efficient car that could maneuver easily in congested urban areas and compact parking spaces, yet still provide driver and passengers with levels of luxury and comfort usually reserved for larger sedans.

One of the most distinctive features of the Lincoln C is its unique silhouette. The visual mass of the car is very low to the road. A low-slung shoulder line with a wheel-at-each-corner stance supports a dynamic, slightly formal cabin. The aim was "go kart" visual stability combined with elegant lines and surfaces.

The modern appearance of the Lincoln C reflects the timeless, iconic elements of the Lincoln DNA: sheer surfaces bounded by defined creases; a cantilevered roof extending from a strong C-pillar; a confident double-wing chrome grille; full-width tail lamps and rocker brightwork.

The front end of the concept is unmistakably Lincoln. The signature grille encapsulates LED headlamps that - like the taillights - are made with prismatic optical elements that create depth and visual sophistication. A sculpted groove in the top of the front hood - which derives its shape from the Lincoln badge - adds a finishing touch to the grille of the car.

A low shoulder line combines with a strong, high belt line to create a sense of safety and privacy inside and outside of the vehicle.

An aluminum cantrail adds elegance to the concept by extending the beltline to the rear glass and breaking up the otherwise tall C-pillar. Aluminum is also visible inside the door apertures.

The Lincoln C is absent of a B-pillar or center post. The center-opening doors - a classic Lincoln trait that rekindles memories of the 1961 Continental - allow effortless access to first- and second-row bench seats and give the vehicle a limousine-like quality.

Sleek side mirrors house both advanced rear-view camera and blind spot detection technologies. Slit-like LED turn signal indicators are integrated into the mirrors, allowing slim, efficient light.

LED taillamps span the full-width of the Lincoln C's rear, featuring turn signal indicators that fade toward the center of the car stretch from side to side.

An all-glass roof provides a modern, futuristic look. The expansive opening illuminates the cabin and enhances the sense of spaciousness inside the car.

Designers reinterpreted the presentation of the Lincoln badge throughout the exterior of the Lincoln C in a subtle way, giving it a contemporary "race track" theme. The Lincoln star sits proudly at the center of the front end, and the rear badge is slightly morphed to suit its placement above the taillights.

A more in-depth look at various details of the Lincoln C reveals that the badge motif is repeated in discreet ways in the design of the front lower intake mesh; the shape of the glass roof and structure; the implied illuminated keyholes on the door handles; the shape of the rear-view camera that sits on the back of the roof; the design of the wheels and the pattern in the tire treads.

The exterior of the Lincoln C is bathed in a light, exterior clear coat that hints of yellow metallic.

Modern, Timeless Interior Design

Inside, the Lincoln C Concept welcomes driver and passengers to a space that looks more like the living room of a contemporary urban loft than the inside of a car.

Elements of classic Lincoln DNA permeate the cabin, including: a bright, clean, light color palette; authentic materials such as wood and metal; ambient lighting; jewel-like chrome details; bench seating; and the symmetrical design of the instrument panel, which thoughtfully serves both driver and passengers.

The interior's all-white color palette -- from roof to seats to floor -- is stunning. Subtle chrome accents on the seats, instrument panel, door panels and floor glimmer like fine jewelry. A light gray wood veneer - made from recycled wood - provides a striking contrast against the white leather on the instrument panel and door panels. The headliner is white Alcantara suede.

Because the Lincoln C Concept is two inches wider than conventional C-class vehicles, it offers the roominess of a 1961 Continental at almost half the length. In modern terms, the vehicle has the overall length of a Ford Focus and the overall width of a Lincoln MKZ.

Designers took full advantage of the extra space in the interior of the Lincoln C by incorporating luxurious bench seating in the front and back rows. They are crafted from luxurious, chromium-free leather and filled with soy foam. The seats are thin and lightweight, but because they were designed to an ergonomic comfort curve, they are extremely comfortable.

There is a single headrest on the left and a double headrest on the right for passengers in both rows. All the headrests automatically retract without occupants for optimized driver vision. Convenience trays are housed compactly behind the front bench. In the closed position, they are flush with the leather and feature chrome release handles.

One of the most eye-catching elements of the seating is the laser-engraved floral etching on the passenger side seats and floor and on the back of the driver's seat. It is a light, airy pattern that gives the interior a refined, sophisticated look.

The steering wheel is hubless, lending the driver an unobstructed view of the instrument panel. The glossy white rim rotates around a stationary chrome ring with chrome shifter paddles on both sides. Simple toggles embedded into the left and right sides of the wheel control the vehicle's navigation system and menu selection.

The instrument panel is leather-wrapped with a chrome bezel. The light, gray wood veneer forms a symmetrical shape that surrounds the center-mounted touch screen and extends out to the right and left sides. Above the center screen is the Lincoln nomenclature and badge, finished tastefully in chrome.

The panoramic instrument panel is divided into three sections and designed with a mixture of digital and analog components. The left side contains Lincoln's signature HMI menus and driver-related information. The center portion displays a multi-functional screen displaying navigation, SYNC details and a life-like custom avatar to help make everyday journeys more seamless and other helpful, driver-oriented options.

Soft, white ambient lighting creates a relaxing atmosphere inside the cabin. The lighting is integrated into the C-pillar with a front face that displays the Lincoln badge.

The roof also features an integrated rearview mirror and a chrome-trimmed Web camera that rotates to the right or left, depending on whether the driver or the passenger is communicating via the Internet. A chrome air vent follows the shape of the glass roof.

Lobini H1, 2007

2010-10-17T07:08:00.000-07:00

Lobini H1, 2007

Lobini, which was recently bought by Brax Automobile, has presented the new 2007 Lobini H1 at the "Salão do Automóvel 2006". The car has a removable hard-top roof, redesigned front with new headlights and an aerodynamic kit which makes it a very appealing sports car. On the inside the Lobini H1 comes with leather seats available in light gray, dark gray or black.

History
In 1999 Lobini project was created. It aimed at developing the best Brazilian sports car with a technology to be compared with the international vehicles of the same category. Lobini H1 is now history. It was a success in "Salão do Automóvel 2002" and it can be seen on the streets of many cities in Brazil.

The company has recently shipped one of its cars to England, and it has been working with Lotus for the technical validation of Lobini in Europe.

Engine
* VW 1.8 I Turbo with inter cooler, 4 cylinder, 20 valves and 180 hp
* Transversal rear between axis
* Electronic injection Bosh
* Unique sport stainless steel exhaust pipe

Transmission
* Five gear - mechanical transmission

Suspension
* Independent suspension in the four wheels with carbon steel triangle arm
* Hydraulic shock absorbers JRZ for competition, with Eibach coils and adjustable
* Disc brakes in the four wheels with forced ventilation system

Chassis
* Carbon steel Tubular structure with anti - corrosive treatment

Bodywork
* Plastic reinforced with fiber glass

Specifications
* Dimensions: length = 3720mm, width=1800mm, height = 1180mm
* Height from the ground: 150mm
* Between axis: 2400mm
* Fuel tank: 58 liters
* Weight: 1030kg
* Weight distribution: 41/59
* Acceleration: 0 to 100km/h in less than 6 seconds
* Wheels and tires: 17" x 7", Front: 205 45 R17 Pzero asymmetric, Rear: 225 45 R17 Pzero asymmetric

Steering wheel
* Hydraulic steering wheel - height and depth adjustable, with integrated panel

Series items
* Air conditioning
* Electric windows
* Engine start button on the panel
* Luggage compartment behind the seats
* Sound system with CD player
* Adjustable competition seats

Leblanc Mirabeau, 2005

2010-10-17T07:05:00.001-07:00

Leblanc Mirabeau, 2005

Mirabeau, the newest car from wysstec. A real piece of art with the spirit of race.

The car is designed and prepared to fulfill all the FIA/Le Mans standards to drive the car in LeMans.

With this kind of potential, the Leblanc Mirabeau really belongs on the racing track.

That this car can be driven on public roads, is sensational.

To reach the maximum of lightweight building and race feeling the car interior is optimized for maximum of speed and acceleration.

If there are some special wishes of leather interior and optional extras feel free to contact our engineers team.

Real spirit of race: Leblanc!

Technical Datasheet:

Powertrain Layout: Mid Engine / RW
Weight: 812 kg
Length: 4550 mm
Width: 2000 mm
Height: 980 mm
Wheelbase: 2800 mm
Front / Rear Track: 1733 mm / 1682 mm

Engine (by koenigsegg)
Type: V8 Supercharged
Displacement: 4.7 l
Power: >700 bhp
Torque: >850 Nm
Max Engine Speed: 7600 rpm

Wheels
Le Mans:
- 18" x 10.5" Front
- 18" x 12.5" Rear
Street
- 19" x 10.5" Front
- 19" x 12.5" Rear

Drivetrain
Transmission: 6-speed sequential
Top Speed: approx. 370 km/h

Land Rover Discovery 3, 2009

2010-10-17T07:00:00.000-07:00

Land Rover Discovery 3, 2009

The Land Rover Discovery 3 made its global debut at the 78e Salon International de l'Automobile, Geneva (March 6-16, 2008). The eye-catching exterior revisions for 2009 add fresh refinement to the acclaimed exterior design - incorporating new front and rear body colour bumpers, body coloured wheel arches and revised exterior detailing.

The pure and clean exterior design has been refined with a re-profiled front bumper, (body coloured on all models), and revised rear bumper and wheel arches, which are body coloured on higher trim levels. The distinctive, asymmetric two-piece tailgate now comes with body coloured tailgate lift handle and the attention to detail continues with the revised coloured side vent, door handles on higher trim levels, and clear-lens side repeaters across the range.

With almost 100 international awards to date, the Land Rover Discovery 3 has earned itself a reputation as the ultimate all purpose vehicle. The latest revisions add to an already class-leading package to build on the Land Rover Discovery 3's unique position as one of the most versatile vehicles in the world - on-road refinement to rival executive saloons, flexibility to surpass people carriers and class-leading all terrain capability.