Rinspeed Splash - www.robson.m3rlin.org

Swiss design company Rinspeed, makers of the Rinspeed Splash have created a true sports car which transforms into a hydrofoil speed boat capable of a very respectable 50 mph on water.

Because Rinspeed does not have the funding of large manufacturers the Splash’s styling has suffered, although this is partly due to the compromises necessary for the amphibious characteristics of the car, such as a narrow front end.

Transformation to a speed boat involves deploying a propeller at the rear, the large rear spoiler rolls under the car becoming the rear hydrofoil, and two hydrofoils integrated into the left and right sides of the splash swing down to form the front hydrofoils.
Naturally Rinspeed has constructed the Splash’s interior from waterproof materials.

Rinspeed Splash – A Dream Comes True

In what has become a fond tradition Rinspeed Design, the Swiss creative powerhouse for automotive concepts and emotions, presents yet another surprising and astounding attraction at this year’s Geneva Motor Show. To celebrate their 10th concept vehicle the Rinspeed crew has created the

Rinspeed “Splash”.

Under the ultra-light carbon-composite skin lies much more than just an agile and lively sports car. The Rinspeed “Splash” is the true incarnation of a really cool and fun sports toy. At the push of a button a cleverly thought-out hydraulic mechanism transforms the sports car into an amphibious vehicle. But that alone wasn’t enough for Frank M. Rinderknecht (48), founder and boss of Rinspeed. A highly complex integrated hydrofoil system enables the “Splash” to ‘fly’ at an altitude of about 60 cm above the water.

Rinspeed Splash - www.robson.m3rlin.org

On land, on water, and in the air

The almost magical transformation from a street vehicle into a floating and ‘flying’ all-rounder is made possible by an electronically controlled hydraulic system with an array of sophisticated sensors.

The transformation starts with the nondescript rear panel, which flips up to reveal a Z-drive in horizontal rest position, borrowed from a watercraft. The Z-drive is fitted with a conventional 3-bladed propeller and can be lowered to its fully ‘standing’ position from the cockpit. The position of the drive is infinitely variable, which guarantees immediate propulsion upon entering the water. A custom-designed transfer case sends power to the rear wheels, the propeller or both, depending on the input from the pilot. Starting at a water depth of about 1.1 meters the Z-drive can be lowered all the way to its fully ‘standing’ position. Steering commands are entered via the steering wheel and transferred to the Z-drive.

At a minimum water depth of about 1.3 meters the pilot can deploy a highly complex system of hydrofoils integrated into the sleek body of the “Splash.” The Formula-1 type rear spoiler rotates 180 degrees down and comes to rest below the “Splash.” To the left and right of the high side walls of the cockpit two hydrofoils integrated into the outside skin rotate 90 degrees to point straight down before unfolding into their lifting V shape.

Rinspeed Splash - www.robson.m3rlin.org

The angle of attack of each hydrofoil can be adjusted individually by the pilot to account for the various operating states. Already at low speeds the vehicle begins to lift itself out of the water. The fully suspended position can be reached at speeds as low as 30 km/h.  The unusual vehicle then travels as a true hydrofoil at an altitude of about 60 cm above the water. Even the wheels are free of water contact. On smooth water the “Splash” is capable of reaching a top speed of about 80 km/h (approx. 45 knots).

Naturally the “Splash” can also be operated as a ‘conventional’ amphibious vehicle. With retracted hydrofoils the “Splash” reaches a top speed of almost 50 km/h (approx. 28 knots). That is fast enough for water skiing or knee boarding.

The body of the “Splash” is designed to be watertight. Additional buoyancy chambers provide extra lift. Also borrowed from shipbuilding are a bulkhead design with independent chambers and bilge pumps – in case some water does find its way into the cockpit or the engine bay. Fourteen rubber bellows guarantee freedom of movement of drive train, suspension and steering.

Compact natural-gas power from just 750 cm3

The “Splash” is powered by an environmentally friendly bivalent turbocharged natural-gas engine. Natural gas is an extremely clean-burning fuel that consists almost entirely of methane with near-zero sulfur content. The “Splash” is the world’s first amphibious vehicle to be equipped with this future-oriented engine technology.

Preserving the environment does not mean sacrificing driving fun – and neither does the low overall weight: The turbocharged two-cylinder four-valve engine from Weber Motor powers the watercrafts and snow mobiles from Polaris, albeit as a gasoline-powered engine. In its bivalent turbocharged natural-gas configuration the engine delivers a maximum power output of 140 hp/103 kW at 7′000 rpm. The peak torque of 150 Nm is available at a low 3′500 rpm. Street performance is nothing to be ashamed of: The 825 kg quick-change artist accelerates in about 5.9 seconds to 100 km/h and reaches a top speed of 200 km/h.

Rinspeed Splash - www.robson.m3rlin.org

No bounds

The sleek lines of the “Splash” draw attention at first glance. However, one of the basic ideas behind the “Splash” concept was to design an automobile whose multi-functional capabilities are not immediately apparent. Hardly anyone will realize that the ‘soft-edge design’ “Splash” can fulfill the age-old child’s dream of almost boundless mobility at the push of a button.

The entire body of the “Splash“ consists of multi-layered carbon composite, a state-of-the-art plastic mainly used in Formula One racing. It offers exceptional stability at a low specific weight. The striking bodylines of the “Splash” are the expression of the fine art of engineering. The low windshield protects against drafts and its tinted Folia Tec glass contributes to the futuristic chrome look.

The sporty stainless-steel exhaust system from Remus provides the adequate powerful engine sound. The chrome-plated dual exhaust tips give the “Splash” a unique and highly dynamic rear appearance.

The lightweight body sits on a suspension custom-developed by KW automotive. It features inboard shock absorbers, adjustable ride firmness and height. The suspension engineers succeeded in creating a suspension that represents a perfect synthesis of ride comfort and sporty handling characteristics.

In.pro. custom-developed chrome-plated bi-xenon headlamps for the “Splash” as well as LED taillights. The latter not only represent the beginning of a new design trend, their ability to come on almost instantly also contributes to the prevention of accidents.

Rinspeed Splash - www.robson.m3rlin.org

Aye aye, Captain

The interior of the “Splash” clearly pays tribute to its maritime qualities. Lightweight and waterproof plastics cover the tubular frame and the ergonomically shaped plastic seats. The small sport steering wheel is perfect for the agile handling characteristics of the lively and highly maneuverable “Splash.” A number of chrome-plated shift knobs, which govern the amphibious functions and the angle of attack of the hydrofoils, exude an atmosphere reminiscent of an airplane cockpit.

Hydroplaning – on water only

The Rinspeed “Splash“ runs on Continental SportContact tires with 17-inch diameter in front (215/35-17) and 18 inches in the back (225/35-18). The Continental tires combine environmentally friendly design, very good handling characteristics and excellent grip. They are mounted on chrome-plated aluminum rims (7×17“ front, 7.5×18“ rear) custom-made by Barracuda.

Swiss made

Esoro

Frank M. Rinderknecht used highly advanced technology and a Swiss-based network of top automotive specialists for his project. Although there is no automobile production in Switzerland to speak of, there is a very active automotive supply industry there. Many highly innovative prototypes have been developed and manufactured in Switzerland^.

engineered by Esoro – What you dream is what you get.

For the fifth time the Swiss engineering company Esoro was hired to serve as general contractor for the entire vehicle project. Esoro was responsible for project management, engineering, design and manufacturing of the Rinspeed Splash.

Esoro masterfully met the challenge with the help of its highly competent suppliers Naval (marine), Swissauto (drive train adaptation) and Protoscar (styling). Starting with initial concepts, it took the highly skilled development team just seven months to realize the entire project including tests on the road, on the water and in the “third dimension” by flying at high speed over a lake.

Esoro has been a contract developer in the areas of automotive production, lightweight design and plastics technology for 13 years. During this time it has gained a well-deserved reputation for excellent efficiency and innovative solutions not just in these but also in other fields, including fuel-cell vehicles and prototype design. Esoro has impressively demonstrated its expertise with numerous extraordinary prototypes.

And even more: Esoro developed the new E-LFT production technology, which makes large scale production of high-strength and lightweight composite parts affordable. E-LFT composite parts weigh 30-50 percent less than comparable steel parts. Furthermore another production process for similar parts, but small scale niche markets is near completion.

Rinspeed Splash - www.robson.m3rlin.org

Gasmobil – A Strong Partner

The spread of natural gas as a fuel of choice is supported by the shareholders of gasmobil AG and local natural gas suppliers. Natural gas is a meaningful and environmentally friendly alternative fuel, which can make a significant contribution to the reduction of harmful pollutants, especially in congested urban areas. When combined with CO2-neutral biogas, the pollution emission levels are improved significantly. The most important arguments for natural gas and biogas as fuels: Lower pollution levels compared to gasoline or diesel; better mileage in hybrid versions and therefore also more economical, lighter and cleaner refueling; subsidies for the purchase of any new vehicle in some cantons; manufacturers’ guarantees; and vehicle safety similar to all other passenger cars.

Natural gas and biogas as the fuel of choice – the future is now

gasmobil, SwissEnergy and Rinspeed – three strong partners, who develop vehicles for everyday operation and future visions for mobility. The vehicles jointly displayed are fueled by environmentally friendly natural gas or biogas: the VW New Beetle Cabriolet uses standard drive train technology. The VW Golf Variant has a novel exhaust treatment concept, which was developed for gasmobil AG together with ETH Zurich, the Swiss Federal Department of Energy (BFE and SwissEnergy), the Paul Scherrer Institut Villigen (PSI), Automobil- und Motoren AG (AMAG), the den Industriellen Werken Basel (IWB), as well as the Gasverbund Mittelland AG as part of a Novatlantis Project entitled “An Innovative Vehicle Fleet For Basel”. The splash demonstrates that even unusual drive train concepts can be used both on the road and in the water every day.

Fuel supply – no problem in Europe

Employing natural gas and biogas means taking another step on the way to less crude oil dependence for the world’s economy. The tremendous environmental potential of natural gas cannot only be exploited in static use, but also by road vehicles to reduce harmful pollution levels from soot, nitrogen oxide, CO2, and hydrocarbons. Furthermore, natural gas motors reduce noise pollution levels compared to conventional units. These drive technologies are mature and market-tested. It is hard to find a manufacturer which does not have one or more models in its program. In addition to this, the gas station network in Switzerland and the rest of Europe is being developed rapidly. Round-the-clock supply is guaranteed.

SwissEnergy’s Ongoing Commitment

Through its SwissEnergy program, the Federal Office for Energy has been promoting the use of natural gas and biogas for over 10 years. Initially it mainly supported research work. Between 1996 and 2000 SwissEnergy supported a pilot and demonstration project with “Kompogas” vehicles in the region around Zurich. Over 100 vehicles were put on the road as part of the project and the responses by users were very positive.

Rinspeed Splash - www.robson.m3rlin.org

Meanwhile, the Swiss gas industry has been establishing a network of natural gas refueling stations and the car industry has been expanding its range of natural gas and biogas vehicles. For three years now, Gasverbund Mittelland AG, Rinspeed AG and SwissEnergy have been working closely to promote natural gas and biogas as a motor fuel. The concept cars designed by Rinspeed AG enable the public to visualize the possibilities offered by natural gas as a motor fuel and serve^to dispel the prejudices against this young and clean form of fuel that unfortunately continue to prevail. The use of natural gas and biogas as motor fuels helps to spare valuable resources and generates lower emissions than traditional motor fuels. Natural gas produces around 20% lower emissions per energy equivalent of the greenhouse gas CO2, and renewable biogas fuel is even CO2-neutral.

A word from our technical partners
Barracuda / Aerotechnik
Barracuda Racing Wheels – Outstanding Designs
Barracuda’s alloy wheel program presents itself in new and unmistakable designs with fresh and trendy colors. Many individual finishes as chrome, dark, light and shiny silver and outer ring bolt colors are offered.

The basic idea behind every Barracuda product is the uncompromising sportiness, expressed in the very modern stylistic idiom.

The ingenious Japanese American designer Ichiyanagi Satoshi is responsible for many of the creations. He sets lasting trends in the world of alloy wheels in the recent past.

The Voltec T3 wheel shows the uncompromising sportiness of the classic Cup wheel paired with the cool elegance of sparkling chrome. The open building method makes the wheel light weight and shows of the technology of the brakes.

Continental

Rinspeed Splash: On the Road and in the Water with Continental Tires.

The Rinspeed Splash makes it possible to travel on the road, in the water and in the air: The ultra-light concept vehicle can reach speeds up to 200 km/h as a sports car, 50 km/h when operating normally in the water and 80 km/h when functioning as a hydrofoil. When selecting a tire for the two-seated sports car, Rinspeed decided on the ContiSportContact 2 to ensure maximum grip for starting up, braking and cornering.

To guarantee that the 750 cc small but 107 kW (140 HP) powerful aggregate has just the right grip on asphalt, Rinspeed equips its Splash with ContiSportContact 2 tires of the size 215/35 R 17 on the front and 225/35 R 18 on the rear axle. The two-seater is thus ideally equipped for acceleration, braking and cornering to ensure a safe and sporty trip on the way the water.

Traditionally, Rinspeed reveals a new concept vehicle at the Geneva Motor Show, unifying new dimensions of sportiness, flexibility and environmental compatibility. With the Splash, the “Swiss dream factory” has tackled the dream of mobility on land, in the water and in the air. The result is the Splash: Powered by an extremely effective but just 750 cc natural gas engine with 107 kW (140 HP), the vehicle, weighing in at a mere 850 kg, can reach speeds of up to 200 km/h on the road. When traveling on water with its pop-up propeller, it can go up to 50 km/h (27 knots). And when its wings – which usually function as spoiler – are lowered, the Splash cruises across lakes and rivers even faster: The propeller shaft stays in the water, the Splash lifts up above the surface and accelerates to 80 km/h (43 knots). And the dream of one vehicle providing sporty and environmentally friendly travel on land, water and air becomes a reality.

The Continental Corporation is a leading supplier of tires, braking systems, chassis components and technical elastomers. In 2002 the company realized sales of EUR11.4 billion with a worldwide workforce of around 64,500.

The tire division is an official partner of the FIFA WM Germany 2006TM. Further information in this regard is available under www.conti-online.com and under www.contifanworld.com.

Rinspeed Splash - www.robson.m3rlin.org

Foila Tec® – A Companion In All Elements

The Nuremberg-based Carstyling Factory Folia Tec® has always supported unconventional, radical and forward-looking ideas. The best example for this practice is the long-standing partnership with the Swiss design and engineering company Rinspeed. This year too – in time for the 2004 Geneva Auto Show – dreams come true: the sensational Splash drives, swims and takes off with a total of ten uplifting Folia Tec® products on board. Short Shift Gear Lever plus Brake Shift Handbrake Lever ensure optimal Stop and Go performance. The Kill Switch On/Off provides the emergency functions. Lumax Sky Neon-Kits show the Splash in the most favorable light, while the Strobe Lamps – water- and shockproof – are insensitive even to water. For controlling the element air in the tyres the car engineers are using Air Caps Valve Caps. Folia Tec® Shoulder Pads prevent seatbelts from pinching by distributing their pressure more evenly over the body, so allowing the pilots to experience all three elements with maximum convenience.

Folia Tec® – Company Profile

Folia Tec®‘s styling activities comprise three fields: Car-, Bike- and Boatstyling. Founded 22 years ago by managing partner Michael Böhm, the Nuremberg-based Folia Tec® Böhm GmbH + Co Vertriebs KG initially focused on marketing Autoglass Films from America. Adopting a systematic brand development strategy – in the meantime Folia Tec® is an international registered trademark – the company then began to supply the specialized car accessories trade. Today in Germany 11 major and 8 regional centers are supplying the specialized car accessories trade and the StylingTeam-Partners. The complete range of Folia Tec® products is also available from the Folia Tec® Performance Centers in Backnang, Bergen/Rügen, Großröhrsdorf/Dresden, Kulmbach, Cologne, Heilbronn, Waiblingen, Munich and Nuremberg, as well as in Goldach/Switzerland, Golbey and Ozoir/France, Moscow/Russia, Vienna/Austria, Areceife/Lanzerote, Seoul/Korea and Shanghai/China.

With a staff of 50 the company is designing and producing a wide variety of do-it-yourself products, including AutoglassFilms, interior and exterior carstyling accessories, Cardecor, wheel and engine accessories, LED/Neon lighting products and Special Effects.

Folia Tec‘s® second „pillar of success“ are the StylingTeams. The franchisees are provided with the required know-how for the professional film fitment. Today over 200 StylingTeam-Stations exist in Germany and 12 other European countries. In-depth training is provided in Folia Tec‘s® StylingTeam College.

Today Folia Tec® is one of the leading suppliers of products for individual Car-, Bike- and Boatstyling. This leading position has been achieved by the consistent development of the Folia Tec® brand for more than 20 years, making Folia Tec® a household name in the specialized trade today. In foreign markets the Car-, Bike- and Boatstyling ideas from Nuremberg are also very popular both among the trade and among the young clientele, with high-circulation consumer catalogues produced in several languages reaching a wide audience. An all-year advertising campaign in national and international specialist journals plus a comprehensive media information service are designed to support the activities of the trade and of the StylingTeam-Partners. On the web Folia Tec® can be found on www.foliatec.de or www.foliatec.com. In the virtual community its online catalogue has already earned Folia Tec® the reputation for being a trendsetter. Folia Tec‘s® pre-formed Autoglass Films are featured on www.pro-shape.de, while www.cardecor.de presents the ultimate ideas for unconventional Race-, Tattoo- and Tribal-Decors.

Rinspeed Splash - www.robson.m3rlin.org

Everything That Makes Car Driving Fun

Following up the  many years of successful  involvement in the Rinspeed Concept cars over the last few years (Advantige Rone, Rinspeed Presto, Bedouin), the globally operating car accessories specialist based in Northern Germany is once again taking an active part in various new developments. in.pro. represents 25 years of high quality and innovative car accessories in the areas of design, interior, comfort and fun. The more than 4,000 in.pro. products excite just as much the hobby engineers and do-it-yourself fans as the drivers of normal “standard” production models.  Virtually everybody can benefit from great value for money and improve the appearance of their car (e.g. by fitting design products such as clear glass headlamps), or the comfort (for instance, with retrofitable remote controls), or the safety (e.g. by installing alarm systems or parking aids). Our own dedicated development team and a network of scouts aware of what the target group trends are the source of our new ideas. Implementation – from the initial idea to dispatch to the customer – is the responsibility of over 45 staff pro- centre in Henstedt-Ulzburg and 300 dealerships worldwide.

Decisive for the participation in the Splash Project was the ability to implement the employed products in series: “The splash is the perfect realization of visions – in engineering, function and design”, revealed in.pro. boss Jörg Knoblich, “and for us the possibility of creating and testing technically complex customized solutions that later find their way into production series. Many Splash in.pro. products can be viewed in the current catalogue or will soon be made available to  in.pro. customers.”

LED tail lights and indicators

LED lights not only last longer and provide the same uniform light output, but also enable drivers to customize the illuminant. The designer LED tail lights in the Bedouin were already reason for excitement last year. These were slightly modified in.pro tail lights for the Opel Corsa that became available in the shops just a few weeks after the launch of the Bedouin. The Splash will also see LED indicators developed for the Alfa 147. Other LED light units such as, for instance, tail lights and side indicators will form the basis of the high quality and innovative series accessories available in the future.

Rinspeed Splash - www.robson.m3rlin.org

Bi-Xenon lights

The Splash headlights are not only a very special head turner, but also a technical delight. The in.pro. development team milled the headlight units from a solid block of aluminum and integrated the finest Bi-Xenon technology. The result is a cool headlight look precisely matched to the Splash contours and the best possible light efficiency for illuminant minimum size.

KW automotive

KW automotive GmbH is one of the leading world wide suppliers of height adjustable suspension kits since many years. The KW engineers were especially challenged with the 2004 Rinspeed project car to reach the highly set goals and to support the leadership in technology in the suspension segment of KW automotive. A KW coil over suspension in stainless steel had been developed for the Splash featuring separately adjustable twin tube hydraulic shocks for both pressure and rebound.

A part of the optimal performance, the best possible protection against corrosion was asked for the use in the Rinspeed Splash. As KW automotive is the only supplier offering coil over suspensions in stainless steel, the choice for the company in Fichtenberg/Germany was therefore further facilitated.

Remus

Stainless steel, laser precision, optimal performance and the typical Remus sound, these are the four characteristics that distinguish Remus sport exhausts. Through their involvement in motorsports and their close cooperation with world champions like Jacques Villeneuve or Damon Hill, European champions and other champs, Remus gains important knowledge for the development and production of high quality silencers. High quality comes first for Remus and it is attained by using stainless steel in combination with other high grade raw materials. This combination used by Remus technician’s guarantees best results under thermal and mechanical stress. Therefore Remus takes a leading position in the favor of the public. The success of the sponsoring activities of Remus is impressively documented by the reader’s survey of numerous specialist publications since many years.

Weber Motor

Introduction the Weber Motor AG

As an independent manufacturer of internal combustion engines, the Weber Motor AG was established on December 17, 2001 as an additional member of the Albert Weber Group, a successful automotive supplier located in the city of Markdorf near the Lake of Constance. For over 30 years the Albert Weber Group has focused on its quality leadership, specializing in the high-tech machining of engine and gearbox components. With the Weber Motor AG, the Group has taken the step to becoming a system supplier. The objective is to position the Weber Motor AG as a specialist for highly efficient internal combustion engines for automotive, industrial and recreational applications.

The MPE 750 Multi-Purpose Engine originated already in 1996, when the Albert Weber GmbH was on the look-out for an engine fitting an exceptional vehicle concept. Back then, none of the available engine concepts on the market could fulfill such requirements as reducing the engine weight as well as the available engine compartment by half for a Golf-class vehicle, and still making it into the category of the 3-liter automobile.

With the insight having to come up with something new, the Albert Weber GmbH began to search for a competent development partner, who was finally found with the Swissauto Wenko AG, an engine development team situated in Switzerland. The Swissauto Wenko AG appeared to be predestined for this job, as they had visualized the future potential of the “light and compact” concept and at this point could already resort to initial experience in the development of such drive units.

The Swissauto Wenko AG proved their competence not only through the development and technical support of racing engines for the eight-time sidecar motorcycle world champion, but also through the successful development of an opposed cylinder engine concept with which Greenpeace was able to prove the realization of the 3-liter car to the automotive world in 1995. Another highlight, of course, was the engine development for the Swatch-Mobil that in conclusion led to the exceptional idea of Daimler Chryslers’ “Smart”.

In 1998, the development partners were proud to present the first running prototype of the MPE 750 on the test bench. Afterwards, the convincing characteristics of the MPE 750 laid the foundation stone for the signature of the supply contract between Matra Automobile and the Albert Weber GmbH in early 2001. It was also this contract that led to the formation and structure of a new organization for the development, production and delivery of the Weber Motor® MPE 750 engine.

An additional challenge to the series development of the Weber Motor® MPE 750 engine was posed for the young enterprise with the development of a complete engine operating system, which was completed with the kick-off of the series.

In order to realize production at the Markdorf location, the Weber Motor AG focused on a high degree of automation in conjunction with the use of flexible production systems. For the first time, complete tracking of the components throughout the complete production cycle of an engine was realized in an industrial dimension. Making these starting points happen also formed the main focus of the activities in 2002/2003. Within the framework of its growth, the Weber Motor AG has created more than 100 highly-qualified jobs at the Markdorf location.

In December 2003, the successful start of series production for the two Weber Motor® MPE 750 engine varieties with 110 and 135 hp were celebrated. The objective is to continuously increase the annual volume from 12.000 units in the beginning to 50.000 units, and thus establish ourselves as a manufacturer of solutions for high-end niche products.

Downsizing Pure – The MPE 750 Multi-Purpose-Engine

The Weber Motor AG, which was formed in late 2001, has developed a completely new, extremely compact and powerful 2-cylinder 4-stroke engine with a displacement of 750 ccm named the MPE 750 Multi-Purpose Engine. As the first representative of an engine family from 1 to 4 cylinders, this engine stands for an engine concept that is modular and allows for completely versatile applications.

The design versatility of this engine concept includes not only aspirating engine varieties, but also turbocharged or compressor-charged varieties with a mean pressure exceeding 22 bar. These values describe a new generation of series production engines, especially when contemplating 2-cylinder engines.

Upon development of the MPE 750, the prime target was to meet the extreme requirements of a downsizing concept. Among other things, this led to a new design of the crank drive concerning dimensions and material selection. This development was supplemented by pursuing the parallel-twin configuration, utilization of an aluminum housing with tension rods as well as designing the cooling circuit with the least possible volume.

Additional characteristics, such as the possibility of power take-off on either engine side, the cylinder head that can be assembled reversed, the possible rpm range up to 9000 rpm and the wide power range from 15 kW to 100 kW of rated power allows for the MPE 750 to be used for the most varying applications.

With the focus on integrating as many components of the Weber Motor® MPE 750 engine as possible, the effort of extending the engine family by a 4-cylinder unit, with the goal to cover additional niches in the recreation and particularly in the automotive market, is currently in progress.

RUF CTR3

The CTR3 was released 20 years after the original Ruf CTR, on April 11, 2007 at the Bahrain International Circuit in Sakhir, Bahrain where Ruf’s new factory is located. Continuing the Ruf tradition of modifying Porsche automobiles, the CTR3 shares both the body panels and engine from Porsche. For the first time, however, it features an Ruf designed body. Built out of steel, aluminum, and kevlar-carbon, the car altogether weighs 1,375 kg (3,050 lb). The engine of the CTR3 is a Porsche derived 3.8 L flat-6 paired with twin KKK turbochargers; this means the CTR3 produces 515 kW, or 700 hp at 7,000 rpm, and has a maximum torque of 890 N·m (657 lbf·ft).

As for performance, the CTR3 has a top speed of approximately 375 km/h (235 mph), and accelerates from 0-100 km/h in 3.1 seconds.

Until now all his headline creations have been so closely based on the 911 that only the cognoscenti could tell them apart. He had to move to the next level, and greeting us at the sprawling factory was his own supercar–the Ruf CTR 3.

The bright sunny day helped its cause, but that exterior finish is a wonder to behold, and it isn’t the cheap plastic wrap that most tuners have turned to. Instead it’s a painstaking paint process involving layer upon layer and costs several hundred euros per liter. So if you see this car don’t get too close–your insurance company might hate you.

RUF CTR3

The mid engine design provides exceptional balance and agile handling, while the longer wheel base provides better driving stability at high speed. The body of the CTR 3 is a completely new development which is not based on any existing mid engine concept. It is aerodynamically designed for high speed. The body is constructed in steel, aluminium and Kevlar-carbon. Galvanized steel is used for the front structure and the passenger compartment. The engine and transmission are fixed in a space frame and modular tubular frame construction. The passenger compartment is protected by the latest version of the famous RUF integrated rollcage which is integrated into the A pillar and tube frame. The doors, with integrated side impact protection beams, and the front hood are made of aluminium. The body shell is made of Kevlar-carbon composite.

The concept of this classic sports car was maturing in Alois Ruf’s head for a long time. Together with his design and engineering team he now realized this idea. RUF has 30 years of experience with turbo charged boxer engines. The CTR 3’s twin turbo charged 3.8 litre flat six cylinder engine has an output of 700 hp at 7,000 rpm. The maximum torque is 657 ft/lbs at 4,000 rpm. The maximum torque is 657 ft/lbs at 4,000 rpm. This engine design combines a compact construction with high performance. Each turbo charger is provided with an intercooler which is placed in front of each rear wheel.

The sequential shift 6 speed transmission in the CTR 3 is a new design and is transversally mounted. It can manage torque up to 855 ft/lbs. A shift indicator on the dashboard shows the gear in use. A limited slip differential is provided to maximize performance. The sport suspension is designed for high level driving dynamics and safety. The front axles use McPherson struts and an anti-roll bar. The rear axles utilize motor sport technology with horizontal coil over shock absorbers fixed over pushrods connected to the wheel carriers.

RUF CTR3

The brake system is designed to match the high performance of the engine and suspension. Both front and rear axles utilize 6 piston fixed light alloy callipers and ventilated, cross drilled ceramic composite discs. Each brake disc is 380 mm in diameter. A specially designed Bosch anti-lock braking system is standard.

The CTR 3 rolls on forged aluminium wheels with centre lock. At the front 255/35 ZR 19” tyres are mounted on 8.5” x 19” wheels, while at the rear 335/30 ZR 20” tyres are mounted on 12.5” x 20” wheel.

The interior can be designed to the customer’s taste, from a functional a functional light weight finish to sporty luxury finish with leather and alcantara. The aluminium gear shirt lever for the sequential shirt transmission is a central unit to the interior. In addition, the 260 mph speedometer shows the driver that the CTR 3 is made for high performance.

RUF CTR3

The lightweight construction allows for an empty weight (according to DIN) of 3,086 lbs. The result is a power to weight ratio of only 4.4 lbs per hp.

The performance of the CTR 3 is incredible. The acceleration from 0-100 kilometres per hour (62 mph) takes only 3.2 seconds. The maximum speed is 375 kph (235mph).

RUF CTR3

Technical data
Front structure  steel, zinc dipped
Safety passenger compartment steel, zinc dipped
Engine and transmission frame space frame and birdcage
Front bonnet and doors aluminium
Body shell Kevlar-Carbon composite

Engine
Type  turbocharged boxer
Cylinders 6
Displacement 3,746 cc / 228.6 in3
Bore 102 mm / 4.01 in
Stroke 76.4 mm / 3.01 in
Output 515 kW (700 hp) at 7,000 rpm
Max. torque 890 Nm / 656.5 lb-ft
Compression ratio 9.2 : 1
Engine control unit Bosch Motronic with OBD-2
Turbo charger two KKK turbo chargers
Intercooler two air-air-intercoolers

Transmission
Power delivery  Rear wheel drive
Transmission Sequential 6-speed-manual transmission, transversal, angle drive, shift indicator in the instrument panel
Multi-disc locking differential
Limited slip differential 40 % / 60 %
Locking value load/deceleration

Chassis
Front axle  McPherson struts, anti-roll bar
Rear axle Multilink rear axle, anti-roll bar horizontal coil over shock absorbers
Power assisted rack and pinion

Brakes
Brake callipers 6 piston fixed light alloy callipers
front/rear ventilated and cross drilled ceramic
Brake discs front/rear composite discs
Brake disc diameter 380 mm / 15 in / 380 mm / 15 in
front/rear Bosch ABS 8.0
Anti-lock braking system

Wheels and Tyres
Wheels front/rear  8.5” x 19 / 12.5” x 20
Tyres front/ rear 255/35 ZR 19 / 335/30 ZR 20

Size and weights
Length 4,445 mm / 175.0 in
Width 1,944 mm / 76.5 in
Height 1,200 mm / 47.2 in
Wheelbase 2,625 mm / 103.3 in
Front track 1,506 mm / 59.3 in
Rear track 1,585 mm / 62.4 in

Empty weight with 6 speed manual transmission
According to DIN 1,400 kg / 3,086.4 lbs
According to EG-standards 1,475 kg / 3,251.8 lbs

Performance
Top speed 375 kph / 235 mph
0-100 kph / 0 – 62 mph 3.2 sec

Price
Euro 420,000.00

History of RUF

For more than 60 years the name of RUF has been associated with the automotive industry and has meant quality and craftsmanship. It started in 1939 when Alois Ruf, Sr. first formed his company, “AUTO RUF”, as a general service garage. Today this same company is still operated at its original location on Mindelheimer Street in the quaint and quiet town of Pfaffenhausen, situated in southern Germany’s Allgäu region.

The company grew despite difficult times, and in 1949 a gas station was added to the company complex. Six years later the senior Ruf, recognizing the growing German interest in travel, challenged his own expertise and developed a full-sized passenger tourist bus, which was at that time a very rare type of vehicle in Germany. Its success in satisfying the travel needs of many Germans encouraged him to risk further expansion by later starting his own separately owned bus company.

While Ruf Sr. continued to strengthen and expand the company, his son, Alois Ruf Jr., was developing his own interests and passions for “l’art-pour-idée” in automobiles, the true sports car. Thus during the 1960’s the younger Ruf, driven by his own interests and apprenticed to his father, gained invaluable experience by servicing and restoring Porsches.

History photo 2Upon the death of Alois Ruf, Sr. in 1974, his son, Alois Ruf, Jr., took over directorship of the company and vowed to continue its development and philosophy of innovation and quality. The success of this formula and his leadership is shown by the current recognition of RUF as one of the most respected international sports car manufacturers and suppliers of specialized components in the world. Alois Ruf’s understanding of the strengths and inherent sporting characteristics of the Porsche 911 led to the company’s concentration on this model as the platform for all of its future automotive developments. This proved to be a wise and successful choice and has become the backbone of RUF production for the past thirty years.

The first RUF enhanced Porsche model made its debut in 1975. Two years later, the turbo charged 911 engine, which was enlarged to 3.3 liters by RUF through the use of larger pistons, had a distinct performance increase compared to the standard Porsche Turbo model. This was followed in 1978 by the development of a 217 bhp 3.2 liter version of the six cylinder naturally aspirated 3.0 liter engine Porsche offered (which was far below its true performance potential). This conversion was favorably received by sports car enthusiasts worldwide and resulted in numerous orders.

Alois Ruf enjoys his cars as much as his customers, recognizing that powerful and sporty cars require extra skill behind the wheel not only for safety, but to be also able to enjoy the car’s true potential. Thus, since 1978, RUF has offered his customers regular driver training events on race tracks such as Germany’s Hockenheimring and the Salzburgring in Austria.

Recognizing that one of the weaknesses of the Porsche turbo was its four speed transmission, RUF Automobile responded to customer demand in 1981 with their own five speed. It provided distinct performance advantages and driving pleasure for the owners of the turbo charged six cylinder engine. In the same year RUF Automobile received the prestigious and coveted Manufactures’ Certification from the German Federal Vehicle Offices.

The company’s first “work of art,” representing the culmination of RUF engineering advancements for the 911, was brought together in 1983 with the introduction of the RUF BTR. This model, with a 3.4 liter turbo engine of 374 bhp and five speed transmission, was available in either a narrow body or turbo body configuration. The construction of each vehicle began at the bare chassis level in the RUF tradition of handmade craftsmanship.

RUF Automobile GmbH did not restrict developments to the engine, transmission, or chassis but instead addressed improvements in all areas together. These included larger, better brakes and increased width and diameter wheels, which were both novel approaches at that time. Together with Dunlop in 1985, RUF designed 17 inch wheels using the Dunlop RunFlat System, a system originally intended for the Porsche 959. Together, these ingenious technological advancements provided for maximum safety during high speed motoring.

Developments continued at an increasing pace and in 1987 the newest RUF high speed sports car, the CTR, received its certification for normal road use. This incredible car, a 469 bhp twin turbo coupé, exceeded the top speed world record for production cars on the Nardo Racetrack at a rate of 342 km/h!! It was at the time, and still today, a truly astonishing pace. In addition, this same year RUF Automobile GmbH became an approved manufacturer with the U.S. authorities for safety and emissions (NHTSA and EPA).

New developments continued and the CTR and BTR became available with a six speed RUF transmission. Following the success of the 17 inch wheel design, further work led to the introduction of 18 and 19 inch wheels which incorporated the same safety features as were originally on the CTR.

Based on the recently introduced Porsche C2/C4, the RUF 964 BTR followed soon thereafter; a single turbo debutante with an increase of 40 bhp over stock to 360 bhp. In steadfast RUF tradition, improvements were made in all areas of the car, including an increase in comfort. In 1992 the RUF BTR became available with the Electronic Clutch System, or EKS, which was developed in partnership with Fichtel and Sachs. EKS provides all the advantages of being able to enjoy the sportiness of shifting gears but without the tiresome clutch pedal in pesky stop-and-go traffic or in high speed conditions. It is sporty yet comfortable, with consistently flawless clutch engagement.

In 1993, two new single turbo engines of 3.6 and 3.8 liter displacement became available to the RUF and Porsche enthusiast. These engines were controlled by the latest Motronic systems which supply exact fuel needs for improved fuel economy and reduced emissions while still providing outstanding power. Ten years after the CTR’s presentation, the time was right for a successor: Just like the Yellow Bird presented in 1987, the CTR 2 sported an array of technically innovative features underlining its deserved position atop the RUF model range.

For the first time ever, carbon brake discs and 19″ forged magnesium wheels were used in a road legal sports car. The RUF CTR 2 engine even met the stringent US emissions standard with an excellent performance and many favorable press reports. The 3.6 liter flat six twin turbo’s peak power output was tuned to 520 bhp at 5,800 rpm. Beyond its aerodynamic value, the CTR 2’s rear wing served as an airbox with an integrated inlet to feed the twin intercoolers. Beginning a new tradition, the RUF CTR 2 had an integrated roll cage completely fit into the interior of the car, in contrast to the old bulky ones used in racing. This added an additional measure of safety without sacrificing ease of entry into and exit from the car. In 1997, the CTR 2 Sport was offered, with a light-weight construction to emphasize the sport concept from its name.

For the Porsche 993 twin turbo, RUF offers with its turboR an increase in performance to 490 bhp since 1997. In numerous tests against the best high-powered sports cars, this car was the winner in the sector of drivability, performance and maximum speed.

With the introduction of the water-cooled 996 and Boxster model generation came new prospects for future RUF products. The RUF 3400 S, unveiled at the 1999 Es-sen Motor Show, enhanced the power available to the Boxster line. The 3400 S produced 310 bhp by using an upgraded engine, transplanted out of the existing 996, while still maintaining the same reliability demanded by RUF customers.

The new millennium still sees RUF covering niche markets for customers with special requirements. That’s why the 385 bhp RUF RGT, which was built on the basis of the 996 Carrera, came to be with a normal aspirated engine with a dry oil sump with a separate oil tank. It was certified for sale in the United States.

In 2001, following along with RUF’s turbo traditions, the Rturbo was launched; a car with 520 bhp and capable of a top speed of over 345 km/h. Customer options are nearly limitless: they have the choice of Carrera body shell, wide body turbo shell, or sport version (extreme wide body). There is also the option for an Rturbo cabriolet.

For the model year 2002, RUF created the logical evolution of the 3400 S: the 3600 S. Powered by the optimized 3.6 liter naturally aspirated engine of the 996 Carrera (with up to 345 bhp), the 3600 S betters the concept of the comfortably powerful roadster even further through the combination of a uniquely designed exhaust system, rear carbon fiber undertray, and advanced frontal aerodynamics.

Additionally, RUF created the next more powerful RUF Rturbo having 550 bhp in 2002 and having 590 bhp in 2003.

In spring 2004, the sports version of the RUF RGT having 395 bhp and principally being made for the American market revived the philosophy of the pure sportiness of the 911 Carrera from 1973: A light construction along with a naturally aspirated en-gine. The rear spoiler design of the sporty RGT stylistically follows the fashion of 1973 in honor of the father of all sporty 911s.

For modern sports cars, there is often not enough ground clearance especially in city traffic. In summer 2004, RUF began offering a sport suspension that is hydraulically height adjustable and offers 50 millimeters more ground clearance by pressing a button at speeds up to 60 kilometers per hour.

At the Essen Motor Show in November 2004, RUF presented the RUF Rt 12. This latest RUF turbo is based on the 997 Carrera, with a 650 bhp 3.8 liter twin turbo engine. Additionally, RUF celebrated the opening of its US dealership in Dallas.
Source from rufautocentre.com

EDAG No.8 Roadster Concept Car

The EDAG No.8 roadster concept was shown at the 2005 Frankfurt Motor Show. The No.8 concept is designed for the fun and extroverted lifestyle.
The concept is based on the SMART Roadster platform, with only cosmetic changes.

EDAG No.8 Roadster Concept Car

Johannes Barckmann, head of the EDAG design team says of the No.8
“We designed the EDAG Show Car No. 8 for a target group that wants to express their individuality and positive attitude to life.”

EDAG No.8 Roadster Concept Car

The EDAG No.8 has more than a hint of Lotus Elise familiarity, but why not, it’s a proven formula.
The front end is particularly menacing with slim, dark headlights and three piece grille, echoed by the rear valence with twin center exhausts.
The rising waist line, emanating from the rear of the front arches helps the EDAG No.8 achieve a poised, taught stance.

EDAG No.8 Roadster Concept Car

The center mounted rear airscoop however looks over the top, and does little favors for the No.8’s overall appearance.

Make  EDAG
Model No. 8
Concept year 2005
Production year  -
Engine -

EDAG No.8 Roadster Concept Car

EDAG No.8 Roadster Concept Car

EDAG No.8 Roadster Concept Car

EDAG No.8 Roadster Concept Car

2006 Inovo Design Lirica - Italian Concept

2006 Inovo Design Lirica - Italian Concept

At Geneva 2006 Inovo Design has unveiled Lirica, a classically-inspired automobile – as its name suggests – interpreted in a contemporary key and outfitted with an innovative driver-automobile interface.

Lirica showcases Inovo’s design and engineering capabilities: the design process took just 78 weeks.

2006 Inovo Design Lirica - Italian Concept

Design Philosophy
Maurizio Ficcadenti, president of Inovo Design, defines Lirica as “An eighteenth century villa with ultramodern décor and cutting edge technology.”

“We seek to express an artistic message through the technological instrument of the computer,” explains Ficcadenti.

The concept name comes from the Greek word indicating song with musical accompaniment, and lyric opera is one of the crowing expressions of Italian tradition in the world.

2006 Inovo Design Lirica - Italian Concept

The Inovo Design project pays homage to Italian aesthetics and artistic taste in this concept coupe, which recapitulates and communicates the company’s professional experience.

Exterior Design
A large coupe-almost 5 meters long with a wheelbase of over 3 meters-Lirica honors the tradition of the luxury Gran Turismo sedan.

2006 Inovo Design Lirica - Italian Concept

The style and proportions evoke high end Italian sports cars of the past while avoiding any retro nostalgia. A balanced composition of broad surfaces, a body characterized by a few strong features, and minimum chrome and embellishments create a sober and extremely contemporary automobile.

The front end has a large air intake surmounted by extremely technical headlamps. The front end composition complies with standards to protect pedestrians in the event of an impact.

2006 Inovo Design Lirica - Italian Concept

The profile view is characterize by the muscular rear wheelarch and the rearward cockpit, while the air outlet located between the side dor and the front wheel gives a rétro touch.

The sides and roof line converge at the rear into a soft and tapered form that does not reduce the comfort of rear seat passengers.

2006 Inovo Design Lirica - Italian Concept

Interior design
The passenger compartment has four seats immersed in an atmosphere of a contemporary Italian salon. The style is minimalist and high quality throughout, with Alcantara upholstery and aluminum inserts.

“The design of Lirica revolves around new behavioral models. New multi-sensorial interfaces have been developed between occupant and car. Habitability of the interior space is optimized along with interaction with the world outside the car.”

The traditional monolithic dashboard concept was replaced by a multi-functional central display and a 10″ screen on the steering wheel, that includes the controls and main driver information.

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In addition to the central 10″ screen – for office purposes and satellite navigation – Lirica features 3 LCD displays for entertainment – DVDs, games and internet. for DVDs, games, or Internet navigation.

The 10″ TFT (4:3) Touch Screen is controlled by a high performance computer specifically engineered for installation in vehicles. The operating system is Windows XP Professional with Wi-Fi Internet connection. Passengers have access to all the normal applications and functions (Power Point, Video, etc.) running under WinXP PRO.

The monitor is also the main interface for the Pocket Driver Itinera satellite navigation system.

Technical Data – Supposed features
•Engine: frontal longitudinal V 90° 8 cylinders
•Transmission: Rear drive, rear gearbox with Transaxle architecture

Founded in Turin (Italy) in 1995 by Maurizio Ficcadenti, winner of the 1994 A.D.I. XXVII Compasso d’Oro for the “Infradito” cosmetics package, Inovo Design offers a full range of consulting services in automobile and product design, from the initial concept, to research, project development, and prototyping.

A number of years ago, Inovo Design completely eliminatde hardcopy design in favor of the most advanced computer design systems. This meant savings in terms of costs and time, but no corners were cut on the value of the creative content.

The Inovo Design team is composed of some 50 people, of whom 35 are designers.

BMW E30 M3 at Manx Rally
Wow, what a drive. and, so close to the edge.

From Geneva Autoshow 2006

The new BMW M6 made its debut at the 2005 Geneva Motor Show. It is based on the BMW E63/E64 6-Series, introduced in 2005. It shares the same 5.0 L V10 S85 engine and SMG III gearbox with the E60 M5, and produces 507 ps (373 kW) / 384 ft/lbf (521 N/m).

BMW claims it will accelerate from 0 to 100 km/h (62 mph) in 4.6 seconds and has an electronically limited top speed of 250 km/h (155 mph). With the limiter removed, the top speed can reach 330 km/h (206 mph). And multiple road tests have shown that the M6 accelerates from 0 to 60 in 4.1 seconds.

The M6 will have the same ‘power button’ as the M5 which modifies the throttle response. From ignition, the car delivers 400 hp (298 kW), but engaging the button allows the full 507 ps. It weighs 1710 kg (3770 lb) thanks to a carbon fibre roof panel as well as thermoplastic front wings, aluminium doors and bonnet and compound boot lid. The carbon fibre and other light materials are used in places like the bumpers and roof that are far from the centre of gravity and/or high up, so that they not only reduce the overall weight but improve the handling by reducing, respectively, the moment of inertia and the centre of mass height.

Initially it will only be available as a coupe, although a cabriolet and a lightweight CSL version are expected in 2006 and 2007 respectively. It can be visually distinguished from the 630i, 645Ci and 650i by its deeper front valance with air intakes, more contoured side sills and a rear valance with diffuser as well as four tail pipes.

Equally striking is the wraparound leather interior for cocoon-like comfort under a dramatic panoramic glass roof. With Acura’s powerful V-6 engine and Super Handling All-Wheel Drive™ (SH-AWD®), you can count on a spirited performance at every turn. And new innovations like the blind spot information system (BSI) and multi-view rear camera, in tandem with Acura’s many signature technologies, herald a whole new era of possibilities.

http://www.acura.com/FutureVehicles.aspx#/FutureVehiclesCUV

A prototype of the provocative Acura ZDX luxury four-door sports coupemade its world debut at the New York International Auto Show

Twin Turbo 350z vs Lamborghini Gallardo Street Race.
If you put twin turbo to your car you can make, you can bit any fancy car…
Check this…

A compilation of Lamborghini concept cars. Have a look…

Seat Tango

Daring, full of vital energy and sporting intensity, the SEAT Tango conveys emotions beyond the impact of technological advances.

With this two-seater, to be unveiled at the Frankfurt International Motor Show, the SEAT Technical Centre has evoked the spirit of sporty 50s and 60s convertibles through the use of pure, no compromise, design. The result is a thriller whether it’s being driven gently or its incredible potential is being fully exploited.

Seat Tango

Tango has been conceived as a genuine spider – open, minimalist, essential in every detail. It features expressive and innovative solutions based on a structure in which the chassis, body, passenger compartment, engine and structural elements merge to form a whole.

Primary materials and textures blend together, creating a smooth, continuous flow of elements with the aesthetics of the cockpit, for example, exploding onto the outside of the car and back again to the inside.

Like a metal skeleton, unpolished aluminium tubes are visible throughout the interior of the cockpit which also plays host to parts of the chassis, while the waterproof leather upholstery also lines the storage compartments behind the seats of this enticing roadster.

Novel lighting solutions are a strong feature of the concept. The SEAT Tango features streamlined headlamps devoid of internal structures, leaving their architecture visible. Both Xenon dipped headlights and sidelights automatically follow the direction of the front wheels

The foglamps are made up of a series of light emitting diodes encased in the central moulding of the grille, while the rear lights use filters lit by fibre optics to create multiple combinations (the entire light strip can be a rear light, a brake light or an indicator).

They are also of variable intensity, automatically adjusting their brightness to the prevailing conditions. This small galaxy of lights is perfectly integrated in the smooth lines of the body, whose only “cosmetic” addition is a small aerodynamic spoiler at the lower rear end.
Seat Tango

Sophistication lies beneath. A complex tubular structure intertwines under the muscular shape and is a direct descendent of the World Rally Car safety cage.

It houses not only the front MacPherson struts and the rear suspension system which features a degree of self steer, but also the engine, which transmits 180 hp to the front wheels.

At the rear, buttress-like framework is joined to the structure of the seats themselves, distributing tension in several directions. This means the driver’s seat is fixed, so to ensure the perfect driving position the pedal box is adjustable, while both the steering wheel and its integral instrument dials are adjustable for height and reach.

Best of Lada

This is the first time that such sensors have been fitted on any engine in the world, claimed Audi. No CO, figure has been released for the engine, but it is understood that Audi may try to raise the  injection pressure even further, which would bring potential CO, and fuel consumption benefits.

Audi will be able to market its clean direct-injection diesels across the world even into U.S. states with the most stringent emissions limits-including California, New York, Massachusetts, Maine, and Vermont. Starting this year, the new technology will be available across a broadening spectrum of car and power classes. Audi announced at L.A. that, by 2012, it would have reduced the CO, emission of its models by about 20%.

Series production of the new TDI is slated to begin in mid-2008, and first application will be in the Q7, followed by the A4. Installed in the Q7, the engine will return 550 N/m (406 Ib/ft), with 500 N/m (369 Ib/ft) for the A4. An oxidation catalytic converter and particulate filter are both part of the standard
exhaust system of the new engine. “Now, to reduce nitric oxide emissions to a minimum, stage three has been added,” said Zaccheo Giovanni Pamio, the company’s exhaust gas after treatment specialist.

This involves the use of Ad Blue. A 32.5% water-based solution, it is injected into the gas flow after it has passed through the particulate filter. Ammonia is released into the hot exhaust system,  converting the nitric oxides into nitrogen and oxygen in the subsequent DeNox converter.

“Two additional NOx sensors monitor the process and are used by the engine and system anagement to control the amount of Ad Blue injected,” explained Pamio. The NOx sensors are new to an Audi engine. They measure the NOx concentration before the diesel particulate filter and after the DeNox converter to compute the necessary injection volume of Ad Blue. Pressure and temperature sensors monitor the operation of the exhaust gas after treatment system.

Optimal distribution of the requires the solution to be injected in pulses. Released ammonia is used by the downstream catalytic converter, which ; converts NOx into nitrogen and water. For a high rate of conversion, it is important that both the ammonia and gas flow are evenly distributed across the area of the converter inlet. The various sensors play an important part in regulating the Ad Blue injection and in tuning the complete system of the engine and exhaust gas after treatment.

Although fine details of the new Audi engine-including those concerning cylinder pressure control-are limited at present, it represents a significant development, permitting models to undercut the U.S. Bin 5 standard for all states and the limits likely to constitute Euro 6 which will not come into effect until 2014.

Audi says the TDI engine offers a fuel saving of as much as 35% compared to the average fleet consumption of gas-line engines typically fitted in the U.S. As  a consequence, company officials believe that the diesel technology can make a greater contribution to reducing the consumption of fossil fuels of environmentally harmful greenhouse gases than any other form of propulsion currently available.

The latest TDI engine is part of an integrated solution to reduce fuel consumption and emission that underpins Audis new “E” model. To be introduced across much of this range. The cars will have optimized rolling resistance, a reduction in aerodynamic drag, customized gear rations, and redeveloped ancillary units.

The current A3 TDI e achieves 4.505 l/100km in the combined cycle and a CO, emission level  of 119 g/km (192g/km). Other technologies to complement engine efficiency are in development.

On the Cross gearbox mapping are switched to a more economical program in “efficiency” mode, with the power draw of the main consumers and comfort modules restricted. There is also a slight reduction in engine power.

The N22A2’s 85-mm (3.35-in) bore and relatively long 97.1-mm (3.82-in) crankshaft stroke help create an arrow package, enabling the engine to fit transversely in the compact Civic’s engine bay. The current 16.7:l compression ratio and 4500-rpm redline are expected to carry over to the U.S. version, engineers said. Rated output of the i-CTDi-140 hp (104 kW) at 4000 rpm, and 251 1b.ft (340 N.m) at 2000 rpm-is likely to be moderately increased for the i-DTEC applications in the U.S. To meet EPA Tier 2 Bin 5 regulations, currently the world’s most stringent a emissions standards, and ith an eye toward the even tougher California SULEV (super ultra low emission vehicle) standards (the equivalent of EPA Bin 2).

Honda diesel engineers focused on reducing engine-out emissions through advanced combustion control, coupled with unique after treatment technology. Therefore, i-DTEC will feature a premixed-charge combustion process known as PCCI. This is a diesel variation of homogeneous-charge compression ignition (HCCI) in gasoline engines. Both processes require monitoring and feedback of individual cylinder pressure for optimum operation.

Honda engineers at Moteginoted that a closed-loop-type feedback system is in development for i-DTEC. And the engine runs very high rates (up to 80%) of cooled exhaust gas recirculation (EGR). While final calibration and certification of i-DTEC is still under way (as this issue went to press), key components shown by Honda engineers include Mahle pistons with specially optimized combustion bowls, a Garrett variable-geometry turbocharger with stainless-steel exhaust manifold, and dedicated fuel injectors. With injection timing initiated close to top-dead center, NOx and particulate emissions in partial-load operation are virtually zero, according to Yasuyuki Sando, Honda’s Senior Manager of Advanced Powertrain.

Sando presented an overview of i-DTEC at the 2006 Diesel Engine-Efficiency and Emissions Research (DEER) Conference. The key to meeting Bin 5’s ultra-low 0.07-g/km NOx emissions level is a new after treatment system, development of which was led by Honda. Its centerpiece is a lean-NOx catalyst constructed in two layers. One layer adsorbs NOx from the exhaust gas and converts some of it into small amounts of ammonia. The other layer adsorbs the ammonia and uses it as a reagent to convert the remaining NOx in the exhaust into nitrogen (N,). There is no need for urea injection (selective catalytic reduction or SCR) and its inherent complexity nd cost, which Honda engineers said they wanted to avoid. They claimed the “hybrid LNT” (leanNOx trap) system is scalable and can be Bin-5 compliant in use on larger vehicles and engine displacements.

Whether a diesel vehicle requires SCR  or just an LNT to meet Bin 5 emissions levels is basically a road-load formula that depends on vehicle mass, aerodynamics, and rolling resistance. Some vehicles are better than others on these parameters, but the dominant factor tends to be mass. For sedans and wagons in the Accord and CR-V segments, the curb-mass threshold where LNTare not economical to accomplish adequate NOx conversion is about 4000 lb (1815 kg).

Another factor is the EPA supplemental test cycle for US. Certification such US ‘06. In such tests a diesel vehicle ten

to produce a lot more NOx while moving out of the range where LNTs are most effective. Still, diesel engineers small- and light-enough vehicle with good road-load characteristic and appropriately sized engines with the right emissions-control technologies will deed be viable for Bin 5 without having to resort to an SCR-based strategy for NOX.

The challenge for Honda’s ne i-DTEC and other-diesels entering the U.S. market in 2008-2010 is how to retain their typical 25-40% fuel efficiency advantage vs. gasoline engines, while cost-effectively meeting the increasingly stringent emissions standards. Regenerating not only the LNT but also the diesel-particulate filter (DPF) at regular operating intervals can incur a fuel-efficiency penalty of up to 5%. And if a power train and LNT system give up too much fuel efficiency to meet emissions, then it starts to feel the heat from increasingly efficient gasoline engines that may be nipping at diesels’ heels. Although this point was noted by Honda engineers at the Tokyo show and Motegi proving ground, during discussions on the future of light-duty diesels, it did not sway their confidence in the i-DTEC technologies.

Ferrari P45 By Pininfarina - www.robson.m3rlin.org

The Ferrari P4/5 (officially known as the Ferrari P4/5 by Pininfarina) is a one-off sports car made by Italian sports car manufacturer Ferrari but redesigned by Pininfarina for film director and stock exchange magnate James Glickenhaus. The car was a Ferrari Enzo but the owner James Glickenhaus preferred the styling of Ferrari’s 1960s race cars, the P Series. The project cost Glickenhaus US$ 4 million and was officially presented to the public in August 2006 at the Pebble Beach Concours d’Elégance, but in July 2006 Glickenhaus allowed several websites to publish images of the clay model.

Ferrari P45 By Pininfarina - www.robson.m3rlin.org

In March 2005 James Glickenhaus, stock exchange magnate and known car collector, was approached by Pininfarina who asked if he was interested in commissioning a one-off car. Andrea Pininfarina, grandson of the company’s founder later said “The Ferrari 612 Kappa and this P4/5 are the first. But we want to grow this business.” indicating that Pininfarina is interested in producing other unique cars. Glickenhaus replied that he would like a modern Ferrari P and in June of that year he signed a contract with Pininfarina to produce the car including the price, approximately US$4 million though in an interview he said “I feel they gave me more than I expected”. Glickenhaus purchased the last unsold Enzo Ferrari and upon receipt of the car he took it to Pininfarina to be redesigned similar to the 1967 Ferrari 330 P4 which he also delivered to Pininfarina. Pininfarina’s styling team leader, Ken Okuyama said that “Pininfarina wanted to stay away from retro design and move towards a more forward thinking supercar” as they were excited by the opportunity to build the car, not just design it.

Ferrari P45 By Pininfarina – www.robson.m3rlin.org
Its design began in September 2005 with sketches by Jason Castriota moving through computer aided sculpture and stringent wind tunnel testing. More than 200 components were designed especially for the car though the engine, drivetrain and many other components are simply modified from the original Enzo Ferrari. The Vehicle Identification Number (VIN) is unchanged from the Enzo from which it was derived. The P4/5 was publicly revealed on August 18, 2006 at the Pebble Beach Concours d’Elégance and shown again at the Paris Motor Show in late September.

Upon seeing P 4/5 Luca di Montezemolo felt that the car deserved to be officially badged as a Ferrari and along with Andrea Pininfarina and James Glickenhaus agreed that its official name would be “Ferrari P 4/5 by Pininfarina”. Ted West wrote an article in “Car and Driver” about how this came to be: “The Beast of Turin”.

Ferrari P45 By Pininfarina - www.robson.m3rlin.org

Specifications

The Ferrari P4/5 can accelerate from 0-100 kilometres per hour (0-62 mph) in 3.0 seconds (0.14 seconds quicker than the Enzo). It has a top speed of 362 kilometres per hour (225 mph) only 3m/h slower than the Enzo Ferrari. The car has a frontal area of 1.906 square metres (20.52 sq ft) but the sharp nose and smooth curves mean it has a drag coefficient of only 0.34.

Interior
The P4/5

The interior of the P4/5 was designed by Glickenhaus himself with an iPod nano stereo and a tablet PC which features not only GPS but a 3D model of the car as well as a complete parts list and manual for easy servicing. The P4/5 also sports improved air conditioning over the Enzo and a high-strength alloy roll bar redesigned because the original was too thick and obstructed Glickenhaus’ view. The seats are custom built, Glickenhaus’ and his son’s bodies were scanned so Pininfarina could mould the seats for their comfort, accessibility and view of the road (as with race cars). With a frame of carbon fibre composite, the seats are covered with a black mesh and red leather as selected by Glickenhaus’ daughter. Pininfarina rearranged the wiring of the Enzo so as to make the car easier to service and 270 kilograms (595 lb) lighter than the Enzo.

Ferrari P45 By Pininfarina - www.robson.m3rlin.org

Exterior

The exterior of the car is made entirely of carbon fibre reinforced plastic and is similar in shape to the Ferrari 330 P4 as Glickenhaus requested, however it has been called a “rolling history of Ferrari-racing-DNA” sharing elements from several historic Ferrari vehicles, not just the 330 P4. The rear window is similar to that of the Ferrari 512S, the side vents are similar to the Ferrari 330 P3 and the nose is similar to that of the Ferrari 333 SP which improves cooling and the car’s frontal crash safety. The butterfly doors (similar to those of the McLaren F1) are designed such that even at 260 kilometres per hour (160 mph) there is no wind noise.[6] The improved aerodynamics have proven themselves, giving the car greater downforce at the same time as less drag than the Enzo also making the car more stable than the Enzo at high speeds.

Powertrain
The P4/5’s New York license plate

The P4/5 has the same engine as the Enzo Ferrari it was built on, a 65° Dino F140 V12. The 12 cylinders have a total capacity of 5998 cubic centimetres, each with 4 valves. The redline rpm at 8200 and the torque of 657 newton metres (485 ft lbf) at 5500 rpm are both the same as the Enzo, but it produces marginally more power with 492 kW (660 bhp) at 7800 rpm. The P4/5 uses the 6 speed semi-automatic transmission of the Enzo with black shifting paddles behind the wheel. It has two directional indicator buttons, one mounted on each side of the steering wheel.

Ferrari P45 By Pininfarina - www.robson.m3rlin.org

What better place for the debut of Pininfarina’s new creation than the most elite Concours d’Elégance in the world. The Ferrari P4/5 by Pininfarina is a one-off commissioned by James Glickenhaus, the American collector with a yen for the legendary racing cars of the Sixties.
The car has been designed, engineered and built entirely by Pininfarina, bringing to life something that, just a few months earlier, was just a dream and creating a sort of symbiosis between the customer and Pininfarina along the path leading to definition of this extraordinary model.
Starting from a Ferrari Enzo, the aim was to produce a unique vehicle inspired by sport racing cars with extreme vocations: not just a show-car but a vehicle to be enjoyed on the road.

After freezing styling with various touch-ups to the initial sketches, the surfaces were defined using CAS modeling, then moving on to actual construction and assembly.
More than 200 components were specifically developed through constant interaction between styling and design: from the bixenon lighting clusters specifically designed with an innovative system of yellow and white leds to the alloy wheels – 20-inch aluminum – milled from the block, up to and including the aluminum and special steel in-sight hinges.

Ferrari P45 By Pininfarina - www.robson.m3rlin.org

The sleek lines of the vehicle, characterized by a soft muscular touch, took shape on the body – made entirely of carbon fiber.
The tapered profile of the nose highlights both its aerodynamic function and the car’s new look; the central body is dominated by the single-shell windscreen, while the car is accessed via two butterfly type doors. The rear features powerful sides with the embedded teardrop type transparent rear window which also acts as engine cover and from which ceramic-coated exhaust tips peep out, as on racing cars of the Sixties.

Considerable attention has been dedicated to aerodynamics with continuous testing at the Pininfarina Aerodynamic and Aeroacoustic Research Center of Grugliasco (Turin, Italy) in an effort to reach the highest levels of performance combined with perfect functionality of all the appendices integrated in the body of the vehicle.
“Each of these projects – comments Paolo Garella, Head of the Pininfarina Special Projects Division – represents an exhilarating challenge ,i.e. trying to meet the Customer’s requirements in the best way possible without undermining the company’s approach based on elegance and  innovation”.
It is important to stress how re-styling was not restricted only to the outside of the car but continued also when defining the interior, completely redesigned according to the customer’s.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

Speed matters when you’re talking about supercars. The base Porsche 911, which is pretty sweet and very fast, will run to 174 mph, and the 911 Turbo tops out at 189 mph. The new 911 GT2, however, is capable of reaching 196 mph. To some people, of course, acceleration matters even more than outright speed. The Carrera 2 can sprint from 0 to 62 mph in 5.2 seconds, and the 911 Turbo beams you there in a supernatural 4.2 seconds. The GT2 shaves another 0.1 second off that time. On paper, the GT2 would hardly seem to justify its $69,000 premium over the Turbo, but on the road, it’s a different matter entirely.

Even Porsche insiders admit that the GT2 is a very specialized vehicle. “Unlike the 911 Turbo, the GT2 is not a perfect everyday car,” says senior project manager Hartmut Kristen. “Don’t get me wrong–this is a great long-distance cruiser. But it’s a car that needs the right weather and road conditions and calls for a driver with plenty of experience. It’s a great car to have in your garage for that special Sunday morning or for a long weekend at the Nrburgring Nordschliefe.” Kristen explains the GT2’s mission and its position within the 911 family thus: “The GT2 should do for the Turbo what the GT3 has done for the naturally aspirated 911. It is even more powerful than the Turbo, and it is a lot sportier, as well as more raw-edged. This is not a centerline product. Instead, the GT2 is the ultimate 911 for serious drivers.”

On the day of my drive, I hopped out of a Carrera 4 and into the GT2, feeling instantly at home: It has the same instrument panel and interior layout (the test car’s Kevlar trim is, fortunately, not compulsory) and the same sport seats (racing buckets are a no-cost option). Even the engine sounds familiar. There is a characteristic rasp at idle, an angry yell when you floor the throttle, and a trademark full-bodied roar above 5000 rpm. The clutch is a little heavier than those in other 911s, though, and the shift-lever action feels different because the GT2 has a quicker and lighter cable linkage in place of rods.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

We’re off, and wow, this Porsche accelerates as if someone had pushed the fast-forward button. First gear stretches only to 39 mph, a speed that arrives so fast that the tach needle hits the 6750-rpm limiter before the dopey driver (me) has selected and engaged second gear. Second takes the GT2 to 73 mph, and this time I’m ready for the upshift when it is due. Third stretches to 106 mph, with fourth being theoretically good for 133 mph. Like every 911, the GT2 has a six-speed manual transmission, but, considering the massive maximum torque of 457 pound-feet that is on tap between 3500 and 4500 rpm, a four-speed gearbox would have done just as well. Unlike the GT3’s engine, the twin-turbocharged six-cylinder does not depend on high revs to deliver the goods, producing instant power in any gear, at any revs, or at any throttle position.

The top-of-the-line 911 puts 41 more horsepower on the road than the 220-pound heavier, 415-horsepower Turbo, but it does without all-wheel drive and PSM (Porsche Stability Management) skid control. The only traction control, apart from the driver’s right foot, is provided by a mechanical (instead of brake-activated) limited-slip differential. The locking ratio under a trailing throttle is a high 60 percent, which drops to 40 percent under power. The only problem is that the torque transfer between the rear wheels given by the mechanical diff is too abrupt; the car feels as if it wants to snap back from the course you’ve chosen. This 911 isn’t about smoothness or balance but is a hard-edged, uncompromising, bobbing and throbbing, street-legal racing car.

To escape traffic, we headed for the Black Forest, which is renowned for its great driving roads. When we got there, we found plenty of empty space–but also some black ice and light snow later in the day. We were looking for warm tarmac and hot tires. With 456 horsepower at our disposal, it wasn’t hard to breathe fire into the state-of-the-art Pirelli P Zero Rossos, but the car’s handling ranged from benign to venomous. The Rosso is the latest iteration of the famous asymmetrical Italian high-performance tire. It offers creamier breakaway characteristics, better hydroplaning behavior, and a more compliant ride. Porsche chose 235/40ZR-18 tires for the front and 315/30ZR-18s in the back. This arrangement combines super-glue roadholding with superbad hunting on substandard surfaces, especially under braking. On smooth roads, however, the directional stability is exceptional for a car with a 38/62 percent front/rear weight distribution.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

To move the center of gravity even closer to the ground, the engineers lowered the suspension of the GT2 by three-quarters of an inch. But with yours truly, the photographer, and all the camera gear on board, the center of gravity actually hit the road hard whenever the surface got bumpy and when the car stretched its legs in the wake of a brow or a humpback bridge. But then, this 911 doubles as a weekend racer; the suspension allows one to adjust the camber in front and the ride height, camber, and castor in the rear, in case you want to use slicks. The suspension was, by and large, taken over from the GT3, but the spring and damper rates are even tauter. Porsche has used zero-compliance uniball joints in place of some rubber bushings. Through high-speed autobahn esses, this rock-hard and rock-solid setup is great, but on secondary roads, the front end pitches too much. Particularly through fast, undulating corners, the nose of the car tap-dances like Fred Astaire, and even a tight grip on the steering wheel cannot overcome unwanted sidesteps. “You must trust the GT2,” says Kristen. “Maintaining the chosen line can be hard work, but in the end the car will always deliver and pull through.”

Like the tires, the Porsche Ceramic Composite Brakes (PCCB) are at their best when they have reached their working temperature. Drilled, ventilated, and larger in diameter than the iron rotors of the 911 Turbo, the ceramic discs are straddled by powerful six-piston calipers in the front and by four-piston calipers in the back. Fed by large cooling ducts, these brakes respond more quickly (especially in the wet), are virtually immune to fade, and are 50 percent lighter, totally corrosion-resistant, and, allegedly, almost indestructible. Thanks to a 25 percent higher coefficient of friction, the initial bite is so tenacious that you have to tighten your neck muscles when you engage the center pedal. From 190 to 0 mph, PCCB reduces the stopping distance by 29.5 feet, or about two car lengths.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

On a couple of occasions, we managed to push the 3600-cc boxer engine right up to the redline in fifth, shifted into sixth gear at 160 mph sharp, relished the awesome urge when the two turbos kicked in again, and watched the digital boost pressure readout jump back to the 14.5-pounds-per-square-inch maximum. Between 0 and 80 mph, there is hardly any difference between the Turbo and the GT2. But, as the engine and road speeds in-crease, the rear-wheel-drive car enters a class of its own. From 0 to 125 mph, for instance, the GT2 is a staggering three seconds faster than the Turbo, needing just 12.9 seconds to get there. From 0 to 100 mph, the GT2 will run with a Ferrari F40 or F50.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

Like the over-the-top 911 GT1, the GT2 flat-six uses a lightweight split crankcase, high-strength Nikasil-coated pistons, and dry-sump lubrication. Like the 911 Turbo, it features VarioCam Plus, which is Porsche-speak for variable intake valve lift and timing. On paper, both Turbos average an identical 18.2 mpg. In real life, however, our GT2 returned a less impressive 13.0 mpg–and that was without really trying.

Despite a monstrous rear wing and a low-riding front air dam, the drag coefficient of the GT2 has increased to 0.34 from the Turbo’s 0.31. This increase results mainly from the bigger air intakes that channel more air to the brakes and to no fewer than three radiators and two intercoolers. The key aerodynamic improvement over lesser 911s is the larger center intake that guides air through the main radiator before sending it through a full-width duct to vents between the nose cone and hood. This substantially increases front-end downforce and, at the same time, reduces the amount of air that passes between the road and the floorpan by an impressive 60 percent. The ground-effects front end pays off at speeds of 80 mph and above, tying the nose down in a thoroughly convincing manner.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

Unlike the Spartan GT3, the 3175-pound GT2 is kitted out with air conditioning, full leather trim, a CD stereo, power windows and door locks, and driver and passenger front and side air bags. To save weight, the rear seats have been replaced by an uneven but carpeted shelf that occasionally acts as an on-board echo chamber. The spare tire is also conspicuous by its absence, the trunk accommodates a token 3.9 cubic feet, and the fuel tank of the U.S. version can swallow only 16.9 gallons. Priced at $179,900, the GT2 is not a limited-edition special. If the demand justifies it, Porsche can build up to 900 units a year until the end of 2005, when the 911 Turbo will be discontinued.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

There are some pretty rational arguments against the GT2. For the same money, for instance, you could get a Carrera 2 and a Turbo. Plus, the GT2 is really too demanding to use as an everyday car. I actually prefer the now superseded naturally aspirated GT3, but perhaps I’m getting old. On the other hand, there is nothing as satisfying as getting it right in a car as raw and visceral as the GT2. And when you sit down and look at the numbers, this car’s performance is right up there with the hyper-expensive supercars of the Nineties such as the Ferrari F50 and the Jaguar XJ220. Since it’s so much more wieldy and usable than those machines, maybe it’s not so irrational after all.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

General Information
Vehicle Type: 2-door coupe,
production car
Price: $192,000
Fuel Mileage: 13/20 mpg
Drivetrain
Configuration: Rear Engine/RWD
Engine: Twin-Turbo Flat-6
Displacement: 3600 cc
Horsepower: 483 bhp @ 5700 rpm
Torque: 472 lb-ft @ 3500 rpm
Max RPM: 6750 rpm
Transmission: 6-Speed Manual
Dimensions
Weight: 3175 lbs
Height: Unavailable
Length: Unavailable
Width: Unavailable
Wheelbase: Unavailable
Track (f/r): Unavailable
Performance
0-60 mph: 3.9 sec
0-100 mph: 8.9 sec
¼ mile: 12.0 sec @ 121 mph
Top Speed: 196 mph
Lateral acceleration: 1.00g
Braking 60-0 mph: 110 ft

Pagani Zonda F Roadster - www.robson.m3rlin.org

The Zonda Roadster F debuted at the 2006 Geneva show. It is similar to the coupe, but with a removable carbon fibre roof and canvas side curtains weighing just 5 kilograms (11 lb). Production of the Roadster F is suggested at 25 units.

Pagani Zonda F Roadster - www.robson.m3rlin.org

The Roadster F is able to maintain chassis rigidity without any gain in curb weight by eschewing conventional thinking by not strengthening the sills – a process which would have needed more than 35 kilograms (77 lb) of reinforcement. Pagani instead uses racing car thinking, materials and construction techniques, strengthening the firewall structure of the chassis tub together with billet alloy braces that connect the points where the roof rails would have joined. The windscreen is also strengthened for safety reasons. These techniques enable the Roadster to have virtually the same weight as the coupe, 1,230 kilograms (2,712 lb).

Pagani Zonda F Roadster - www.robson.m3rlin.org

The 2009 Pagani Zonda Cinque is a super special limited edition–as in only five (5) of these ridiculous Italian sports cars will be produced. Italian supercar maker Pagani has had a hit with the handbuilt Zonda series, which are so exclusive that they are selling for far more than their greater-than-$1 million base price.

The 2009 Zonda Cinque flies, with a Mercedes AMG-sourced engine crammed into an ultralight body made of carbon-titanium fiber, a material developed in conjunction with Pagani just for the Zonda Cinque. Weight savings and drivetrain refinements allow the Zonda Cinque to rocket from 0-100 km/hr (62 mph) in just 3.4 seconds, faster than… almost anything.

Pagani Zonda F Roadster - www.robson.m3rlin.org

No word on whether the five limited-edition 2009 Pagani Zonda Cinque supercars are accounted for, but don’t bet on getting one. The price? A cool 1 million Euros. Plus tax.

A project born to satisfy the request of the Pagani dealer for Hong Kong “SPS”, an incredibile car which will be produced only in 5 (five) limited pieces, already all sold and will be street legal. It will be the first Pagani car to be equipped with sequential gearbox manageable both with paddles behind the steering and with the traditional gear stick on central tunnel.

Pagani Zonda F Roadster - www.robson.m3rlin.org

Besides, it will be the first Zonda to use the new Pagani invention, the carbon-titanium, a special fiber purposely created for the Zonda Cinque, which will be eventually used on the new generation models. This monster has 678 hp, 780 Nm torque, forged monolock titanium wheels, bolts and nuts will fully be done in titanium and boast the Pagani logo.

The interiors are refined and at the same time reveal the sporting attitude of this car. Racing leather seats developed by Toora, 4-points seatbelts and molibden steel roll-bars with carbon fiber coating.

The Zonda Cinque total weight will be 20 Kg lighter then the F model, will have new Pirelli tyres, with special compounds for the car.

Pagani Zonda F Roadster - www.robson.m3rlin.org

Suspensions and springs will be in ergal and titanium developed with the latest technology from Öhlins, in accordance with the Pagani specifications. Four different settings, 10 adjustments each, to separate high and low frequencies, both in compression and extention.

The body is equipped with a longer front spoiler, new designed rear wing, central air intake on monocock, extra air intakes for rear brakes. Flat bottom and new rear air extractors will improve the downforce up to 750 Kg at 300km.

Pagani Zonda F Roadster - www.robson.m3rlin.org

181-top-gear-pagani-zonda-f-roadster

Pagani Zonda F Roadster - www.robson.m3rlin.org

The Zonda Cinque will be a piece of art able to speed over 350 Km/h. A special colour livery will distinguish this unique, exclusive, 1ML Euro + tax model. Only five pieces for five wealthy Pagani lovers.

Pagani Zonda F Roadster - www.robson.m3rlin.org

Top Gear Pagani Zonda F Roadster Lap Time

Rinspeed Porsche 911 - www.robson.m3rlin.org

Have you ever rolled up to the traffic lights, looked to your right and seen someone driving the exact same car as yours?
It certainly happens, especially to owners of popular car makes, and for drivers who consider their vehicles an extension of their own style, or just don’t want to be seen as a ‘follower’, this just won’t do.

Rinspeed Porsche 911 - www.robson.m3rlin.org

At the same token, the amount of cars I see on the road today – particularly in inner Melbourne and Sydney – that have been modified are steadily increasing.

From an innocuous muffler upgrade to fancy wheels, a bonnet scoop, bigger brakes and even the full monty – bodykit, custom head and brake lights, full engine tune, glossy interior – more and more modern cars are getting the custom treatment.

Though cars are primarily a useful mode of transport, they’re increasingly being seen as trendy extensions of their owners’ personalities.

Rinspeed Porsche 911 - www.robson.m3rlin.org

While car tuners of older models have been doing this for aeons, tuning their Torana SLR 5000s, HQ Monaros and Ford Falcon XC Cobras to attain quicker quarter mile numbers, new car buyers seem to be more and more opting for aftermarket upgrades, items that give their cars more personality, individuality and often more performance.

Rinspeed Porsche 911 - www.robson.m3rlin.org

Taking the idea of car customisation to the extreme, the sporadically eccentric Swiss tuning and styling house Rinspeed is now offering owners of the new 997-series Porsche 911 Carrera the chance to open their doors vertically, instead of the standard horizontal hinging doors.

Rinspeed is quick to acknowledge the importance of the Porsche brand to its own operation over the years. “The eighties saw great success with the R29 models based on the Porsche 928, the R69 based on the Porsche Turbo 1 and the Rinspeed Porsche Speedster based on the first Speedster model,” states Rinspeed.

Rinspeed Porsche 911 - www.robson.m3rlin.org

“These models quickly became the epitome of exciting sports car design with unique styling and quality,” the Swiss company says.
As you can see from the photography, the team behind the bizarre Porsche Chopster has created a whole range of accessories for the new Porsche, number one on the list, the wing doors.

In addition to these eye-catching (and costly) doors, sure to make your Lamboghini-owning brethren green with envy, Rinspeed has created a whole range of new accessories for the new 2005 model 911 Porsche Carrera models.
Wheels in various sizes are offered (18 and 19-inch predominantly), as are full suspension kits that can drop the ride height of the cars significantly, while increasing steering response and grip.

You can also individualise the look of your Porker by using a number of the European company’s aero upgrades. In addition to (allegedly) improving the aerodynamic effect of the car, they also help to create a different look, from front carbon fibre lip spoilers to side skirts and rear wings.

Rinspeed also offers its own exhaust systems that increase power output and add another visual difference to the rear of the car, with fancy looking exhaust outlets. It can also customise the interior of the cars, adding leather upholstery and back-lit scuff plates, Rinspeed-issue throttle/brake/clutch pedals and gear shifters.

Though not quite as wild as the Chopster, and far less futuristic than the advanced Senso, Rinspeed’s latest crop of upgrades and custom parts for the new 2005 Porsche are nonetheless pleasing to the eye, particularly those exotic wing doors.

Rinspeed offers custom pedals for Porsche 911sAnd just like far more common cars here in Australia, such as the Mitsubishi Lancer, Ford Falcon and Honda Accord Euro, owners of high end cars are similarly looking for ways to make their rides stand out from the crowd and perform differently, whether it be with simple decals, a new paint job or exhaust system modifications.

The automotive aftermarket and ‘tuning’ industries are today worth billions of dollars annually, particularly in places like North America and Europe, and as more and more money is sunk into car customisation, we are beginning to see the car manufacturers themselves trying to beat the aftermarket companies at their own game. Where there’s demand, there will be supply. Take Mercedes-owned ’smart’ for example. It offers interchangeable coloured and patterned plastic exterior panels for some of its vehicles, and take one look at companies like FPV and HSV in Australia for more evidence of the desirability of a higher-spec, modified vehicle.

As the ‘tuning’ scene builds momentum right across the globe, with Auto Salons and ’show and shine’ competitions becoming ever more popular, we could even see the day when no one car is similar. Imagine that – pulling up to the traffic lights and never ever seeing the same car lined up next to you. Now there’s food for thought.

Rinspeed Porsche 911 - www.robson.m3rlin.org

Audi TT DTM - www.robson.m3rlin.org

With its Abt-Audi TT-R, Abt Sportsline has won the title in the DTM (Deutsche Tourenwagen Masters), which was the biggest success in the history of the company. And according to the corporate motto “From the race track to the street”, the world’s leading tuning company for makes of the Volkswagen-concern has created a new highlight off the track as well: the Abt TT-limited II. “We want to give people the pure motorsport feeling for road use”, says managing director and DTM-driver Christian Abt. The result incorporates pure passion with 195 kW (265 hp), quattro drive and a fascinating sport package.

Audi TT DTM - www.robson.m3rlin.org

The Abt TT-limited already turned out to be a bestseller in the portfolio of the company from the Allgäu-region. For the current special edition from Kempten, Abt Sportsline not only chose a striking red, but also an optical package with an absolute eye-catcher: the TT-limited II has been equipped with the Abt SP1 sports wheel including DTM Champion wheel rim covers. The black covers with inscription commemorate Laurent Aiello’s title-winning campaign in the 2002 DTM-season. Underneath the bonnet, there is a real sportsman’s heart at work: the 1.8 litre turbo engine not only has 30 kW (40 hp) more performance than the 165 kW (225 hp) strong production engine, but with 360 Nm instead of 280 Nm significantly more torque as well.

Audi TT DTM - www.robson.m3rlin.org

Audi TT DTM - www.robson.m3rlin.org

The DTM-connection can’t remain unnoticed. With the front section and the famous Abt logo on the radiator, the sporty provenance of the TT-limited II becomes clear at first sight. The connection becomes even more apparent at the back: the Abt rear wing, derived from the DTM-winning Abt-Audi TT-R, provides the best possible downforce. Below that, the rear cover including carbon diffuser and four-pipe exhaust silencer refers to pure motorsport power. “Our experience from the race track provided the ideal basis for our TT-limited II”, says Christian Abt.

Audi TT DTM - www.robson.m3rlin.org

Audi TT DTM - www.robson.m3rlin.org

Quattro drive and a height-adjustable Abt sport suspension, set up by Christian Abt himself, ensure the best possible transfer of the 195 kW (265 hp). The sport braking system with red-coloured brake callipers bites within fractions of a second, when it is necessary. The complete wheels with widened track, fitted with the new Abt SP1 sports wheel in the dimension 8.5 x 19 inch ensure the best possible contact with the asphalt. This representative of the new Abt SP wheel range is making its own mark, significantly standing out from other types with its flat wheel rim, declining to the inside. The super sports car comes with the appropriate Continental 235/35-19 tyres.

Audi TT DTM - www.robson.m3rlin.org

The thoroughbred line continues in the interior of the TT-limited II. As soon as you slide across the red doorsteps with the TT-limited II-logo into the red-painted buckets of the leather sport seats, you will soon discover the attention to detail of the designers from Kempten. A gearshift lever knob and ring of aluminium, floor mats with embroidered Abt logo, the sporty one-arm windscreen wiper and the red leather steering wheel are rounding off the perfect appearance of the super sports car.

Audi TT DTM - www.robson.m3rlin.org

Fitting for the performance, Abt Sportsline has chosen the appropriate wheels for the most powerful vehicle in its line-up. The Abt sports wheel SP2, cast in one piece in the dimension 9 x 20 inch and fitted with 255/30 R20 ContiSportContact2 tyres ensures the best possible contact between the quattro-drive and the asphalt. The new Champion wheel rim covers are the pinnacle of wheel design from Kempten. The silver-coloured covers with black inscription commemorate Laurent Aiello’s title-winning campaign in the 2002 DTM-season.

With so much power, the performance of the brakes is especially important. Therefore, Abt Sportsline has mounted its sport braking system to the front and the rear axle of the RS6. Apart from the looks, the double-ventilated brake disks with the dimension 380 x 32 millimetres (front) and 322 x 32 millimetres (rear) ensure more safety and lighter handling of the super sports car. Larger pistons result into more braking power, the disks provide more stability and increased durability.

Volvo S80 Gasoline Turbo I6

Although one could argue that other auto manufacturers share Volvo’s dedication to safety and functionality, it would be difficult to find many examples that are backed up by a  ransversely mounted in-line six-cylinder engine. While isolated cases of transversely mounted 16 engines do exist-Daewoo’s Magnus engine, for example-they are rather uncommon. Volvo achieved the 16 engine’s transverse orientation by streamlining the entire installation-engine, transmission, and ancillaries-into as compact a space as possible, and relocating all ancillaries except the alternator to the unused space above the gearbox. Ancillaries are still belt-driven, but overhead camshafts are now chain-driven. Both the chain and the belt are driven by gears at the rear end of the crankshaft, with the gears partially integrated into the engine block. The drive system is integrated into a small gearbox with an intermediate shaft inside the driveshaft. Different gears drive the two shafts, delivering one speed for the camshaft drive and a different speed for the ancillaries. The alternator, installed on the engine block, is directly driven off the same shaft that drives the ancillary belt. The crankshaft damper has also been moved inside the engine block, located at the front of the crankshaft.

To help the S80 meet the conflicting demands of fuel economy, environmental responsibility, and performance, the 16 incorporates cam profile switching, continuous variable valve timing, and a variable intake system. For performanceoriented drivers, an optional4.4-LV8 with all-wheel drive was also offered. Now, Volvo has expanded its options for satisfying those conflicting needs with the introduction of a slightly smaller, turbocharged six-cylinder engine. Modeled after the naturally aspirated 16, the new 3.0-L T6 engine uses the 16 block and cylinder head with different machining, manifolds, and other boltons. The new port-fuel-injected all-aluminum engine has a mass of 419 lb (190 kg) as shipped and 468lb (212.5 kg) as installed. As with any turbocharger, exhaust gases leaving the cylinders spin a turbine on the end of the turbo shaft, causing an impeller at the other end to force compressed air into the induction system.The compressed air effectively increases the
amount of oxygen available in the engine for the combustion process. The boost pressure is controlled by a traditional
wastegate on the compressor side. On the intake side, an electronically controlled dump valve helps reduce the ‘whoosh’
noise when the throttle is released, and allows for more precise boost control.

Volvo S80 Gasoline Turbo I6

With twin-scroll technology, the T6 engine’s exhaust gases are divided into two outflows, half from three cylinders and half from the other three cylinders. An air-to-air intercooler helps improve volumetric efficiency through isochoric cooling. With the twin-scroll turbo, the T6 delivers strong low-end torque without the size, complexity, or cost of a large engine displacement or two separate turbochargers. With the addition of turbocharging, Volvo was able to downsize the new engine’s
displacement by 7.5% as compared to the normally aspirated 16. With bore and stroke measurements of 3.23 in (82 mm) and 3.67 in (93.2 mm), respecaei-tively, the T6’s bore-stroke ratio, 0.880, is nearly the same as the 16’s 0.875. The longer stroke, which makes both six-cylinder engines slightly undersquare, helps generate better low-end torque and better overall fuel efficiency. Turbocharged to 0.7 bar (10.1 psi), the T6 delivers 281 hp (210 kW) and 295 lb·ft (400 N·m), the latter over a wide range from 1500 to 4800 rpm. Specific power rating is 73.5 hp/L (54.8 kWIL) and the specific torque is 99.9 Ib ·ft/L (135.5 N·m/L). Introduced with the 2008 S80, the new 3.0-L turbocharged T6 is expected to be offered in other Volvo models in 2009.

Since the first prototype of this no-frills race replica first came into our hands in 2005, Roland Gumpert has been working quietly and diligently to refine the car and also strengthen his little company’s bond with Audi. During his time at Audi, Gumpert helped develop the modified Volkswagen Iltis that led to the first 1980 Audi Quattro coupe. Uwe Bleck, the company’s technical director, formerly specialized in driving dynamics and simulations at Audi.

Gumpert Sportwagenmanufaktur is even located in Saxony, the province in eastern Germany where four small companies combined in 1932 to form Auto Union, Audi’s corporate ancestor. The village of Altenburg where the little factory lies is not far from Zwickau, where the Auto Union grand prix cars were built in the 1930s.

Using a twin-turbocharged version of Audi’s 4.2-liter 90-degree V8 — complete with lightweight internals — and mated to a six-speed sequential transmission, the Apollo is available in three versions: Apollo, Apollo S (for Sport) and Apollo R (for Race).

We’re testing the 690-hp S-type, as opposed to the 641-hp entry-level Apollo or the lighter, track-dedicated 789-hp R-type. More compact than expected, the Apollo S’s muscular Marco Vanetta-styled shape has a raw, no-nonsense menace. While it’s true there are a few areas that look a bit clunky — notably the side windows and mesh engine cover — there’s no mistaking the Apollo’s crackling aura of potency and purpose.

If you’re a driver rather than a poseur, the Apollo’s promise of speed has a magnetic beauty of its own. You swing up the Apollo’s surprisingly heavy door, then drop yourself into the seat, grabbing the cutout in the roof to help you across the high sill that obstructs the doorway. Just like a racing car, the Apollo has a detachable steering wheel to simplify the whole process.

The seat (or what passes for a seat) is in fact a padded racing shell. It’s fixed directly to the carbon-fiber safety cell that surrounds the cockpit, which itself is at the heart of a tubular space frame that forms the Apollo’s chassis. Fortunately the pedals and the steering wheel are easily adjusted, so you can get surprisingly comfortable surprisingly quickly. If you’re tall or broad, though, you’ll realize that the Apollo is a purebred performance car and not some luxury coupe in disguise like a Pagani Zonda or Porsche Carrera GT.

A mix of clean, simple ergonomics and familiar Audi switchgear, the Apollo’s cabin trades flamboyance for function. There’s a lot to pack into such a compact dashboard, yet everything from the display panel for the Racelogic stability control to the pop-out Pioneer satellite navigation system is well integrated and easy to operate. Some of the rough detailing is typical of hand-built one-off cars, as you’d expect in a thinly disguised racing car.

Fitted with the quietest of three exhaust options, the Apollo S’s twin-turbo Audi V8 starts with a muted rumble, with an assortment of whirrs and chatters that provides a suitably businesslike accompaniment of mechanical noise. There’s a simple sequential manual transmission with a sturdy shift lever at your side and a conventional clutch pedal, which makes it clear again that this is a racing car and not an arcade game with shift paddles on the steering wheel. It focuses the mind perfectly.

The clutch pedal is heavy but not ridiculously so, while the lever requires a firm, positive shove fore or aft to deliver crisp shifts from the synchromesh transaxle. We’ve become so used to sequential gearboxes with automated clutch action that it takes some thinking to properly coordinate lever and clutch.

As soon as the road begins rushing past underneath us, the Apollo’s pin-sharp focus and uncompromising nature is apparent. The suspension isn’t supple like a Zonda’s but it yields just enough to round the sharpest edges off road imperfections for it to work. While this makes for a busy and, at times, uncomfortable ride on the nasty surfaces of secondary roads, it doesn’t seem to deflect the Apollo from its course. In fact the Gumpert Apollo conveys a sense of total, iron-fisted control unlike any other supercar we’ve ever driven.

You need your wits about you, for the twin-turbocharged Audi V8 has a devastating punch. There’s plenty going on with 675 pound-feet of torque available at 4,000 rpm. Even at 2,500 rpm on part throttle, once you do finally summon the cojones to explore the farthest reaches of the throttle pedal’s travel, the Apollo explodes forward with sufficient force to send a momentary jolt of fear through your buzzing nervous system.

It’s an otherworldly sensation — harder and more violent than the immaculately linear lunge of the Pagani Zonda’s Mercedes-built 6.0-liter V12, yet smoother and more controlled than the supercharged punch of the Koenigsegg CCX’s psychotic Ford-built 4.7-liter V8. Those who relish the high-octane operatics of Italian supercars will probably criticize the Gumpert’s less than musical cry, but this steely, deep-chested barrage of noise represents the closest thing you can get to the sound of Audi’s legendary R8 LMP1, which won the 24 Hours of Le Mans no fewer than five times. It’s a weapon, pure and simple.

With such enormous reserves of power and torque, the Apollo requires a measured right foot. A superb stability control system, developed specifically for Gumpert by Racelogic, provides an almost infinitely adjustable safety net. Set to 100 percent (the rain mode) on a dry road, the system cuts in abruptly when the rear tires lose the tiniest bit of traction, even in a straight line. But once you wind back the intervention threshold 10 or 15 percent to let the rear tires slip just sufficiently to get some of that 690 hp to the road, you’ll feel genuinely alarmed by the rate at which the Apollo S is accelerating. A speed of 100 km/h (62 mph) comes up in 3.0 seconds and 220 mph lies within the realm of possibility.

Getting Talkative at 160 mph
Whatever you’ve stepped out of, the Apollo will feel insanely rapid. It’s not all whizbang acceleration, though, for the Apollo is an easy and undemanding car to guide at sane speeds.

The steering is both light and linear, and the front end responds quickly and directly but with a reassuring feel that encourages you to drive faster. The car has massive reserves of grip through its tires, 255/35ZR19s in front and 345/35ZR19s in the rear, yet the Apollo’s chassis is talkative, reacting alertly to your inputs. It’s reassuring to note that the front tires are the first to find the limit, and the tail of the car feels firmly planted on the road, even at elevated road speeds.

It’s a mark of the Apollo’s potential that a circuit is essential to truly discover what it’s all about. Without reference points such as trees, lampposts, white lines and other blurry road furniture, circuits have a habit of neutering many very fast cars of their visceral, heart-pounding sensation of speed. Not so the Apollo, which feels fast enough to fry your synapses, even at the flat, featureless Bedford Autodrome.

On the GT circuit’s main straight we repeatedly pull 160 mph without really trying before the corner comes up and we work the hugely effective brakes — durable 14.9-inch cast-iron rotors gripped by stout six-piston calipers from AP Racing.

The 2,646-pound Gumpert Apollo S feels utterly stable into the corners, thanks in no small part to the combination of a shape that develops ground-effect downforce with the underbody of the bodywork plus plenty of aero load from the big rear wing. This isn’t the kind of car where you want to rush up to the limits of adhesion, so you gradually nudge the Apollo toward the edge until you feel it begin to move beneath you.

Through the daunting, chassis-testing Palmer Curves the Apollo S is awesome, making the fast direction changes in 4th gear so easily that a Ferrari Enzo or Porsche Carrera GT seems like an accident waiting to happen in comparison. The tighter corners are defined by smudges of understeer, but given more time and familiarity there’s no doubt that a little fine-tuning with the traction control settings would allow the rear to come into play a little more.

There seems to be no limit to the number of exotic sports cars these days. A niche formerly occupied by wildly innovative entrepreneurs has now been invaded by the major manufacturers.

The 2007 Gumpert Apollo remains unique because it is the highly personal expression of Roland Gumpert, and this gives it a lasting charm.

More important, the Gumpert Apollo is capable of truly terrifying performance, and it’s the closest thing to a Le Mans-ready sports car that you’ll find with a license plate. It’s amazing that even one of these cars is already on the public roads, much less 15 of them.

Well appon many peoples requests, here is a video of ALL the footage of the two Vector concept cars that day in Crystal Cove…….ENJOY!

So far, a single yellow example has been completed and is being extensively tested before the regular production version is revealed in 2006. Engineers at Banbury, and the exclusive Race Resort Ascari racetrack, are committed to ensuring this 220mph supercar delivers world-class performance similar to other independents such as Pagani, Koenigsegg and Mosler.

Like its KZ1 predecessor, the 1280kg A10 will be rare, with just 50 to be hand-built at Banbury. With an exclusive price tag of around 350 000 GBP, Ascari’s anouncement is particularly bold.

Power will come from a modified BMW M5 engine with a six speed manual as standard or a sequential gearbox available as an option. With its wide carbon fibre body and matching fixed rear wing, the A10 is much more dramatic compared to the KZ1 it’s based off.

Chris Burton from Ascari says: ”We are extremely excited by the prospect of launching the A10. This car’s roots are in the racetrack making it a truly inspiring driving machine, yet refined enough by design to be driven every day as a supercar.”

Ascari is now ready to pre-register for 50 A10 orders.

There’s a new British sports car on the street: Connaught is about to launch the Type-D Syracuse (see links to related stories below).

With 300bhp and 274lb-ft of torque from a supercharged front-mounted 2.0-litre V10 petrol engine, the 750Kg car is no slouch. The company claims an entirely believable 0-60mph in under five seconds and a top speed of 170mph. The 2+2 coupé is made of composites and stainless steel with aluminium panels.

The car was created to celebrate the 50th anniversary of Tony Brooks’ historic win for Connaught in the 1955 Syracuse Grand Prix. Connaught was the first British manufacturer to win a Formula 1 Grand Prix, beating works Maserati & Ferraris and the first to build their own aerodynamic wind tunnel.

Due to debut at Autosport International in January, production starts in May. But if you want one, contact the company now as there will only be 100 made — and 28 have already been sold for the asking price of between £60,000 to £80,000, depending on spec.

Featuring the first ever V10 hybrid engine, Connaught’s Type-D beats mainstream manufacturers in the race to produce a high performance energy-efficient sports car. The stunning coupe will deliver 140mph, 0-60mph in 6.2s, 42mpg and genuine 2+2+ seating configuration, while still complying with ultra-low emissions targets set for 2010.

The brainchild of two ex-Jaguar consultant engineers, Tim Bishop and Tony Martindale, the Connaught Type-D has to date received almost half a million pounds worth of funding from the Energy Saving Trust and has no less than 17 patents pending on its ground-breaking technology.

The car was previewed at Goodwood’s Revival meeting, a fitting venue to resurrect a famous name of 1950s automotive engineering, but the new Connaught Motor Company is no heritage-laden throw-back to past eras.

Connaught is the first virtual car company. It designs the car and manages the project, but out-sources the manufacturing to Derby-based partners EPM Technology, thereby ensuring relatively low start-up investment costs.

The ultra-lightweight construction helps to realise the ambitious fuel efficiency targets while the mid-front north-south mounted engine and rear-wheel drive configuration guarantees maximum driving pleasure without compromising rear space. The cleverly engineered convertible “Eclipse” version will have electrically-powered stacking glass panels which disappear into the boot lid without loss of luggage space. The Type-D will be competitively priced starting at around £35,000.

“Our aim has been to build a car for the future while keeping the design and technology relatively simple,” explains Tim Bishop, vehicle engineering director, “and to establish close links with our technology partners EPM Technology for the assembly and Coventry University on the styling side. We have met all our own development targets and are confident to gain five-star EuroNCAP crash test results and maximum score for pedestrian safety.”

Powertrain: a study in energy efficiency.
Connaught plays down the Type-D’s hybrid drive, wishing to distance its sports coupe from existing hybrid cars with their utilitarian aura and earnest greenness. Market research has revealed that some potential buyers of pleasure machines are put off by the hybrid idea, thanks to inaccurate preconceptions of plugging the cars into the mains and thoughts of slow electric vehicles. Buyers with some technical understanding are more likely to appreciate the benefits, however, and in the longer term the Connaught will be seen as a pioneer in its field.

So for ‘hybrid’, read Connaught’s alternative description: HigherBred. Think of the electric motor as a torque-assist system, a means to an end rather than an end in itself. First, though, the heart of the Type-D.

V10 power.
The all-aluminium, ultra-compact, 2110cc V10 engine is packed with innovative features. The vee-angle is just 22.5 degrees, which makes the engine narrow and gives good balance with even firing intervals. The wet cylinder liners mate directly with the cylinder head, with no gasket, and other components are sealed with rubber where necessary.

The crankshaft is pressed together from 22 components, and fed into the block from one end. Its webs double as very large main-bearing journals, but the bearing surface is very slender to keep friction down. The pistons have ceramic crowns, to reduce the heat transfer to the block that would otherwise be the V10 configuration’s biggest snag given a cylinder surface-to-volume ratio much higher than that of, say, a four-cylinder engine. Future developments could include V8 and V12 versions of the engine.

For a rapid warm-up and maximum efficiency, the cylinder head has its own water-cooling circuit. When the block needs to be cooled as well, an interconnecting valve opens to unite the cooling circuits, pumped by an electric water pump as required. There are two valves per cylinder, a single overhead camshaft per bank with bucket tappets and variable valve timing system, and a very high (13.5 to one) compression ratio. Cross-linking of opposite inlet ports produces pressure pulses to improve low-speed torque, and each cylinder has its own throttle valve.

The engine alone reaches its torque peak at 4000rpm, but with the electric motor assisting its efforts there’s a flat torque curve of 144lb ft from 1000rpm right up to 6000rpm. That strong low-end pull is the secret of the Connaught’s pace, delivering a pulling ability extraordinary for such a compact engine unit. Maximum combined power – 162bhp – arrives at 6000rpm.

Added electricity.
The Lynch electric motor is attached to the crankshaft nose, via a variable gearing system designed to exploit the fact that an electric motor delivers its highest torque at its lowest speeds. The drive system ensures that the motor always runs at the best speed for the conditions. It’s powered by, and recharges, a 48-volt electrical supply, which keeps current levels low and makes for quicker recharging. There’s also a capacitive and fast charging storage system to respond instantly to big current demands, for example to help with sudden acceleration.

When the Type-D is stationary, the petrol engine does not run. The air-conditioning can still operate if needed, though, thanks to that 48-volt electrical system. To move off, you press the clutch pedal down, select a gear, press the accelerator and the engine fires up as you engage the clutch and move away. There’s none of the usual chatter and jerk of a conventional starter, because the electric motor performs the job of starting the engine.

Three modes alter how the electric motor is used. Sport mode uses all available motor assistance, but will use up the battery power so it cannot be engaged all the time. Normal mode adds battery charging on deceleration (regenerative braking) and rations the motor assistance. Economy mode maximises the deceleration charge. Pressing the sport button also opens valves in the intake and exhaust systems for a sportier sound – “like a Formula One car at half speed,” says Tim Bishop.

Heated catalysts.
One problem with turning an engine on and off is that the catalytic converters cool down, making for excess emissions when restarting. To overcome this, the Type-D has heated catalysts powered by the 48-volt electrical system that also handles the hybrid drive. They need an excess of air just after start-up to make them ‘light off’ again. This is neatly achieved by cutting the fuel supply to two cylinders for a few revolutions, so they act as an air pump.

Thus equipped, the Connaught Type-D should meet Euro 4 emissions, could qualify as an ultra-low emissions vehicle in the US were it to be sold there (for which there are no current plans), and should have average CO2 emissions of 150g/km.

British-built gearbox.
The five-speed gearbox, made by Mitchell Cotts which also supplies gearboxes to Caterham Cars, uses proprietary internals in a specially designed casing. A six-speed sequential transmission is a possible future option.

Structure and suspension.
A target weight of just 750kg without fluids (for the base model) doesn’t have to mean carbonfibre panels or exotic, hard-to-repair, bonded aluminium chassis sections. The Type-D’s chassis is built up mainly from laser-cut, flat steel and tubular sections, many of them with numerous large holes to save weight. It’s designed to collapse progressively on impact, to be repaired easily and cheaply afterwards and to last well thanks to hot-dip galvanising.

Extensive computer simulation points to a five-star EuroNCAP crash test result, and Connaught plans to put the Type-D through the real test once it’s in production.

The completed structure, with its Twintex inner tub and aluminium superstructure, has a torsional stiffness of around 7400lb ft/degree (10,000NM/degree). Its bonded-on Twintex polypropylene/glassfibre tub contributes to this figure, and the material has other advantages: recyclable, no resin smell, and good sound absorption. The aluminium body panels will be hand-formed at first, then pressed on soft tooling as production builds up.

Wishbones all round.
Tim Bishop wanted the Connaught Type-D to have ride and handling much like that of the original Lotus Elan. Light weight, relatively soft springing and tight damping control are the keys here, and the Type-D has some intriguing componentry.

All the wishbones are aluminium castings, but while the upper ones are conventional the lower ones – all four of which are machined from identical castings – are anything but. They are large, wide and hinge on an axis at right-angles to the car’s centre line. So the front ones are leading links, the rear ones trailing links. This reduces dive under braking and squat under acceleration, reduces geometry change as the wheels move in their generous suspension travel, and enables loads to be fed into the strongest part of the structure. The wide-based pivots allow the use of soft suspension bushes, too, which gives a smoother, quieter ride.

One effect of the geometry is that the roll centre rises as the car leans, so the inner rear wheel can still handle lots of drive torque. This means the Connaught doesn’t need a limited-slip differential, although it will be an option along with traction control and an electronic stability system. There are no anti-roll bars, and the Connaught’s light weight should render power steering unnecessary despite optional wide 35-profile tyres.

The spare wheel lies horizontally between the front wishbones, and forms an integral part of the crash structure.
Price :: £35,000 (approx $62,000 US)
Engine :: 2110 cc V10 hybrid
Horsepower :: 162 hp @ 6000 rpm
HP/Liter :: 77 hp per liter
HP/Weight :: 10.2 lbs per hp
Torque :: 144 lb-ft @ 1000-6000 rpm
0-60 mph :: 6.2 seconds
Weight :: 1653 lbs
Top Speed :: 140 mph

Concept
McLaren F1 (missing headlight covers)

Chief engineer Gordon Murray’s design concept was a common one among designers of high-performance cars: low weight and high power. This was achieved through use of high-tech and expensive materials like carbon fiber, titanium, gold and magnesium. The F1 was one of the first production cars to use a carbon-fiber monocoque chassis.

The idea was first conceived when Murray was waiting for a flight home back from the fateful Italian Grand Prix in 1988; Murray drew a sketch of a three seater supercar and proposed it to Ron Dennis. Later, a pair of Ultima MK3 kit cars, chassis numbers 12 and 13, ‘Albert’ and ‘Edward’, the last two MK3s, were used as “mules” to test various components and concepts before the first cars were built. Number 12 was used to test the gearbox with a 7.4 litre Chevrolet V8 to mimic the torque of the BMW V12, plus various other components like the seats and the brakes. Number 13 was the test of the V12, plus exhaust and cooling system. When McLaren was done with the cars they destroyed both of them to keep away the specialist magazines and because they did not want the car to be associated with “kit cars”.

The car was first unveiled at a launch show, 28th May 1992, at The Sporting Club in Monaco. The original prototype (XP1) remained the same as the production version except for the wing mirror which, on the XP1, was mounted at the top sill of the door. This car was deemed not road legal as it had no turn signal indicators at the front; McLaren was forced to make changes on the car as a result (some cars, including Ralph Lauren’s were sent back to McLaren and fitted with the prototype mirrors). The original wing mirrors also incorporated a pair of indicators which other car manufacturers as well as an aftermarket company would adopt several years later.

The car’s safety levels were first proved when during a testing in Namibia in April 1993, a test driver wearing just shorts and t-shirt hit a rock and rolled the first prototype car several times. The driver managed to escape unscathed. Later in the year, the second prototype (XP2) was especially built for crashtesting and passed with the front wheel arch untouched.

Engine

McLaren insisted that the engine for this car be normally-aspirated to increase reliability and driver control. Turbochargers and superchargers increase power but they increase complexity and can decrease reliability as well as the ability of the driver to maintain maximum control of the engine. BMW’s motorsport division BMW M custom-built a 6.1 L (6064 cc) 60-degree V12 based on BMW’s M70/S70 BMW S70/2 engine with aluminum alloy block and head, 86 mm x 87 mm bore/stroke, quad overhead camshafts for maximum flexibility of control over the four valves/cylinder and chain drive for the camshafts for maximum reliability. At 266 kg, the resulting engine was slightly heavier than Murray’s original maximum specification weight of 250 kg but also considerably more powerful than he had specified, which effectively cancelled out the weight gain.
The McLaren F1’s engine compartment contains the mid-mounted BMW S70/2 engine and uses gold foil as a heat shield in the exhaust compartment.

The carbon fiber body panels and monocoque required significant heat insulation in the engine compartment and so Murray’s solution was to coat the engine bay with the most efficient heat-reflector: gold foil. Approximately 25 g (0.8 ounce) of gold was used in each car.

The road version used a compression ratio of 11:1 to produce 620 horsepower at 7400 rpm – considerably more than Murray’s specification of 550 horsepower. Torque output 480 ft·lb (651 N·m) at 5600 rpm.[1] Other, more highly tuned, incarnations of the F1 produced up to 640 hp. The engine has a redline and rev limiter at 7500 rpm.

From 1998 to 2000, the Le Mans winning BMW V12 LMR sports car used a similar S70/2 engine.

Power

There is some disagreement on the topic of power output. Most sources, including McLaren themselves, report output at “627 horsepower”. However, it is unclear whether this is metric horsepower (often represented as “PS” from the German Pferdestrke) or imperial horsepower. Since the McLaren’s engine was built by BMW, either unit could have been used – European carmakers tend to measure output in metric horsepower while their British counterparts tend to use Imperial horsepower. Therefore, the German company BMW may have used either measurement for an engine to be delivered to British company McLaren. The kilowatt (kW) is sometimes used as a reference, as it is unambiguous, but in the case of the McLaren, output in kilowatts has been given as both 461 kW (equivalent to 627 PS or 618 hp) and 468 kW (equivalent to 636 PS or 627 hp) – thus the various quotes of horsepower output given as 618, 627 or 628 horsepower.

Performance

The Mclaren F1 can do 0 to 60 mph (97 km/h) in 3.1 seconds and has an official top speed of 240.14 mph (386.4 km/h), although with the rev limiter removed, the F1 remains one of the fastest “production” cars ever made.

While most car manufacturers rate their cars in terms of raw engine power, in terms of overall performance (acceleration, braking, and agility) a car’s weight is a more important factor. The power-weight ratio is a better method of quantifying performance than the peak output of the vehicle’s powerplant. By this measure, the F1 was one of the most powerful production cars ever made. The F1 achieves 501 hp/ton, or just 4 lb/hp, while the Ferrari Enzo (even with its significantly higher raw output) measures behind the F1 at 434 hp/ton (4.6 lb/hp) due to its greater weight.

McLaren F1

* 0-60 mph 3.2 s
* 0-100 mph 6.3 s
* 0-150 mph 12.8 s
* 0-200 mph 28.0 s

Bugatti Veyron

* 0-60 mph 2.5 s
* 0-100 mph 5.5 s
* 0-150 mph 11.3 s
* 0-200 mph 22.2 s

The McLaren F1 has a top speed of 231 mph, restricted by the rev limiter at 7500 rpm. The true attainable top speed of the McLaren F1 was reached on the 31st of March, 1998 by the (then) five-year-old XP5 prototype. Andy Wallace piloted it down the 9 km straight at Volkswagen’s Ehra-Lessien test track in Wolfsburg, Germany, setting a new world record of 386.5 km/h (240.14 mph) at 7800 rpm. As Mario Andretti noted in a comparison test, the F1 is capable of engaging a seventh gear, thus, with a higher gear ratio or addition of a seventh gear, it is possible for the McLaren F1 to attain an even greater top speed. This is something which can also be observed by noticing that the top speed was reached at 7800 RPM while the poweplant’s peak output is at 7400 RPM.

Some claim the record is not true nor official due to the fact the car can be considered to be modified prior to the test — the rev limiter was removed. However making minor modifications is common when testing the top speed of supercars, for example removing mirrors, covering up air ducts and using different tires has been seen before.

Record claims

The title of “world’s fastest production road car” is constantly in contention, especially because the term “production car” is not always well-defined by the media. Critics of the F1 will point to the relatively tiny number of cars produced and the extremely high price and contend that a car available to so few is hardly a “production car”.

Callaway’s Sledgehammer Corvette[citation needed], the road going version of the Dauer-Porsche 962 (winner of the 1994 24 Hours of Le Mans as a GT) and most recently a version of the 911 Turbo produced by German tuner ‘ 9ff ‘ have all proven in testing that they’re capable of top speeds matching or in excess of 240 mph, although none of them are considered production cars, and hence cannot displace the McLaren’s record. More recently, the Koenigsegg CCR recorded a speed of 388 km/h (241 mph), a record which has in turn been broken by the Bugatti Veyron, with a top speed of 407 km/h (253 mph). Both of these are considered to be production cars, and have therefore each beaten the McLaren’s record.

As a sidenote, the 962, Veyron, Ariel Atom, Koenigsegg CCX, the turbocharged version of Saleen’s S7 and RUF’s Rt 12 can hit 60 miles per hour in 3.2 seconds or less, meaning that even while certain cars can’t break the McLaren’s top speed, they are capable of matching or beating its 0-60 time.

In response to this, however, designer Gordon Murray has repeatedly stated, usually in his column in Evo Magazine, that the F1 was never meant to break records, but rather perform as the ultimate driver’s car. The Autocar magazine also stated in their review (Autocar is the only car magazine, other than Road & Track 12/97, to have done an official road test/review on the McLaren F1) that the McLaren F1 will remain the best supercar ever produced, which helps reinforce what Gordon Murray had said. Further evidence of it being the ultimate driver’s car is its light weight. It weighs only 1138kg while the Bugatti Veyron 16.4 weighs in at 1888kg. Gordon Murray’s target for the McLaren F1 was a curbweight of 1000kg, but ended up being 1138kg. It remains one of the lightest supercars ever built.