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…

Best of Lada

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

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!

Mazda Ryuga Concept Car Video.

This new style, new Mazda Concept 2008 maybe we will see this car on the road.

February 6, 2008 – Chicago, IL – The Toyota 1/X concept vehicle made its North American debut today at the 2008 Chicago Auto Show. Developed by Toyota Motor Corporation, the Toyota 1/X compact hybrid offers a glimpse into the next era of automotive technological design. The Toyota 1/X redefines from its very roots the idea of what it means to be environmentally considerate. Pronounced 1/Xth, the name is derived from its vehicle mass, fuel consumption and emissions output, each totaling a fraction of that of other vehicles in its class.
The 1/X features an aerodynamic ultra-lightweight design that maintains the interior space of the Toyota Prius hybrid and is approximately one-third the weight of the Prius. Its low 926-pound curb weight is partially achieved through the use of a light but very strong carbon fiber reinforced plastic (CFRP) throughout the body frame.

The aerodynamic shape of the 1/X and unique cabin design result in smaller pillars, allowing passengers more visibility and helping to create a greater sense of openness and freedom with its outer surroundings for driver and passengers. The CFRP material is lighter and stronger than traditional metals, creating a shock-absorbing like structure with cross-sections that help absorb energy during an impact.

The 1/X roof is produced from a bio-plastic made from environmentally-responsible material derived from kenaf and ramie plants. The result is a roof that improves heat insulation, emits less carbon dioxide, increases the amount of light entering the cabin, and reducing noise.

On the inside, the 1/X employs four ultra-lightweight seats made of polyester fiber that is knitted three-dimensionally for added comfort. The material functions like a spring or damper that helps create a cushion-like feel for all occupants.

The ultra-lightweight stature of the 1/X also helps contribute to a fuel efficiency target that would double that of the Prius and allow the 1/X to operate with an ultra-small hybrid powertrain located under the rear seat. The system combines a home rechargeable plug-in hybrid unit with a small 500cc 0.5-liter flexible-fuel engine that is 1/4th of the total weight of the Prius powertrain. The hybrid plug-in concept is designed to accommodate a lithium-ion battery that would be rechargeable at home. The result is a vehicle with the possibility of traveling over 600 miles on a small four-gallon tank of fuel and achieving the acceleration performance that is equivalent to the Prius.

In consideration of pedestrians and oncoming traffic, the 1/X is equipped with non-glare headlights. The front of the 1/X is dominated by an LED lighting system that sweeps under and across its large front windshield. The LED system helps eliminate glare emanating from the headlights. At sunset, the entire surface of the LED system softly illuminates the entire front surface. With the headlights on, the LED system surrounds the headlights with a soft light, helping to prevent glare from striking oncoming cars and nearby pedestrians.

The light weight of the Toyota 1/X allowed designers to equip the vehicle with smaller and thinner wheels that help reduce splashing while driving in wet conditions. The tires are designed with central grooves that further help prevent water from splashing in the direction of pedestrians.

he 1/X concept is one more example of Toyota’s commitment to designing clean, safe and innovative vehicles. The Toyota 1/X concept made its world debut at the 2007 Tokyo Motor Show.

TOYOTA 1/X CONCEPT AND PRIUS SPECIFICATION COMPARISON

1/X Concept             Prius
Exterior Dimensions (inches)
Total Length                             153.5                   175.0
Total Width                        63.8              67.9
Total Height                        55.5              58.1
Wheelbase                       102.4            106.3
Weights and Capacities
Curb Weight (lbs)                926            2,890
Seating Capacity                   4            5
Powertrain
Gas Engine            0.5 liter 500 cc        1.5 liter  1,497 cc
Hybrid Battery Type        Lithium ion            Nickel Metal Hydride

It is not only the concept’s striking looks that may give it a chance to be produced, even if in a small scale. The new car may also have come to life in a proper moment for BMW to give its production a serious thought. Mercedes-Benz has realized it may be a good idea to offer supercars and, when SLR’s production ceases, in 2009, it already has plans to revive the Gullwing, currently being tested under a Viper-like body. Even Audi has given it a try and is not complaining about R8 sales and brand-image benefits. Hence, why would BMW stay out of such a market?

It is obvious no one likes to bet if there is no chance of winning, so BMW will probably wait to see public’s reaction on the M1 to consider production. Expect it to be present in the most important autoshows in the next few years, such as Paris and Frankfurt. Anyway, if BMW demands anything else than enthusiastic reception to give the greenlight to this machine, we are sure thousands of World Car Fans will be willing to know what it is. And to have it done.

Five years ago, Aptera’s founder Steve Fambro endeavored to design and build a passenger vehicle that was safe, comfortable, and more fuel-efficient than anything ever produced. This aspiration, combined with his background in engineering, led him to an intensive study of aerodynamics, and composite aircraft construction. He hypothesized that a low-drag, aerodynamic body shape could be achieved without sacrificing comfort, drivability or safety.

What emerged, after much designing, conceptualizing, and constructing, was a prototype two-seat, three-wheeled vehicle. This first operating prototype achieved a stunning 230 miles per gallon, Building on this success, Steve expanded his Aptera team and created the Aptera Typ-1, which has been re-designed, re-engineered, and refined into a production ready vehicle. We are excited to announce that the Aptera Typ-1 is now available for reservations.

Based on our wheel layout and our weight,
the Aptera Typ-1 is registered as a motorcycle.
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In fact, Aptera is a motorcycle manufacturer registered with DOT and CA DMV. This means, among other things, that we are able to issue VIN’s. Our ‘world identifier number’ is ‘5WT’, so all of our VIN’s begin with ‘5WT’. Knowing the public perception of motorcycle safety, we made the decision to make safety a fundamental part of the design of our vehicles. For example, the Typ-1 roof is designed to EXCEED rollover strength requirements spelled out in FMVSS 216 for passenger vehicles. The doors EXCEED the strength requirement spelled out in FMVSS 214. We decided not just to meet many of the specs for passenger vehicles, which are set above and beyond the requirements for motorcycles, but we chose to exceed them whenever possible. Just a few of the many parts of the safety systems on the Typ-1 are airbag-in seatbelt technology, a front subframe and a firewall that redirects energy around the occupants.

Crash Testing
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Aptera has been working quietly with CD-Adapco and ABAQUS for several months, conducting frontal offset crash test simulations. Using these incredibly powerful tools, we are continually refining and testing our vehicles in software, performing numerous ‘virtual crashes’ on computers. Our next step is to corroborate the data with live crash tests.

It is a much faster, and more efficient process, to use software analysis in addition to physical crash tests. We create a spectrum of virtual conditions, so that we may test the Typ-1 in every real-world environment. The Typ-1 is performing beautifully in the simulations, and we will soon upload the associated video and pictures to the website. We begin our side-impact phase sometime in the next two months, and we have a high degree of confidence that we’ll see similar results.

Electric & Gasoline Hybrid
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The Typ-1 uses a commoditized, ‘ruggedized’ 3-phase motor controller designed for vehicular applications, and a 3-phase motor made for us by a company here in Southern California. The rear drive suspension, and the drive reduction, are all designed and made by Aptera. Since the Typ-1e (electric) and the Typ-1h (series plug in hybrid) have different battery needs, this may result in different battery manufacturers for the two models. The Typ-1e is designed to use a 10 KWh pack, while the Typ-1h uses a smaller pack. The cycles and DOD are different for both applications. We will announce further information regarding the battery lifespan and warranty policy well before we begin manufacturing the Typ-1 next October.

Diesel or Gasoline? Our first prototype, the Mk-0, was a parallel hybrid Diesel and achieved an average of 230 MPG at a steady state of 55 MPH. This was pure Diesel/mechanical drive with no electric assist. Diesel is attractive for its Carnot efficiency and the increased enthalpy of Diesel fuel vs gasoline. However, diesel contains lots of unburned hydrocarbons and NOX compounds, and it’s impossible to get a small Diesel engine certified for emissions in California. Therefore, the typ-h uses a small, water-cooled EFI Gasoline engine with closed loop oxygen feedback and catalytic converter. This engine is coupled to a lightweight 12KW starter/generator. It’s very clean and quiet.

The real deal about Aptera’s Mileage
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With the All Electric Aptera, it is very easy to figure out the mileage range. The mileage is determined by the distance you can drive, under normal circumstances, until the batteries are effectively drained. In the case of the first Aptera typ-1e, we have calculated the range to be about 120miles.

With the Plug-in Electric Hybrid version of the Aptera(typ-1h) the mileage of the vehicle is difficult to describe with one number. For example, the Typ-1h can drive 40 to 60 miles on electric power alone. Perhaps for such a trip, the engine may only be duty-cycled for a few seconds or minutes. This would produce a fantastic number, an incredible number that, though factually true, would have no useful context, i.e. it’s just a point on a graph.

An asymptotic decaying exponential is an accurate way to describe the fuel mileage of the Typ-1h. For example driving say, 50 miles, one might calculate a MPG number that’s 2 or 3 times higher, say, 1000 MPG. As battery energy is depleted, the frequency of the engine duty cycle is increased. More fuel is used at 75 miles, the MPG might be closer to 400 MPG. Again, we’re using battery energy mostly, but turning the engine on more and more. Just over 100 miles we’re just over 300 MPG, and just beyond 120 miles, we’re around 300 MPG.

So why pick a number at 120 miles? Well, it’s more than double of most available plug-in hybrid ranges that achieve over 100 MPG. It’s three times the distance of the typical American daily commute. It’s a meaningful distance that represents the driving needs of 99% of Americans on a daily basis. Sure, it’s asymptotic, after 350-400 miles it eventually plummets to around 130 MPG at highway speeds where it will stay all day until you plug it back in and charge it up.
The Aptera was designed from the ground up as an electric vehicle, and later as an extended range electric vehicle. After building the proof-of-concept Mk-0, we hired the automotive design firm, ‘eleven’, to help us further develop the concept vehicle. The ‘eleven’ team, led by Jason Hill and Nathan Armstrong, made great strides in the development of the Aptera’s body styling, interior design, and structural engineering. Meanwhile, we refined the Aptera’s shape to maximize efficiency using CFD (Computational Fluid Dynamics), developed and built advanced suspension and drivetrain components, and integrated a strong yet lightweight composite shell. Our entire process has been developed in-house exclusively by Aptera for the Aptera Typ-1. Our structural elements have undergone countless revisions of FEA (Finite Element Analysis) to be lightweight, robust, and manufacturable.

As quiet as we’ve been about Aptera, good news travels fast. Within days of our record-breaking prototype tests, we were featured in Popular Science. Bloggers also took note and soon Aptera became a mainstay across the Internet. From chat rooms to the LA Times, our biggest request has been to see the Aptera in action. To satisfy the demand, we are pleased to bring you these videos and wallpapers. We will post new video clips as they become available, so check back and feed the curiosity!

We appreciate the overwhelming amount of questions and positive comments that we have received from our Aptera supporters. In an effort to easily answer the most frequently asked questions we have compiled the list below which will be updated often.  The following questions are divided into three categories: SAFETY , SPECS , GENERAL.  Be sure to sign up for our newsletter and keep checking the site as we continue to add more Aptera information.

SAFETY

How safe is the Aptera?  What about the body strength?

With safety being our top priority, we have raised our standard beyond the requirements of a typical passenger car.  Nothing is normal or standard for the Aptera so why should we stick to “normal” safety standards?  For example, the Typ-1 roof is designed to EXCEED rollover strength requirements spelled out in FMVSS(Federal Motor Vehicle Safety Standard) 216 for passenger cars. The doors also far EXCEED mandated strength requirements for passenger cars as does our 45″ frontal impact deflection and crumple zone.  We decided not just to meet many of the requirements for passenger cars, but we chose to exceed them.  Industry safety standards are very different for passenger cars and motorcycles; we are choosing to go well beyond the industry safety standard for passenger cars so Aptera drivers can feel safe in any driving situation.

What are some of the safety features unique to the Aptera?

The Aptera’s composite safety cage is similar to Formula-1 cars.  Our “Eyes Forward” vision system allows for 180 degree rear sight.  There is a display panel in the driver’s field of view which enhances situational awareness allowing you to keep your eyes on the road.  The over-sized LED turn indicators located on the rear and side of the vehicle are easy for other drivers to see, adding greatly to the night and day visibility of the Aptera.

How stable is the Aptera? Can the Aptera easily roll-over?

Unlike many 3-wheel vehicle designs that were abandoned in the 80’s due to their instability the Aptera has two wheels in the front and a single rear wheel eliminating any tendency to roll-over. The Aptera also features traction control, a low center of gravity and a wide track width which makes for a very stable platform that increases cornering stability without sacrificing performance.

Will it be possible to turn off the airbag on the passenger side when you have a child on board?

Yes, this will be standard on all Aptera’s.

What if an object hits the underside of the vehicle, will I be safe?

The Aptera’s monocoque construction or structural skin provides 360 degree protection for the occupants. Monocoque construction was first widely used in the aircraft industry, starting in the 1930’s.

Since the Aptera is classified as a motorcycle, do you have to wear a helmet or get an endorsement on my license?

You are not required to wear a helmet to drive the Aptera, nor is an endorsement on your drivers license required.  Anything in the state of CA with three wheels does not require a motorcycle license and enclosed vehicles with three wheels do not require the use of a helmet.  All this and you also get to drive in the HOV lanes!

SPECS

How fast will the Aptera go?

At this time we are not able to post hard numbers on performance, although top speed for the production model will exceed 85 mph, going from 0-60 in under 10 seconds.

Can the Aptera be ordered without the rear camera and GPS?

We are considering what features will be standard equipment, and what will be a value-added option.

How long will it take to charge the Aptera?

This depends on the amount of battery discharge but a typical time would be 2 to 4 hours.

How much will it cost for an overnight charge?

Looking at typical California electricity rates the cost should be in the $1 to $2 range for an overnight charge.

Will you be able to accommodate tall drivers?

The Aptera will comfortably fit someone that is 6′1″ and with minor seat pad adjustments you can be as tall as 6′5″ and drive comfortably.

What is the turning radius?

The Aptera’s turning radius will be similar to most small production cars.

What will be the battery life and cost replacement?

This depends largely on usage and if you have an “All Electric” or an “Electric Plug-in Hybrid” version of the Aptera.  We will share these exact numbers when they become available closer to the start of Aptera production.

What is the seating and cargo space?

The Aptera has “two plus one” seating allowing plenty of room for driver and passenger while an infant seat (newborn to age three) can be located in the middle behind the front seating.  There is enough storage space to fit 15 bags of groceries, two full-size golf club bags or even a couple of seven foot surf boards.

Does the Aptera fit into a parking space?

Yes, the Aptera fits in a standard parking space.

Where are the windshield wipers?

The windshield wipers are hidden and located at the base of the windshield to maintain efficient air flow over the Aptera’s body.

Will you be able to get other colors?

Currently white is the only color that will initially be made available on the Aptera.  White is a very effective color for keeping your Aptera cool in the summer and it makes the vehicle very identifiable at night which is an added safety feature.  After initial production has begun we will look at different colors and possibly vinyl graphics to accessorize your Aptera.

Why aren’t you using a diesel engine in the hybrid?

Due to the way diesel emissions are calculated (emissions per gallon instead of emissions per mile); it’s proven impossible for us to find a suitable small Diesel engine that passes California emissions. That’s why we’re using a very clean, efficient, and small gasoline engine that will make the Aptera emissions friendly.

GENERAL

How much will the Aptera cost?

The approximate price for the all electric version is $27,000 and the plug-in hybrid $30,000. These prices are subject to change any time before we begin production.

Why are you selling the Aptera only in California?

There are many reasons, including our dedication to seamless customer service. We will not have maintenance centers set up in other states until the expansion of our distribution as well state regulatory issues worked out. We are working hard to make the Aptera available to everyone, but in order for that to happen we need to solve any future contingencies on a regional level.

When are you starting production?

Our goal is to begin production of the all-electric in late 2008 and the hybrid in late 2009.

Can I charge my cell phone?

We will have a standard 12v outlet but are also considering a USB 2.0 jack for the production model, which can be used to charge your cell phone as well.

Are there cup holders?

Yes there are.

Will opening windows be available?

Yes the windows will open.

Is there a stereo system?

Yes, there may be several options for infotainment in the production model.

Where will the license plates go?

The rear center is designed for a back license plate. Since the Aptera is classified as an enclosed motorcycle a front plate is not required.

Can we come and take a tour of the facility?

We are in the process of setting up our production facility.  Once operations are in place, the public will be able to tour the facility.  Unfortunately, we are unable to accommodate this request at this time.  Keep checking the web site and newsletter for updates on tours.

Can I take the Aptera for a test drive?

Production of the Aptera is slated for late 2008.  Once we have begun production, test driving the Aptera will be possible.

Are there plans for a 4-seat model of any kind in the foreseeable future at even lower MPG ratings?

Once Aptera has finalized the initial production version of the typ-1 we will continue to revolutionize the transportation industry in other areas.

Will you be working to register the Aptera for tax breaks similar to what hybrid vehicles from major manufacturers receive on individual income taxes?

These Tax breaks are made available to incentives customers to buy more efficient automobiles.  Because the Aptera is a vehicle and not an automobile these Tax incentives are not applicable.  We will be working with agencies to offer these programs in the future but nothing is in place as of yet.

Will I be able to use the HOV lane?

Yes, the Aptera is a fuel efficient vehicle with three wheels that will be accepted in the HOV lanes of California.

How will it work in the snow and cold climates, I live in the mountains in CA?

The Aptera will initially be designed for common lower altitude conditions in California. However, extensive testing for winter conditions is planned for the future.

Will you be coming to Europe and other countries?

Of course, we would like to expand our operations to other countries in need of our technology as soon as possible but for now we are limiting ourselves to the California market.  Make sure you sign up for our newsletter for up to date information regarding this issue.

Will I be able to register and insure my Aptera?

Aptera is a registered vehicle manufacturer and you will have no problem registering your Aptera.  But because we’re a new manufacturer, Aptera is not yet shown in all insurance databases.  We will work with insurers in all 50 states to make sure the Aptera is listed before major production begins. As time permits, we’ll update our Aptera family members on this progress.  But in the interim, I suggest you hold fast: You will be able to easily register and insure your Aptera when the first vehicles are delivered.

What about towing an aerodynamic trailer?

The Aptera was not designed to tow.  It’s our aerodynamic shape and low weight that allows the economy and efficiency we are offering.

Why is the Aptera so noisy on the YouTube videos?

The vehicle in the YouTube video is an early prototype designed to test the vehicle’s basic performance and aerodynamics. The production Aptera will not have this issue.

What happens when an 18-wheeler passes the Aptera?

The aerodynamic shape allows air to slip seamlessly over the vehicle body, such that there is no effect when a large vehicle passes by.

Do you offer financing or a warranty?

The details of our financing and warranty are still being defined.  We will have more information on these subjects as we near full production.

Are you looking for dealers or will there be franchise opportunities?
Not at this time.

Are you publicly traded and may I buy stock?
We are a private company and not publicly traded.

What does “Aptera” mean?
Aptera is Greek for “wingless flight”.

All info from http://www.aptera.com

The instantly recognizable change for the Pivo 2 is the color scheme (the white and grey of the 2005 concept has been replaced with blue and silver), but looking more closely, the body design has been revised as well. The individual fenders for each wheel and a more bulbous cabin lend the Pivo 2 more than a passing resemblance to a four-tentacled cephalopod for better or worse. Mechanically, much of the original concept is still present: The rotating cabin eliminates the need for a reverse gear (forward is wherever the driver faces) and power still comes from an electric motor and lithium-ion batteries. A key new feature are integrated wheel motors that enable each wheel to rotate up to 90 degrees — giving the Pivo 2 the ability to drive sideways in addition to forward.

CLICK TO VIEW GALLERY

Also new is Pivo 2’s Robotic Agent electronic driving aid. Able to converse with the driver in both Japanese and English, Robotic Agent has a voice-activated navigation and information system, allowing the driver to get information about both the vehicle and its surroundings. Robotic Agent is physically present in the Pivo 2, molded out of what appears to be plastic and located on the front console. It looks like a starry-eyed robot-monkey head. Or an alien. Or both. We’re not sure exactly which one yet.

CLICK TO VIEW GALLERY

The original Nissan Pivo from the 2005 Tokyo Motor Show

So to sum up, we’ve got some sort of electric octopus car with a robot-monkey-alien passenger built in? Well, that seems to be pretty accurate. Other cool features include the single door that comprises the entire front section of the car — much like the classic BMW Isetta — and the McLaren F1-style three-passenger seating with central driving position.

To Nissan’s credit, this electric city car concept seems to make an honest jab at incorporating some pretty far-out features that are inspired by real-world usability. That’s not something that can be said for many concepts, and that’s why we’re looking forward to seeing the car in the flesh — er, membrane? — at this year’s Tokyo Motor Show.

A Lamborghini Reventon, one of the world`s most exotic spots car, was raced against a Tornado Jet Fighter [A200-A] in Brescia, Italy on a 3 kilometer long runway

Ianna Super car 100% crazy car, you mast see this..!!!!!!!!

Here is another smart diablo!!!.this one was made by arrepiado.this beast has a suzuki gsx 1300 engine

The Lamborghini Embolado is an extreme sportscar characterized by an aggressive design with sharp and steady lines. The author is Luca Serafini, an Industrial Design final year student at University of Parma, Italy.

Lamborghini EmboladoThe project idea came from the designer’s dream to work as a designer for Lamborghini; a very natural desire, since he lives in Modena, just a few kilometers away from Sant’Agata Bolognese.
As Luca Serafini explains “the inspiration came from the research of a Spanish festival, named “Embolado Bull” (or Toro Embolado).

“The choice of the name was the first step towards the creation of this concept”.
“Based on the Gallardo dimensions, I started to define the main lines in a very marked and steady way, giving the front end taurin forms”.

The movement of the side surfaces gives the car a natural sleek appearance. All the design is based on the “aggressivity” theme.

“After the recent launch of the Gallardo Superleggera, in order to make a tribute to it, I have adapted the Embolado Concept basing on the aestethic modifications of the new model, with some post-process in Photoshop.”

The Embolado was modeled in Rhino; the final renderings were created in 3DStudio MAX, with some post-process in Photoshop.
Lamborghini Embolado Lamborghini Embolado Superleggera
on the right: the Embolado Superleggera
About the Designer

Luca Serafini is currently in his final year of the Industrial Design Course at the University of Parma, Italy.

For three years he participated in the chassis design of the Formula Student racing car, in partnership with the University of Modena.

Among his professional experiences are collaborations with the Milan Politecnico and with car cutomization projects. He is starting a career as a freelance designer.

The Volkswagen Group threw a major shindig in Frankfurt earlier tonight at which it showed off all the new wares its introducing to the public at the Frankfurt show beginning tomorrow. The car that has assuredly generated the most heavy breathing this evening is the holy-crap-that-thing’s-effing-badass Lamborghini Reventon (click for Engadget’s perspective). Named for the bull that killed toreador Felix Guzman in 1943, the Reventon is basically the ultimate Murcielago in all respects, including price. The super-limited (only twenty cars are being built) supercar costs a cool $1,000,000, and all of them are already sold. Power from its V12 is up around 20 horses over the regular Murcielago LP640, so you get a little extra juice for the added dough.

Audi is launching a fascinating new model series for its entry into a highly emotionally charged segment of the market: the A5 successfully unites the acclaimed Audi design language and thrilling dynamic driving performance, and combines generous refinement with the brand’s characteristic quality and sophistication. Its progressive design gives the new coupé an appearance that is both elegant and dynamic. With its muscular FSI and TDI engines, its entirely newly developed high-precision running gear, and a raft of innovative, luxury-class equipment features, the Audi A5 has been crafted to be a modern grand tourer, a touring coupé in the best tradition.

The Audi S5 is an extra sporty offering to complete the new series. A powerful V8 FSI engine gives the S5 a dynamic edge, which underscores its athletically accentuated design. The A5 and S5 are available to order from 6 March 2007 with the first vehicles due for delivery from June.

The Nuvolari quattro concept car of 2003 gave a first taste of Audi’s vision for a powerful and expertly styled coupé with a high performance potential and a progressive, sophisticated design – a bold step into the future.

Many elements from the Nuvolari have been adopted in the Audi A5. The new coupé is a clear and unique statement of sportiness and elegance. At the same time, the A5 offers a driving experience characterised by exhilarating dynamic performance and excellent comfort over long distances.

With a length of 4.63 m, the Audi A5 clearly belongs to a superior class of coupé. Four comfortable seats and a load volume of 455 litres make this car a comfortable long-distance tourer. The dynamic performance is supplied by FSI and TDI engines with rated power ranging from 125 to 195 kW (170 to 265 bhp). All engines share highly eco-friendly and efficient characteristics.

The engines’ power can be transmitted by either front-wheel drive or quattro four-wheel drive and a six-speed manual or automatic gearbox. The running gear developed for the A5 is entirely new and combines agile handling with the utmost driving safety.

The design

For coupé buyers, emotion plays a major role in their choice of car; the most important reason to buy, in the case of a sporty two-door car, is the design. And on that point the Audi A5 genuinely speaks for itself – its design takes Audi’s progressive and stylish design language to new heights. The sporty silhouette, the precisely drawn lines, which gracefully interplay with the powerful surfaces, the expressive front face, and the equally distinctive tail end yield a wholly desirable coupé. ‘The Audi A5 is the most beautiful car I have ever designed’, says Walter de’Silva, Head of Volkswagen Group Design, with absolute conviction.

Sportiness, elegance and dynamic performance are characteristics common to all of today’s Audi models. Naturally the A5 is particularly rich in these elements of the Audi ‘genetic code’, and the design makes that immediately clear: the coupé’s proportions, for instance, are characterised by a very wide and low stance, a short front overhang and a long, flowing transition from the C pillar to the tail end.

Lines and surfaces play with light and shadows

An expression of determination characterises the features of the front end: the face bears the hallmark of the new Audi in the form of the single-frame grille, and its right-angled headlights and large air inlets reinforce the architectural impression of breadth in the car’s face-on outline. The same holds true for the rear: the distinct horizontal lines and wide, powerfully styled tail lights, which seem to push outwards, underscore the sporting intent of the A5.

The side line is dominated by the mighty trapezoidal C pillar. This not only emphasises the car’s sporty appeal, but also creates a look reminiscent of the legendary Audi Ur-quattro.

A second stylistic tribute to Audi’s four-wheel drive pioneer model can be found in the marked outline of the wheel arches, with their curving contours drawn into the wide shoulder line. The lines and surfaces of the Audi A5 play with light and shadows, bringing its shape to life and endowing the body with the sculpted intensity that makes Audi design unique.

Audi’s customary devotion to detail is particularly evident in the headlights: their elaborate styling perfectly reflects precision and high-tech engineering. The daytime running lights, comprising a strip of eight LEDs on each side, make the A5’s xenon plus headlights absolutely unmistakeable.

The interior,the luxurious perfection of an Audi

The interior, the interface between person and vehicle, is characterised by ergonomic design and functionality, and equally by the exclusiveness of the materials selected and Audi’s typically superb build quality. An atmosphere in which you feel perfectly at ease, even on long journeys – that is the key feature of the A5 interior.

Making interior design a high-quality tactile experience

The entire cockpit architecture is clearly focused on the driver and brings together the instruments and the centre console to form one unit. The animated shapes, the precision of the workmanship, and the sophisticated design of the controls – these represent a visual delight that is also a joy to touch. The interior design provides a high-quality tactile experience each time you drive the Audi A5. One example of the all-encompassing design approach can be found in the door panel trim, where the controls, inlays, armrest and stowage compartment combine to form one visually harmonious unit.

The instrument panel, with the characteristic droplet-shaped surrounds for the speedometer and rev counter, does feature typical Audi styling elements, but in all its details has been developed as a new design.

The A5 also has the screen of the MMI operating system positioned at an ergonomically perfect high position in the cockpit. A new advanced version of the acclaimed intuitive MMI operating logic makes the wide range of functions easy to understand.

Key with a sharp memory

The new key is another design item that also provides sophisticated functionality. With its soft contours and pleasant surfaces it sits beautifully in the hand. But above all, the innovative key dispenses with the conventional key bit. This is possible because it communicates electronically with the vehicle’s electrical system as soon as it is inserted into the cockpit. It can also store important information, such as the vehicle’s current mileage or warning messages from the Audi A5’s driver information system. The data are always up-to-date and available to allow after-sales staff at a dealership to receive the vehicle for servicing quickly and easily.

The engines

A coupé with a distinctly sporty character requires powerful and highly efficient engines. For the Audi A5, power is provided by innovative technologies across the board. All engines supplied for the new model series feature direct fuel injection, for which the petrol engines employ the FSI concept and the diesels are equipped with common rail TDI. This gives all engines a thrilling free-revving character, allowing them to effortlessly unwind their generous torque with optimum energy efficiency. The refined TDI engines with their outstanding sporting talents suit the A5 just as well as the petrol units. Which type to go for is entirely a question of the driver’s personal preference. All of the engines impressively demonstrate that efficiency and driving pleasure are by no means mutually exclusive.

FSI – The high-tech engine with variable valve lift

The top-of-the-range petrol engine in the Audi A5 is a new 3.2-litre FSI with innovative valve gear comprising the Audi valvelift system. This innovation varies the valve lift between two levels. To achieve this, sets of sliding cams are mounted directly on the intake camshafts. These feature two sets of adjacent cam contours for small and large valve lift. Which cam is used to open the intake valves depends on the power demand at any one time.

The effect is an appreciable increase in engine efficiency. The driver benefits from greater power and improved driveability, while enjoying a marked reduction in fuel consumption. At the wheel of an Audi A5 3.2 FSI there is a whole 195 kW (265 bhp) of power output available and a superb torque of 330 Nm in a broad rev band of 3,000 to 5,000 rpm, ensuring blistering acceleration at all times. Within 6.1 seconds the 3.2 FSI quattro with manual six-speed gearbox sprints from 0 to 100 km/h. The top speed is limited to 250 km/h. Despite this thrilling performance potential the car’s fuel consumption is only 8.7 litres per 100 kilometers (3.2 FSI multitronic).

The all-new high-tech four-cylinder unit in the Audi A5 also does full justice to Audi’s reputation for leading engine technology. The 1.8 TFSI, delivering 125 kW (170 bhp), will be available from autumn 2007. It combines turbocharger technology with petrol direct injection and provides a burst of acceleration and pulling power unrivalled in its class from virtually every rev band. Just as it did with its TDI engines, Audi has accomplished a pioneering feat of engineering with its turbocharged petrol units, taking spark-ignition engines to a new dimension in fuel consumption and driveability.

Thanks to a whole raft of technical innovations in the petrol engines, their fuel economy has been significantly improved, thus yielding a marked reduction in CO2 emissions.

TDI – Impressive performance combined with exemplary eco-friendliness

The V6 TDI units from Audi set the standards in their segment. Their copious torque and outstanding fuel economy accompanied by superb refinement mean that they score highly on all counts. In addition to all this, they offer eco-friendly performance that is hard to beat. The TDI engines fitted in the Audi A5, for instance, are equipped with a diesel particulate filter as standard.

The sporty top-of-the-range TDI in the new Audi coupé is the thoroughly revised 3.0-litre engine. It now delivers a power output of 176 kW (240 bhp) and its maximum torque is an immense 500 Nm. But that is not all: with its supreme 0 to 100 km/h acceleration time of 5.9 seconds and a top speed of 250 km/h, the Audi A5 3.0 TDI quattro is one of the sportiest vehicles of its kind. Added to this, it also offers an average fuel consumption of just 7.2 litres per 100 km!

The second TDI engine in the Audi A5 range offers even better fuel economy. The 2.7-litre V6 engine delivers 140 kW (190 bhp) and is an ideal complement to the multitronic gearbox for the comfort-minded coupé driver. Nevertheless, its performance figures are more than impressive: it offers a top speed of 232 km/h with an average fuel economy of 6.7 litres per 100 km. On top of that, its acceleration time of just 7.6 seconds confirms the sporty credentials of this version of the Audi A5.

The Audi A5 2.7 TDI multitronic is equipped with front-wheel drive, while the 3-litre TDI with manual gearbox constantly supplies power to all four wheels. As in numerous other Audi models, the quattro permanent four-wheel drive in the Audi A5 enhances driving dynamics by distributing 40 percent of engine power to the front axle and 60 percent to the rear axle at its basic setting. The system adjusts the power distribution depending on the situation and road surface grip.

In the standard specification, the Audi A5 powertrain features a six-speed manual gearbox with sporty ratios. This gearbox offers uniform short gear lever travel and smooth, easy gear changes.

The continuously variable multitronic automatic gearbox, which offers unparalleled power transmission comfort, is available in conjunction with the 3.2 FSI and the 2.7 TDI engines. At the same time its high efficiency and tall maximum transmission ratio make it very economical on fuel, since it operates in the most efficient range at all times. Whenever the driver prefers a more sporty driving style, the gearbox can be switched to a manual mode with eight set speeds.

Precise instruments for agile handling

Even when stationary, the Audi A5 makes a dynamic impression: the wide track, large wheels and short overhangs not only characterise its muscular appearance, they also form part of the formula that produces its peerless active driving feel. The Audi A5 coupé defines the new standard in its class for precise steering response, outstanding directional stability and superb agility, while also offering first-class ride comfort.

The Audi engineers have achieved this with a completely new design of running gear: the front wheels are located by a five-link suspension arrangement with upper and lower wishbones. The wishbones are mounted on a subframe, which is firmly bolted to the body for high rigidity. Another completely reengineered component is the rack and pinion steering. It is located in front of the front axle close to the wheel centre line, and enhances the car’s very agile handling by its direct transmission of the steering forces.


Long wheelbase, short overhang

Overall, the front axle is located a long way forward for a longitudinal engine configuration with front- and four-wheel drive. This new vehicle architecture makes it possible to have a long wheelbase with a short front overhang, and to optimise the axle load distribution. These are all additional elements that enhance the supreme handling qualities of the new Audi A5. To accomplish this special design, the engineers used a trick adopted from the Audi A8: the front axle differential is located in front of the clutch.

A key element of the rear running gear is its trapezoidal-link rear suspension with completely new kinematics. It provides a high degree of ride comfort combined with excellent directional stability. At both the front and rear, the main components of the suspension are made of aluminium. The generous dimensions of the brakes are designed to match the car’s high performance ratings. The braking force can be precisely modulated and the kinematics of the new rear suspension significantly reduce the so-called braking dive effect.

The standard electromechanical parking brake, familiar from the A8 and A6, is activated via a button next to the gear lever. The A5 is also available with the option of Audi hold assist: this ensures that the car cannot accidentally roll back after stopping on a hill.

The body

The Audi A5 is nothing if not generous to its driver and passengers. Its generosity begins with its luxurious spaciousness – not just for the front row. On the rear seats, too, the A5 is a full-size touring car. Likewise, with a luggage compartment volume of 455 litres, there is always space left over for a bit of extra shopping, even on a long tour. The loading width of one metre allows easy stowage of large items of luggage, and even well-filled golf bags will fit widthways into the Audi A5 boot. The rear seat folds in two separate sections, and can be released conveniently from the boot.

The extremely high bodyshell rigidity, typical of an Audi, provides the basis both for the car’s crisp handling and its agreeable feeling of solidness and comfort. In the development of the A5 the engineers have successfully combined supreme sporty performance and agility with outstanding vibrational comfort. Its lightweight body construction was achieved using the latest technologies, such as metal plates with varying wall thicknesses (tailored blanks), combined spot welded and bonded joints, and the use of aluminium, for example, in the front wings.

The smooth surfaces of the additional underbody panel enhance the Audi A5’s inherently good aerodynamics. One small but typical example of the extensive high-precision work carried out in the wind tunnel can be seen in the spoilers moulded into the sides of the tail lights.

Luxury class high-tech features

Where equipment is concerned, the Audi A5 is characterised by a comprehensive standard specification. This includes 17-inch alloy wheels along with automatic air conditioning, the MMI information and operating system, an audio system with CD player and separate screen, and the automatically opening boot lid. The new comfort key and the electromechanical parking brake are also among the items included in the standard package.

The list of options offers even more luxury class high-tech: Audi adaptive light combines bi-xenon headlights with the dynamic cornering light system and the LED strip of daytime running lights. Keyless access for the doors and boot and keyless engine starting are all features of the advanced key system. The deluxe automatic air conditioning system with three temperature zones allows the passengers to adjust the climate for their individual comfort. The extra-large panoramic tilting roof lends the A5 an especially generous feeling of open space. The Audi parking system advanced features a rearview camera, helping to make tricky parking in cramped multi-storeys easily negotiable.

The infotainment system is a special highlight of the options range. Alongside the navigation system with DVD including MMI, DAB digital radio reception and DVB TV reception, this system also offers pure delight for the ears: the premium sound system for the Audi A5 is supplied by the Danish hi-fi specialist Bang & Olufsen. It comprises 14 speakers, 500 watts of music output, surround sound, active driving noise compensation and, above all, the expertise of a worldwide renowned specialist for high-end audio equipment, making every drive in the Audi A5 a delightful acoustic experience.

Customisation

The decision to drive a coupé is always a very emotional one. That makes it all the more important for a coupé to reflect the personal wishes and express the ideas of it owner. If any coupé can fulfil special requests, it is the Audi A5: how about seat side sections in stone blue Valcona leather, accompanied by seat centre sections in star silver leather, with matching interior headlining also in star silver? To go with that, you can add aluminium hologram inlays or maybe rather laurel wood? The customer has the choice: in terms of design variety, the Audi A5 is luxury class in the full sense of the word, with two types of cloth, two leather varieties, the combination of leather and Alcantara, five different inlays and a wide range of interior colour schemes. Above and beyond that, the Audi exclusive programme from quattro GmbH can fulfil virtually every individual wish.

For those looking for an even stronger sporting intent in the A5, the Audi S line offers an extra-dynamic look. The S line exterior package comprises, for example, more distinctive bumpers at the front and rear. The S line sports package includes items such as sports seats, steering wheel and gear lever in perforated leather, black headlining, and special inlays. Even here, there is scope for individual choice between matt aluminium, piano finish black or Vavona wood assam grey. The 18-inch alloy wheels and exclusive paint finishes underscore the look of the S line sports package, while the sports suspension provides a distinct driving feel.

Geneva 2007: Audi A5 – Click here for the most popular videos

The Audi S5 is a unique competitor among high-performance coupés, thanks to its combination of V8 FSI technology and quattro permanent four-wheel drive. The eight-cylinder engine with its superb power delivery has worthy counterparts in the specially tuned sports suspension and high-performance brakes. Subtle, but clear design elements inside and out serve to distinguish this coupé as a high performance athlete in a league of its own. The Audi S5 goes on sale with the launch of the Audi A5 series.

Engine and running gear

Fascination no figures can express

The figures alone are fascinating enough, but they only hint at the impressive driving experience the S5 offers. The eight-cylinder engine has a rated power output of 260 kW (354 bhp). Its peak torque is 440 Nm, which it already delivers at 3,500 rpm. Within just 5.1 seconds the Audi S5 can sprint to 100 km/h. But no figures can adequately describe the supreme free-revving character, the spontaneous response, the continuous power build-up, or the thrilling sound of this eight-cylinder engine. The V8 naturally derives its enormous power potential from the innovative FSI direct injection technology with high compression and optimum fuel mixture formation.

The six-speed manual gearbox with its very precise guiding of the gear lever and short throw action makes every gear change a pleasure. The quattro permanent four-wheel drive of course provides perfect traction with variable torque distribution from its basic setting of 40 percent to the front and 60 percent to the rear axle. Within a fraction of a second, the dynamic drivetrain system adapts to the current driving conditions and constantly delivers the ideal distribution of drive torque.

The Audi S5’s sports suspension is tuned to enhance the coupé’s performance with particularly dynamic handling. The special high-performance brakes, recognisable by their black painted brake calipers, always ensure precise deceleration. And finally, the ESP electronic stabilisation programme can be deactivated in two stages whenever the driver wishes to exploit the potential of the Audi S5 to the full on a suitable stretch of road.

Design and interiors

While the design of the Audi A5 forms a balanced synthesis of sportiness and elegance, the Audi S5 displays the more vigorous features of a powerfully built athlete: the radiator grille possesses the specific look of an Audi S model – painted in platinum grey and fitted with vertical chrome inlays. The front and rear bumpers have a more pronounced outline and the air inlet grilles are more striking. The aluminium-look exterior mirror housings make an overtly sporty impression, as do the colour-keyed door sill trim and the dual-branch exhaust system with four oval tailpipes. Nevertheless, the model’s sporty attributes always have a functional aspect: for instance, the more pronounced spoiler in the boot lid yields additional aerodynamic downforce.

However, true strength comes from within and the interior design of the Audi A5 thoroughly underscores its athletic character. The sports seats, sports steering wheel, instruments with grey dials and aluminium door sill plates provide a dynamic and refined atmosphere. The programme does, of course, provide ample scope to fulfil individual interior design wishes: the inlays are one example – here the choice is between carbon, aluminium, stainless steel or wood. After all, the Audi S5 should perfectly match its owner’s individual ideas and expectations.

Alongside the coupé’s 18-inch wheels with the new S design and 245/40 R 18 tyres, the standard equipment specification for the S5 features items such as xenon plus headlights with impressive daytime running lights in the form of an LED light strip, or sports seats with electronic adjustment.

February the 28th 2005 – Driven by Loris Bicocchi, the Koenigsegg CCR broke the production road car speed record, achieving a new official top speed of 388 (387.87) km/h at Italy’s Nardo Track. Thus, the CCR has broke the official McLaren F1 record of 386.7 km/h, which was set using a prototype called the XP5.
Koenigsegg say the CCR was ‘technically standard’, having tires, ride height, engine configuration, wheel geometries, gearbox, clutch, brakes, boost pressure matching the production car’s specification.

Record Nardo Run

The record run was celebrated at the 2005 Geneva Motor Show, where both the record car, joined by a silver counterpart were on display. Since that time, the CCR has been approved for inclusion into the Guinness Book of World Records.

The Koenigsegg CCR is an automobile made by Koenigsegg. Designed and manufactured in Ängelholm, Sweden, it debuted at the 2004 Geneva Auto Show. It briefly held the world speed record for a production car. It is currently the third fastest production car, behind the Bugatti Veyron and the SSC Ultimate Aero TT.

Overview

The CCR is based on the Koenigsegg CC8S but is more powerful and has better performance. The more powerful engine of the prototype was made possible by the use of a Lysholm twin-screw supercharger and a titanium exhaust system. This takes the power output to a maximum of 806 hp (601 kW/817 PS) at 6,900 rpm. Torque is also distributed evenly and peaks at 920 N·m (680 ft·lbf) at 5,700 rpm. This car was the first production vehicle to sport a horsepower gauge – it has since been joined by the Bugatti Veyron.

However, the Lysholm twin-screw supercharger is not used in production cars. According to the official Koenigsegg book (ISBN 91-975178-3-6), it was lumbering and difficult to install in the mid-engined package. The production CCR is equipped with dual centrifugal compressors which are manufactured by Rotrex instead. It provides the same power, but lowers the peak torque point from 5,700 to 5,400 rpm.

Externally the CCR looks similar to the CC8S, but features a new side air-intake design, a tweaked headlight arrangement, a revised rear-end, larger brakes, more power and new front splitters for optimized downforce. Like the CC8S, the CCR is a two-seat coupe with a mid-engine, featuring large, high-tech dihedral synchro-helix actuation doors that open by rotating up and forward.

To honour the Swedish Fighter Jet Squadron No. 1, (Johan röd) which had occupied the current facility of Koenigsegg, the CCR is adorned with a symbol of a ghost, the symbol of the squadron.

On a History Channel special on the CCR (Aug, 2006), Koenigsegg states that the base price for the CCR is approximately US$590,000.

Testing history

The manufacturers claimed in 2005 when the car was released that the CCR is the fastest road car in the world, with a theoretical top speed of more than 390 km/h (245 mph); however, this has since been beaten by the Bugatti Veyron in 2006. As of October 2007, the SSC Ultimate Aero TT now holds the world record for the fastest production car (413 km/h, 257 mph).

On February 28, 2005, at 12.08 local time, the Koenigsegg CCR broke the production road car speed record, achieving a new official top speed of 387.87 km/h (245 mph) at Italy’s Nardo Prototipo proving ground. A team of five Koenigsegg engineers and mechanics together with founder Christian von Koenigsegg ran a technically standard CCR, driven by famous supercar test driver and veteran record breaker Loris Bicocchi.

The CCR took the record from the McLaren F1, which held the record for over 12 years of 386.7 km/h (240 mph), set on the 9 km straight track at the VW Ehra facility in Wolfsburg, Germany. The CCR ran on the Nardò/Prototipo track, a circular track with a circumference of 12.5 km. This means that the car is driven in a constant turning motion, which makes the exercise and speed even more impressive. The steering wheel at this speed is kept at around 30 degrees of constant angle, a fairly sharp angle for the speed. On the same track, the F1 managed an unofficial record of 372 km/h (231 mph).

In May, 2005 not long after the CCR claimed the record, a prototype of the long awaited Bugatti Veyron took the crown with a top speed over 400 km/h (249 mph). The final production model of the Veyron reached a speed of 407.5 km/h (253.2 mph) in the hands of Car and Driver in their November 2005 issue. However, the Bugatti set the record on the aforementioned official VW-test track in Ehra-Lessien with a 9 km unbroken straight, as opposed to the Nardò-track which is circular.

In Breif: The CCR

The CCR’s performance has been increased mainly due the development of the CCR engine, which sports a new Lysholm supercharger and titanium exhaust. These components help engine’s power reach 806 hp (601 Kw), while maintaining a torque curve that has high figures over a broad revolution band.

Power aside, the CCR is distinguihsed outwardly by its boldly shaped side air apatures and front splitter. Also included are larger brakes, new racing shock absorbers, a monocoque carbonfibre intake plenum, the CCR advanced throttle and the larger 19 inch front wheels. These modifications all contribute to place the CCR at the very top among supercars.

Lysholm Twin-Screw Compressor

The Koenigsegg CCR engine is equipped with a Lysholm Screw Compressor, which has several advantages to the common centrifugal compressor. It creates a higher boost-pressure at lower rpm, thus increasing both acceleration and control at low speed. Lag time during shifts and on-off throttling are reduced to a minimum.

The twin screw principle is also highly energy efficient, which contributes to the extreme power and torque of the CCR machine. Boost-pressure in the CCR carbonfibre plenum reaches levels as high as 1.3 bar, considerably higher than that of any competitor. The Lysholm supercharger is the alone on the market today to combine both a positive displacement design for maximum low-end torque and highly effiecient top-end horsepower output. Also emission levels at high speed and boost are lower than with other turbo- and supercharging systems.

VPS Shock Absorbers

To further enhance the unmatched road holding and handling of the Koenigsegg suspension set-up, the CCR is equipped with new shock absorbers, custom built and developed for the Koenigsegg CCR by VPS, Italy. These shocks are produced only in small series for racing purposes and have the advantage of greater adaptability and lower weight than any other on the market. These superb shocks also allow extensive fine tuning to suit the racetrack or driver preferences. Koenigsegg test driver Loris Biccochi, world-renowned for his expertise in motoring, has personally participated in the development of the CCR shocks. Their appearance is equally striking; all parts are of machined metal, the surface is of titanium coloured anodized aluminium.

CCR Cylindrical Throttle

The Koenigsegg team of engineers has implemented Formula One technology in the construction of the Koenigsegg CCR Cylindrical Throttle. It is a vital part of their effort to optimize intake air flow to the engine and reduce drag to a minimum. The amount of intake air is controlled by the precise rotation of a cylinder, through which an oval channel leads air into the plenum. This unique barrel-design greatly increases the sensitivity and response at low-end throttling, while at the high-end the perfectly unobstructed flow of air generates a higher horsepower output. It has been developed to work in perfect harmony with the Lysholm Screw Compressor, which creates such a high boost-pressure as to make ordinary throttles unstable. The massive metal cylinder is also very effective in dampening the whistle-like sound from the compressor below certifiable levels. For patent reasons we unfortunately cannot exhibit any images of this device.

Carbonfibre Air Intake Plenium

The Koenigsegg CCR engine incorporates an air intake plenum chamber made of carbonfibre. It was designed and modelled by Koenigsegg engineers exclusively for the CCR. It helps to increase the engine’s perfomance in a number of ways; it lowers the weight of the car by around 11 kg, it provides a more aerodynamic flow of air into the engine and moves the pressure centre closer to the cylinders, thus decreasing throttle lag time. The plenum is shaped to allow a stream of cooling air pass between it and the engine block in order to keep the charged intake air as cool as possible.

Titanium Exhaust System

The CCR has a full titanium exhaust system. Besides the aestetic splendour of this multi-coloured shimmering metal, it brings several advantages to this record-braking supercar. Titanium is a material with the strength of steel and the lightness of aluminium, yet it is virtually insensitive to high temperature. Using this exquisite metal enables the construction of an exhaust system out of very thin material without adding extra heat insulation, which adds to the efficiency of the catalytic converters.

The CCR Titanium Exhaust weighs less than half of its stainless steel predecessor. It is also slightly refined both in the design of the manifolds and the position of the cats, in order to further minimize drag. This unmatched exhaust system was designed and developed by Koenigsegg and the titanium parts are custom made exclusively for Koenigsegg in Sweden. The brutal yet sophisticated roar of the CCR ows much to this exhaust, the very hard and thin metal emits a crystal clear interpretation of that wonderful noise.

CCR Brakes

The Koenigsegg CCR brakes are specially developed for the model by AP-Racing. They feature a new technology that ensures perfectly intact braking capacity depite the unavoidable termal shifts in the brake-disc. The discs are not mounted in a fixed position to the wheels, but are allowed to move a fraction of a millimeter in all directions, i.e. what is called floating mount. This serves to absorb any termal shift, which in combination with the Koenigsegg brake ventilation system makes the brakes exeptionally stable at any driving (racing) condition. Koenigsgg has chosen to go against the currently trendy ceramic or ceramic-composite discs. Such materials are new and exiting, but has as of yet not proven neither as reliable nor as subtle as using steel alloy for brake discs.

CCR Aerodynamics

The body of the CCR shows some new features when compared with the CC 8S. Most notable are the redesigned side air intakes and the new headlights. The air intakes’ new shape is an improvement both aestetically and aerodynamically. This design allows more air to be pulled into the cavity and increases the air pressure on the actual cooler, which makes the oil cooler and intercooler work more efficiently.

The CCR is also equipped with a front splitter made of carbonfibre. It funcions as a dividing plane that determines which part of the air-flow that shall pass above or below the vehicle. The purpose is to better define the jetstream that rushes in under the car and builds up the venturi effect, which glues the car to the ground. A fluctuating or turbulent such jet-stream causes the downforce to be unstable, which can result in a loss of road holding during high speed cornering. This discrete splitter is also designed to increase frontal downforce, both by pushing more air upwards and toward the sides and by prolonging the curvature of the integrated wing on the underside of the bumper. Airpressure on the main radiator and brake cooling inlets is also greater,which further enhances the excellent performance of the Koenigsegg CCR.

For racing purposes Konigsegg has developed the Twin Fin Wings, a pair of triangular fin-like wings made of carbonfibre. They are mounted horizontally on the rear hood and leaves a gap between them to allow the driver better rear view. They can easily be removed if the drives so prefers. Their purpose is to increase rear downforce, which is not necessary in other than the extremest of racing circumstances, since the design of the rear hood with its integrated wing in itself provides sufficient downforce. These wings are therefore a customer option, and they are delivered coloured or in clear-coat carbon according to the buyer’ s choice.

Performance

* Acceleration: 0-100 km/h (0–62 mph) 3.2 seconds
* Top speed: 395 km/h (245 mph) @ 6790 rpm (max rpm = 7600)
* Standing quarter mile: 9.9 seconds, end speed 235 km/h (146 mph)
* Braking distance: 31 m (100–0 km/h)

Body

Two-door, two-seater with removable hardtop stow able under the bonnet. The body is made of carbon fibre/kevlar as well as lightweight hard-foam sandwich reinforcements for gas[citation needed].

Dimensions

* Ground clearance: 100 mm (3.9 in)
* Luggage compartment: 120 litres (4.24 cubic feet)

Aerodynamics

* Cd 0.297
* Frontal area 1.825 m²
* Under body venturis and diffusers

Suspension

* Double wishbone, front and rear.
* Adjustable shock absorbers.
* Electronically adjustable ride height.

Brakes

* Front and rear ventilated disc brakes, 362 mm x 32 mm (14.25″ x 0.8″).
* 6 piston calipers.
Wheels

* Koenigsegg magnesium alloy wheels with center locking.
* Front: 19″ x 9.5″
* Rear: 20″ x 12.5″

Tires

* Michelin Pilot Sport 2 tires. Unidirectional with asymmetric tread pattern.
* Front: 255/35–19″
* Rear: 335/30–20″

Steering

* Rack and pinion power steering.
* 2.7 turns lock to lock.
* Turning circle: 11 metres.

Engine specifications

* Type: Koenigsegg aluminium V8, 4 valves per cylinder, double overhead camshafts. Carbon Fibre cam covers.
* Engine displacement: 4.7 litres.
* Compression ratio: 8.6:1
* Weight: 215 kg (474 lb)
* Lubrication system: Dry sump with under-piston oil squirters; oil cooler.
* Motor oil: SAE 10W60 synthetic.
* Oil tank capacity: 12 litres (10.6 imperial quarts)
* Induction system: Sequential multipoint fuel injection. Dual Rotrex centrifugal intercooled superchargers with maximum 1.4 bar (140 kPa) boost pressure.
* Fuel: 98 RON unleaded.
* Ignition system: Electronic Coil on plug (Direct Ignition – DI).
* Engine redline: 7,600 rpm.[citation needed]

Transmission

* Purpose-built Cima 6-speed transmission.
- Incorporates internal oil pump with cooler.
- Torsen limited slip differential.
* Electronically-operated, sintered organic dual-plate clutch of 215 mm (8½ inch) diameter.

The production LRX would target the likes of the upcoming BMW X1 and Audi Q5 (and potentially the Porsche Roxster), while offering a range of eco-friendly engine options that help Land Rover reduce its overall environmental impact. Such powertrain possibilities could include a 2.2-liter diesel and 3.2-liter gasoline inline-six with the potential for start-stop technology and even a hybrid system. Although the Freelander Sport would be oriented towards on-road driving dynamics, we wouldn’t expect it to compromise the brand’s legendary off-road prowess as much as recent offerings from Jeep. Reports place the production LRX on the road as early as 2010, and we hope much of the show car’s dramatic styling would remain in place as the Land Rover rides the rocky road from concept to production.

The concept is built on a cut-down LR2 platform, but Land Rover insiders say that a production version would get a unique chassis. The LRX is some 6 inches shorter and 7.5 inches lower than an LR2, but the wheelbase is about the same. The vehicle has four-wheel drive, hill descent control, and Land Rover’s Terrain Response System, the latter adding a lower-emissions Eco mode. Land Rover has not yet released details about the LRX’s powertrain, saying only that it uses technologies from 2006’s Land_e concept. Although it would be off-road capable, the vehicle is designed with more of an on-road bias than any current Land Rover.

Land Rover unveils a vision of its future at the NAIAS (Detroit Show) in January 2008, with the world debut of the LRX concept – a bold evolution of Land Rover design that signals the brand’s shift into new areas of the market, while remaining true to its core values. As the company prepares to celebrate its 60th anniversary during 2008, the three-door LRX, with its more compact size, lighter weight and sustainability-focused technologies, clearly addresses the needs of a changing world.

“The LRX concept delivers the powerful message that we are as serious about sustainability as we are confident about the continuing relevance and desirability of our vehicles,” says Phil Popham, Land Rover’s managing director. “LRX is in every respect a Land Rover, but it’s a very different Land Rover.

“LRX has unmistakable Land Rover design and the breadth of capability that you’d expect from our vehicles. But it carries those essentials into a segment where the brand has never been before, and with a proposed level of efficiency that would make it one of the cleanest vehicles in its class. It is Land Rover’s way of affirming the brand’s responsible approach to future product development. At this stage, LRX is purely a concept, designed to help us develop our thinking as well as gauge customer reaction – but this feels like a hugely exciting direction to take.”

Compact and Premium

LRX is described as a cross-coupé and dramatically extends the scope of what Land Rover represents. Though smaller than the Freelander 2 / LR2, LRX was conceived as a premium car, designed to appeal to new customers in the luxury and executive sector – those who want many of the benefits of a 4×4 and the presence of a larger vehicle, but in a more compact package.

The first all-new Land Rover revealed since Gerry McGovern became the company’s design director, LRX is a natural extension of the Land Rover range, complementing the existing models and helping to define a new segment. Its many recognisable Land Rover design cues include bold new interpretations of the signature clamshell bonnet, the floating roof and the solid ‘wheel-at-each-corner’ stance.

“LRX is a design born out of passion for the brand, but it is different, relevant, engaging and exciting – because Land Rover has never built ordinary cars,” says Gerry McGovern. “LRX has a highly desirable identity and the design alludes strongly to its capability, while clearly underlining our forward-looking philosophy – it’s a Land Rover that would be comfortable on Bond Street or Fifth Avenue, but wouldn’t flinch at getting its wheels dirty.”

Its compact size is one of its greatest assets, which will appeal to anyone who wants the versatile ability of an agile 4×4 with the cachet of the Land Rover name. In addition, its lower weight and the reduced aerodynamic drag resulting from the smaller frontal area give significant gains in fuel efficiency and reduced CO2 emissions.

The LRX concept also adopts intelligent power management systems and other technologies first shown by Land Rover in the Land_e concept in 2006. Further details of LRX’s powertrain and sustainability technologies will be released at the Detroit Show.

Extending ‘Breadth of Capability’

The positioning of LRX could be described as moving subtly from traditional SUV to crossover, with its more car-like appearance and dynamics that are sportier and on-road biased. But while its character is underlined by excellent agility, handling and performance, LRX also promises the widest breadth of capability in the class. To help achieve this, it has full-time four-wheel drive and Hill Descent Control, as well as a special version of Land Rover’s acclaimed Terrain Response system, to optimise traction on difficult surfaces ranging from icy roads to wet grass, gravel and snow. But to reflect LRX’s on-road bias, Terrain Response also gains a new ‘Eco’ mode for lower emissions during urban driving.

The design of LRX was developed entirely in-house, driven by a passion to create a car that truly represents Land Rover’s future thinking. It has a very dynamic profile, with a distinctive taper to the floating roofline and a muscular shoulder running the length of the car, accentuated by the rising beltline. The glazing wraps right around LRX, with no exposed pillars, creating a bold design graphic. The architectural structure of the upper body can be glimpsed through the windows and roof – echoing some of the best contemporary buildings.

Pushing the wheels out to the four corners helps give the car its purposeful stance, and its front-end design makes a powerful and instantly recognisable statement of Land Rover’s identity. There are new interpretations of Land Rover’s traditional clamshell bonnet, distinctive headlamps, jewel-like, tapering blade indicator clusters front and rear, and subtle side vents. LRX’s wheelarches are wide but softly integrated, housing 20-inch alloy wheels.

The carefully sculpted corners dramatically reduce the car’s visual overhangs front and rear. With its perforated two-bar grille, door releases concealed in the car’s shoulders and graphic details ‘punched out’ of the smooth body surfaces rather than overlaid on them, LRX is beautifully proportioned and elegantly simple – but very dramatic and distinctive.

Impeccable, Premium Interior

The interior of the LRX concept clearly demonstrates how a compact Land Rover can still be roomy, practical, versatile – and sophisticated. The impeccably executed cabin features a combination of soft leathers in rich tan and dark chocolate, with polished aluminium details.

The ‘fast’ sloping architecture of the centre console reflects LRX’s sporty dynamics, as does the distinctive binnacle over the instrument cluster. The electronic display uses ‘floating’ LCD graphics to create a three-dimensional look that can be personalised for different drivers, as well as interacting with LRX’s touch-screen display.

The instrument graphics present data in layers depending on their level of importance, to give maximum relevant information with minimum distraction. When appropriate, displayed information transfers between the main instrument cluster and the touch screen. Further adding to LRX’s involving personality, the different drivetrain modes are matched by changes in the cabin’s background lighting colour – green in economy, red in sports and blue in standard mode.

Clever Use of Space

Although LRX is compact, clever use of space makes it impressively roomy, and many neat design touches maximise its practicality. A second touch-screen area gives a fully interactive display and control for LRX’s iPhone docking facility. On either side of the horizontally-split, power-operated tailgate, removable and power-adjustable speakers include an iPod docking station. There is also a coolbox, plus a bottle chiller that can be clipped to the lowered tailgate. This also has integral aluminium cupholders between two padded seating areas, for a new twist on the idea of a traditional Land Rover tailgate lunch.

Every interior design detail combines to maximise both actual space and the feeling of space. The clear roof is supported by a ’spider’ frame running into the A-pillars, and the rear quarter pillars have glazed apertures for improved visibility and a lighter feel in the cabin.

LRX’s distinctive seats ‘float’ on individual plinths and have open frameworks to reinforce the impression of light, airy interior space – while also creating useful under-seat and under-floor stowage areas. The clever, powered mechanism of the seat backs maximises interior flexibility and helps create a large, flat storage area when needed, complete with multiple tie-down options. The generous load space and through-loading option also help accommodate bikes, skis or surfboards.

“Flexible load-carrying capacity is fundamental to the concept of LRX,” says Gerry McGovern. “With this car, we’ve interpreted the idea of Land Rover ‘breadth of capability’ to be more about versatility and on-road dynamics than about ultimate off-roading. This meets the needs of the new customers that we believe would be attracted by this type of car; they will not only appreciate LRX’s flexibility, but will also recognise that it has been packaged with the highest levels of precision.”

Sustainable Product Design

The structures of the seats and instrument panel are elegant enough to be left exposed – one novel approach that Land Rover’s designers have taken to reduce vehicle weight. Another example is replacing the glass for the side windows and roof with polycarbonate, which is around 40% lighter.

Even the choice of premium-quality trim materials reflects Land Rover’s deep thinking about sustainability, with vegetable-tanned leather (chromium-free, so better for recycling), extensive use of aluminium (both lightweight and readily recyclable) and carpeting made of felt from sustainable sources. And the luxurious, vanilla-coloured ‘fine suede’ on the door inserts and headliner is a 100% recycled material made from used plastic bottles.