Peugeot Quark - www.robson.m3rlin.org

The wackiest concept at Paris was this two-seat, four-wheeled bike-meets-car named the Quark. Underneath the frivolous exterior, however, the Quark gives us a clue as to how Peugeot views the future of the automobile, because this is a hydrogen fuel cell vehicle. The Quark uses four wheel-mounted electric motors, each with a maximum torque rating of 73.8 pound feet to give a total of 295 pound feet.

Peugeot Quark - www.robson.m3rlin.org

Peugeot Quark - www.robson.m3rlin.org

They are powered by a hydrogen fuel cell and a supplemental nickel metal hydride battery that has a nominal overall voltage of 288 volts. The fuel cell is air-, rather than water-cooled, which saves bulk. The Quark has regenerative braking and all-wheel drive. Peugeot claims that the overgrown quad bike has a top speed of 68 mph and will accelerate from 0 to 30 mph in 6.5 seconds. The range is around 62 miles-it can be extended to around 80 in economy mode-so the technology has some way to go before it supersedes the good old fashioned internal combustion engine

Peugeot Quark - www.robson.m3rlin.org

Peugeot Quark - www.robson.m3rlin.org

Straight out of our dreams, the “Quark” is an attractive, seductive vehicle with a dynamic, technical style. With its face to the future and the environment, it reflects the Group’s research into fuel cell technology, within the ideas of Taxi PAC and H 2O.

The creation of this vehicle and the technologies employed for this concept car were guided by different themes such as the hydrogen stock, traffic jams, freedom and everyday use.
The urge to simplify and miniaturize fuel cell technology has given rise to a small, racy, high tech and unusual vehicle.

Peugeot Quark is a concept car from Peugeot, rather like a four wheeled motorcycle/quad-bike. The Quark was first displayed at the 2004 Paris Motor Show.

Peugeot Quark - www.robson.m3rlin.org

Peugeot Quark - www.robson.m3rlin.org

It utilises hydrogen fuel cells and has an electric motor on each of the four wheels. All four motors combined give the Quark 30kW or 40hp. It can drive about 130 kilometres (81 mi) before it requires refueling. The Quark is 2.38 metres (94 in) long and 1.50 metres (59 in) wide. The empty weight is 450 kg (992 lb) and its top speed is 110 km/h (68 mph). It can accelerate to 50 km/h (31 mph) in 6.5 seconds, and can carry two people with an additional load of 140 kg (309 lb). Although it may look like an ATV, it is considerably larger and not designed for true off road conditions. Because of its low ground clearance and short range, it would be more suitable for short trips in the city.

Peugeot Quark - www.robson.m3rlin.org

Though the Quark received praise by many because of its exotic and unusual design, the Quark in its current form will not go into production. It does give a glimpse of what we might expect from Peugeot in the future however, especially when the fuel cell technology powering the vehicle has been perfected. It can now be seen in Paris at the Cité des Sciences et de l’Industrie on the second floor of its exhibition site.

Peugeot Quark - www.robson.m3rlin.org

2003 Peugeot 4002 Concept Car - www.robson.m3rlin.org

Peugeot introduced a web-based amateur style competition at the 2002 Paris Motor Show, inviting aspiring designers to create a completely unhinged retro-futurist design that incorporated distinct styling features of a historic Peugeot model.

2003 Peugeot 4002 Concept Car - www.robson.m3rlin.org

A total of 2800 proposals from 90 countries were registered, and Stephen Schulze, a 32-year-old German graphic artist, was selected as the winner. At the 2003 Geneva Motor Show, Schulze was awarded a trophy and €5000, and it was announced that Peugeot would create a full-scale version of the design.

2003 Peugeot 4002 Concept Car - www.robson.m3rlin.org

The completed design was shown at the 2003 Frankfurt Motor Show. It featured a body of aluminum and fiberglass, and 21-inch wheels. The 4002 incorporated headlights hidden behind the grille itself, as a stylistic nod to the streamlined Peugeot 402 from 1936. As merely a show car, it was not powered and not road-legal. As a styling experiment, the car was considered dynamic, glamorous, and supremely daring, but probably too extreme to predict any real influence on future Peugeot designs.

2003 Peugeot 4002 Concept Car - www.robson.m3rlin.org

Stefan Schulze satisfied each of Peugeot’s three requirements with his Peugeot 4002. Identification with the Marque is immediately apparent. Indeed, the Peugeot 4002 is a Peugeot by hint of the design of its headlamps and its general character, which is resolutely dynamic. In addition, by adopting one of the Marque’s most characteristic stylistic features, namely the large radiator grille behind which are concealed two headlamps, the project by the young German graphic artist immediately reveals the source of its inspiration, the Peugeot 402 dating from 1936. Finally, the symmetry accorded to the front and rear, and its architecture, which assigns a very forward position to the passenger compartment, make the project particularly original. The overall effect is paradoxical: soft, elegant contours and seamless transition produce a highly resilient car, resting solidly on its 21 inch wheels.

2003 Peugeot 4002 Concept Car - www.robson.m3rlin.org

]]> http://robson.m3rlin.org/cars/2003-peugeot-4002-concept-car/feed/ 1 http://robson.m3rlin.org/cars/2006-peugeot-908-rc-concept/ http://robson.m3rlin.org/cars/2006-peugeot-908-rc-concept/#comments Tue, 09 Dec 2008 05:45:56 +0000 Robson http://robson.m3rlin.org/cars/?p=8997

The raison d’être of a concept car is to explore new ideas and to test the ideas in an attempt to create the ultimate solution. Know-how and passion, combined with imagination, then become the motive force that turns the dream into reality. A dream that can be shared through the creation of a unique vehicle such as the Peugeot 908 RC.

The 908 RC owes its name to its engine: the Peugeot V12 HDi DPFS, which will power the racing version of the 908 in 2007. The abbreviation «RC», used to designate sports models in the Peugeot range, also refers to the RC concept cars which made their appearance in 2002 and whose architecture served as an inspiration during the design of this innovative project.

The original idea was to create a limousine with an imposing style that offered its four occupants a new driving sensation. The final design, however, is an uncompromising car that combines dynamic performance, comfort, luxury and environmental protection. In short, it is an exclusive four-door vehicle that will capture the imagination of both occupants and onlookers.

Engine and architecture

The 908 RC is powered by Peugeot’s V12 HDi DPFS (diesel particulate filter system) diesel engine designed to take part in the “Le Mans Race Series” programme in 2007. The engine has a capacity of 5.5 litres and offers a level of performance unprecedented for a diesel engine, with a maximum power output greater than 515 kW and, above all, an exceptional torque in excess of 1,200 Nm. With a 100° V angle architecture, the engine’s centre of gravity is as low as possible. Two particulate filters are located at the end of each exhaust system ensuring the car’s environmentally-friendly credentials.

The originality of the 908 RC resides in its compact design, with the engine arranged in a rear central transverse position. Similarly the compact 6-speed electronically controlled sequential gearbox, has been specially adapted to withstand the phenomenal torque, and is located under the engine.

The position of the power train allows the creation of a large-capacity boot, situated behind the final drive assembly and therefore not encroaching on the generous interior space of the passenger compartment. This design also allows the driving position to be moved forward, maximising the driving experience for both the driver and the passengers.

Exterior style

The design of the 908 RC creates a particularly low-lying exterior body with a stylish tapered design at the front of the vehicle. Its proportions create an elegant and dynamic statement. Sitting on large diameter 20 spoke alloy wheels (20’’ at the front, 21’’ at the rear); the overall effect is that of a big cat, from the nose at the front, to the tip of the rear lights.

More than ever, the Marque’s emblem has played a part in fashioning the power of expression of the 908 RC.

At the front, the lion’s character seems to emanate from each detail, starting with the design of the headlights. Lighting is provided by light-emitting diodes (LEDs), with their dazzling appearance the result of a special finish given to the internal components. The exterior appearance of the lights looks like a crystal cut like a precious stone, creating a faint outline like the pupil of an eye. The bonnet draws its inspiration directly from the head of a big cat. The areas either side of the bonnet create the effect of the cat’s “cheeks” with the bonnet tapering down to a nose, highlighted by the large chromed emblem of the Marque.

A lot of attention has been paid to the design of the exterior body, with its lack of door handles creating surfaces of great simplicity and purity, and highlighting to maximum effect the reflections that accentuate every facet of the body.

Aligned with the curves of the car’s pronounced “hindquarters”, the rear lights, equipped with LEDs, incorporate a polished aluminium insert evoking the shape of a powerful claw. The dynamic rear profile is characterised by the shape of the rear air diffuser, accentuated by chrome detailing and supported visually on each side by twin exhaust pipes.

The metallic black body colour with its bluish reflections further enhances the impression of status, dynamism and purity portrayed by this car.

Inside the 908 RC

The ambience inside the 908 RC is the result of meticulous attention to detail on the part of the car’s designers.

Thanks to a forward-positioned passenger compartment made possible by the car’s architecture, and a large glazed surface area of 3 m2, occupants are truly at one with the road and the passing landscape. The special shape of the huge front windscreen allows a completely unimpeded field of vision (as on the RC concept cars). The front windscreen stretches back behind the driver’s head, as far as the B/C post where the glazed roof begins. This gives both front and rear passengers a sense of being at one with the outside environment. Unequalled brightness and visibility combine with a generous interior space, complete with four independent seats, helping to create a truly exceptional ambience.

The light and flowing style of the interior, combined with the latest technology ensures purity of the design and a comfortable interior. For example, all vehicle functions (radio, MP3 player, satellite navigation, four-zone air conditioning, etc) can be easily controlled by means of a large touch screen, the Man/Machine Interface (MMI). The MMI is also accessible by the rear passengers, thanks to a multimedia screen positioned on the centre console separating the two rear seats. The high-quality materials and interior finish of the 908 RC creates an atmosphere that is both luxurious and timeless. The passenger compartment features dark oak surrounds, integral amethyst-grey leather trim, polished aluminium inserts, touches of chrome, and a Bell&Ross clock: everything stimulates the senses of touch, sight and smell. Practical aspects have not been overlooked either. Numerous storage spaces, in addition to the large air conditioned glove box, are located in the door panels and also in the front and rear consoles.

Structure and Suspension

In the great tradition of Peugeot concept cars, the 908 RC is a unique model conceived in the inner sanctum of the Peugeot Design Centre. The vehicle is built around a pre-impregnated carbon composite and vacuum-polymerised aluminium honeycomb structure. The rear section is a self-supporting shell incorporating a sub-frame consisting of a tubular structure on which the engine and suspension are assembled.

Both at the front and the rear, the car features a drop link, double wishbone type suspension, derived from the 407.

Braking is by means of four monobloc ceramic carbon composite discs which reduce weight and improved thermal efficiency. The wheels are fitted with Michelin Pilot Sport PS2 255/35 R20 tyres at the front and 285/30 R21 at the rear.

Aerodynamics

The car’s aerodynamics has been particularly fine-tuned to attain an excellent drag coefficient of only 0.556. The air ducts were designed in a wind tunnel to optimise the car’s performance and fuel consumption, while ensuring the necessary cooling of the power train. A two-part front air intake directs air to cool both of the engine’s radiators and also improve the car’s aerodynamic performance by controlling the internal and external flow by means of the black anodised aluminium vents located upstream of the front wheels.

Air is provided to the engine by means of vents located in the rear quarter panels.
Air is also directed from the rear wheel arches, through the two intercoolers for the turbochargers and then out through the visible vents behind the wheel arch.

A controllable rear spoiler incorporated into the boot lid can be raised at the request of the driver to improve road holding.

The flat under floor and diffuser enhance further the aerodynamic efficiency of the 908 RC.

Finally, the 908 RC, is a luxurious touring interpretation of the racing car of the future, through its engineering it creates the spirit of the «gentleman driver», It is targeted at a very upmarket virtual customer, naturally accustomed to a very high level of luxury but above all passionate about their motoring and its history, but also in search of innovation coupled with assertive styling and uncompromised driving pleasure.

—-  Specifications  —-

Price           –
Production           –
Engine     5.5 liter diesel V12
Weight     3968 lbs
Aspiration     turbochargers
Torque     over 885 lb-ft
HP     691 hp
HP/Weight     5.7 lbs per hp
HP/Liter     125.6 hp per liter
1/4 mile –
0-62 mph –
Top Speed     over 186 mph

In the past 10 years of doing this job I have had just one moment of proper, trouser-challenging fear. I was in a Peugeot concept car called the 907 three years ago, a 6 litre V12 500bhp missile. In a moment of lunacy its driver put it into a spin on a tree-lined, public and far-from-deserted road. I closed my eyes and waited for the deafening crash but miraculously the car came to an undamaged standstill; had we hit one of those trees it’s very unlikely that I’d have been in a position to get into another Peugeot concept car with, would you believe it, the same co-pilot at my side.

Peugeot released a new set of photos of their latest concept, the Peugeot 308 RCZ. The Peugeot 308 RCZ is a 2+2 coupe that uses numerous light-weight aluminum components, including two roll over protection bars that separate the passenger compartment.

The Peugeot 308 RCZ is powered by a 1.6 liter 175hp THP engine developed from the EP6DTS engine designed and developed on collaboration with BMW. Through a new engine management software specially developed for the Peugeot 308 RCZ the 1.6 liter engine produces 218 bhp.

The Peugeot 308 RCZ Twin-Scroll turbocharger optimally pairs the exhaust gases flowing from two cylinders to ensure maximum flow onto the turbine.

the Peugeot 308 RCZ’s maximum speed is 235 km/h and it needs 7.0 seconds to go from 0 to 100 km/h. In gear acceleration is impressive: only 7.5 seconds in 5th gear from 80 to 120 km/h.

The final preparations are nearing completion for the arrival in a few weeks time on the European market of the Peugeot 308.

A new compact hatchback destined for the medium car segment, it has many strengths that will appeal to a broad customer base, not least due to its semi-tall architecture with its promise of greater interior space, its improved visibility and its brighter interior, but also its exemplary road holding, its range of high-performance engines, its high levels of safety and a number of design features which contribute to improving on-board comfort and convenience inside the car. Finally, its aerodynamic shape and “feline” elegance give it a strong and immediately recognisable identity.

Naturally the 308’s three and five door body styles are only part of the “T7” programme.
While some body styles are already confirmed and in development, some are still yet to be created and are currently only in the imagination of the designers and engineers who are so passionate about cars.

Nevertheless, their ideas sometimes come together to give life to even the most fantastic ideas. In such cases their dreams finally become reality, making way for part-real, part-fantasy automotive designs. The result of such ideas is the 308 RC Z concept car.

Brief

Their dream was to build a vehicle with a strong focus on driving pleasure and the associated emotions, a vehicle that was light and efficient while at the same time environmentally friendly.
The brief called for work in many different areas all of which are of particular interest to Peugeot. It also provided the source of inspiration for the theme of the 4th Peugeot design competition (P.L.E.A.S.E).

Architecture

The 308 RC Z concept car is a new Peugeot interpretation of driving pleasure. The car is a 2+2 coupé, with true versatility and at the same time a style that is modern, original and well-balanced.
Attention initially focused on making the vehicle as light as possible by the use of numerous aluminium components, for example the two roll over protection bars that separate the passenger compartment and give shape to the exterior styling, and the use of a polycarbonate rear windscreen and a large number of carbon fibre body parts.

Using the 308 as a blueprint offered a number of benefits. It made it possible:
-to adopt a particularly stylish front design;
-to share a large number of components already developed for the hatchback, therefore simplifying the production of this coupé;
-to capitalise on the hatchback’s strong points, which become even more effective in the 308 RC Z concept car (for example, suspension components, wheels, certain equipment items and the .owing design of the fascia panel).

Its taut lines and streamlined design ensure an efficient aerodynamic specification (a SCx of just 0.65), improving performance, fuel consumption and therefore helping to protect the environment due to the reduced CO2 emissions.
With a length of 4.276 (same as the hatchback), a width of 1.840 (25 mm more than the hatchback) and a height of only 1.320 m, the proportions of the 308 RC Z concept car combines a very dynamic design with a high level of road holding.

Style

Exterior styling
The particularly stylish design of the front of the 308 blends brilliantly with the proportions of this concept car. The Peugeot “Lion” badge is mounted to what can truthfully be called the «nose of the bonnet». From here, the style lines flow upwards back over the bonnet and into the two polished aluminium roll-over protections bars. This flowing «V» profile gives the vehicle its shape and creates an impression of movement in all positions. Visually, the fluidity of the design is further enhanced by the way the large tinted front windscreen, the carbon fibre roof panel and the polycarbonate tinted rear window are combined together.

The “feline-like” front headlights extend along the line of the bonnet. They contain four «cylindrical lights» each which create a bright and piercing beam of light. These “cylindrical lights” are clearly visible due to the clear glass headlamp lenses. The lower front panel differs from that of the 308 hatchback. It has a sharper and sportier shape with a single air intake and integral front fog lamps, while the front grille features chrome detailing. From the side, the vehicle displays a strong pro.le with its prominent front wings, deeply sculpted sides, and particularly generous rear wings. The doors raise the visual profile, creating a link between the sloping front design and the curvaceous rear design.

The end result, firmly sitting on 19 inch wheels, suggests power, strength and dynamism, like an animal ready to pounce.

The specific shape of the rear window required the use of polycarbonate instead of glass. The two curved sections emerging from the roof give the vehicle an original appearance and contribute greatly to its aerodynamic efficiency. The design of the tailgate assists the airflow over the rear of the vehicle, while the shape of the rear of the vehicle provides sufficient down force onto the rear suspension to eliminate the need for a rear spoiler, thereby preserving the purity of the vehicle’s lines. The Peugeot Lion badge is displayed in a U shaped panel in the centre of the tailgate, and is backlit at night. In addition, simply by pressing the lion badge, opens the tailgate. The rear lights are mounted .ush with the car’s wide rear wings. Fitted with light emitting diodes (LEDs), they have a ruby red finish combined with a stylised translucent section which contains the direction indicator. Two centrally mounted exhaust pipes are integrated into the wraparound lower rear panel. To achieve this, the rear exhaust silencer has been located in a transverse position where it also serves as an aerodynamic diffuser, but still allows sufficient space for the storage of a spare wheel. The rich metallic grey
exterior body colour is created by a special process using finely milled metallic particles. This gives the impression that the vehicle has been formed from a single block of metal, enhancing the purity of the car’s lines and the styling of the bodywork to remarkable effect.

The interior
The fascia panel in 308 RC Z concept car has been taken directly from the hatchback. A pure, elegant and fluid design, it allows a particularly clear view of the outside thanks to its sloping design which complements the vehicle’s large front windscreen. It offers a high level of interior brightness, improved visibility and an overwhelming feeling of space. Reflecting the hatchback, no effort has been spared in terms of the finishing touches and meticulous attention to comfort and convenience inside the car. This is evident in the care given to the styling of each component and the quality of materials used, both in terms of visual appearance and tactile appeal. The entire fascia panel is trimmed in leather, while the use of chrome, aluminium and black lacquered fittings creates a sporty, upmarket impression. With this in mind, a Bell&Ross® clock has been placed in the centre of the fascia panel, between two air vents, its typography perfectly matching the background of the instrument panel located in the driver’s line of sight. Another sign of the vehicle’s exclusive nature are the bucket type front seats with polished aluminium eyelets, the style of which is also reflected in the design of the inner door panels. The ergonomically designed driver’s seat ensures the driver is firmly in control of the vehicle. At the rear there are two occasional seats trimmed in leather, both of which can be folded. The vehicle therefore offers real modularity and great versatility. For example, enough space can be created behind the front seats to house a set of golf clubs. Similarly, the length and maximum available boot volume can even accommodate a mountain bike!

The engine

The 308 RC Z concept car is powered by a 1.6 litre THP engine developed from the EP6DTS engine designed and developed via the collaboration between PSA Peugeot Citroën and the BMW Group, where it is fitted to the 207 RC, with a power output of 128 kW (˜175 bhp). However, the 1.6 litre THP engine, as a result of new engine management software specially developed for the concept car, now produces a maximum power of 160 kW (˜218 bhp). It is characterised by incredible flexibility, thanks to its maximum torque of 280 Nm produced at a low engine speed (300 Nm in overboost). These values ensure remarkable responsiveness under all driving conditions. Its innovative Twin-Scroll turbocharger optimally pairs the exhaust gases .owing from two cylinders to ensure maximum .ow onto the turbine, while its high-pressure direct petrol injection system improves combustion and overall engine efficiency. The engine is coupled with an entirely new 6 speed manual gearbox. This unit helps to give the 308 RC Z a particularly efficient compromise between performance and fuel consumption. For example, its maximum speed of 235 km/h is attained in sixth gear and it takes only 7.0 seconds to go from 0 to 100 km/h. In gear acceleration is impressive: only 7.5 seconds in 5th gear from 80 to 120 km/h. At the same time, fuel consumption is very reasonable with 6.7 litres/100 km in the combined cycle, or just 160 g/km of CO2 emissions.

Wheels and suspension

In the tradition of Peugeot concept cars there is a linked front suspension employing the widespread use of aluminium to reduce the vehicle’s overall weight. This set up ensures exceptional road holding, excellent steering accuracy and great feedback intensifying the overall driving sensation. The rear suspension, derived from the hatchback, consists of a torsion-beam, two rear suspension arms and an integral anti-roll bar. It has been specially modi.ed to take account of the wider vehicle tracks. Indeed the front and rear tracks have been increased by 59 mm compared to the hatchback, and also the .tment of wider tyres, ensures maximum body rigidity, precision and vehicle stability.
Braking relies on large (360 mm) diameter ventilated discs at the front with four piston calipers. Polished split rim 19’’ alloy wheels are .tted with Michelin Pilot Sport PS2 245/40 R19 tyres.

Safety

Even for a unique model, Peugeot’s designers do everything they can to make their dreams become a reality and leave nothing to chance. Safety is also made a top priority. While the exceptional road holding of the 308 RC Z concept car forms the basis of its primary safety, it is supplemented by safety equipment borrowed from the 308 hatchback, Lane Departure Warning System (LDWS) and the directional bi-Xenon headlamps. Similarly, in terms of secondary safety, the 308 RC Z uses the same impact protection structures, in particular the three impact absorption structures at the front, designed to provide a rigid structure which can deform in a controlled manner, maximising the absorption of impact forces.

Finally, tertiary safety is assured by the «Peugeot Emergency» service linked to the vehicle’s RT4 telematics system. This pinpoints the vehicle’s location and triggers the dispatch of appropriate assistance as required.

Like all concept cars, the 308 RC Z is an amazing laboratory of ideas making it possible to design and test new concepts and pioneer technical and styling ideas free from the constraints of volume production. To a greater or lesser extent, these unique cars often serve as the source of inspiration for future production vehicles. They are a sort of «guide» to the Peugeots of the future, indicating a chosen path to be followed. Concept cars are like the stars, they serve as a guiding light. Even though they sometimes appear too far away to grasp, it sometimes feels as though all it would take is an outstretched arm.

The 908 RC is a luxury four-door limousine concept car equipped with the 5.5L V12 HDi diesel from the 908 sportscar installed centrally and transversally. The car is seen as a preview of the design for the upcoming Peugeot 608 luxury sedan.

French automaker Peugeot has released the first images of the 908 RC — a new concept car it plans to exhibit at the Paris auto show in September. Powered by a V12 engine, the car will put down around around 700 horsepower 885 pound feet of torque. Further details remain sparse, but have a look at our gallery after the jump…

Peugeot says the sinister jelly-bean styling for this touring race car of the future is inspired by a big cat. Looks to us more like a spacey diesel/electric locomotive; you can’t tell if it’s coming or going. Actually a locomotive would do well with the 908 RC powertrain.

Designed for competition in the 2007 Le Mans Race Series, the 5.5-liter diesel V-12 churns out over 690 hp and 885 lb-ft of torque, both of which are within spitting distance of estimates for Audi’s Le Mans-winning diesel R10.

The Peugeot’s diesel perches between the passenger compartment and the trunk, atop a six-speed electronically-controlled sequential gearbox sending power the only place it would go on a proper race car, aft.

The Peugeot 407 Silhouette concept from the 2004 Geneva Motor Show was a styling exercise by Peugeot to show the customising possibilities of the new Peugeot 407. With an extreme body kit and imposing graphics the 407 Silhouette concept car displayed a three-part carbon fiber body structure, comprising the hood, passenger compartment and engine. The lightweight body sits on a tubular chassis. The Silhouette’s front and rear fenders are extended and incorporate race style venting. The 407 Silhouette concept car is modified with a rear running board, vents, front air scoops and additional headlights. The 407 Silhouette’s exterior light gray metallic paint is quiet and unimposing, this is in stark contrast to the wide white stripe running over the length of the concept. On each rear quarter panel, a lion’s head, reminiscent of the make’s history, highlights the curve of the rear fender. The very tuner atmosphere of the interior reveals a wealth of materials highlighted by a dashboard of red and black leather with controls, central glossy panel and two bucket seats in red leather and 3D black mesh. The wheel features a color screen indicating the temperature and ideal route which it plots from map information it receives by satellite and precisely coordinates it with the car’s position. The 407 Silhouette concept car is equipped with a V6 petrol engine generating 320 bhp, located in a rear-central position, mated to a 6 speed sequential transmission. Among the vineyards and magnificent churches of France lurks a company slowly gaining some long deserved recognition in the automotive industry. It wasn’t long ago that Peugeot introduced their 2004 307 World Rally Championship contender at the 2003 Frankfurt Motor Show. The 307’s role was to replace the formally successful 206 WRC model. Having conquered the WRC, Peugeot has gone one step even further to introduce a concept like no other. The 407 Silhouette is Peugeot’s rendition of the ultimate European Super Touring Championship car. Powered by a 3.0 liter, mid mounted, longitudinally positioned V6 which has an output of 312 bhp and 270 lb-ft of torque, the Silhouette is meant to do nothing less then to fully outperform anything it might face on a track. What’s most amazing about the 407 Silhouette is not so much it’s platform (although a true innovation in weight reduction), but rather it’s instrumentation system which encompasses a direct satellite uplink that allows the driver to calculate the most precise trajectory around the track. Using cartographic data, the driver can overlay his calculations with those which are fed via satellite. The final output is then displayed on a steering wheel mounted LCD unit. While Peugeot has yet to prove the true potentials of it’s system, the light weight tubular chassis alone will surely lead this car well ahead of the competition.

Part I: Aston Martin V8 Vantage, Ferrari 360 Challenge Stradale, Ford GTX1, Lamborghini Gallardo (Spyder, Superleggera), Mercedes-AMG, McLaren Mercedes SLR, Pagani Zonda F

Part II: Lamborghini Murcielago LP640, VW Golf MKV R32, Toyota Supra, Königsegg CCX, Aston Martin V12-Models, Bugatti Veyron, Ferrari Enzo, Nissan Skyline GTR, Porsche 911 (GT3 & Turbo), Ferrari 430, Ford GT & Mustang

Part III: Audi RS4 (V8, MTM), Porsche Carrera GT (& Gemballa Mirage GT), BMW-M (M5, M3 CSL, Hartge H1, Z4M), Nissan 350Z, some others…

Part IV: BMW E92 M3, Cargraphic 911 GT3 RS, Formula 1, Ferrari FXX / F430 Scuderia, some Porsches, a lot of American Muscle, Tubi Style Murcielago & F40/F50/355/360CS, some Imports

Part V: Toyota Supras, Nissan Skylines, Mazda RX7s, SpeedArt Porsches (911, Boxster, Cayenne), Vipers, Carlsson Mercedes (SLK, SL, E), Golf R32 Turbos, M3s, Heffner Gallardo TT, WAIT FOR THE END!!!

Part VI: Caparo T1, Formula 1, Ferrari FXX, Renault Hillclimb, Maserati Tropheo, more American Muscle, loud BMW M5, Nissan 350Z, HKS Skyline, AMS Evo, tuned Carrera GT, Heffner Ford GT, Lexus LF-A, Loaded M3 CSL, LP640, Aston Martin DBS, Ferrari 599, tuned Porsches

Part VII: Audi R8LM, Audi S1 Rally Car, Nissan Skyline, Kreissig 911GT3, Kreissig Lamborghini Countach, Porsche Carrera GT, Zonda, Viper Racingcar, Lamborghini Murcielago..

Part VIII: Several Ferraris, F1, a lot of Racing Cars, Corvette C6R/C5R, Saleen S7R, V8s, Mazda 787LM, McLaren F1, Edo Maserati MC12, BMW M3 GTR, Ascari A10, Cadillac CTS-V Driftcar, RX7, Evo, 350Z, Supra, Lamborghini Gallardo & Diablo GT..

The Peugeot 907 is a concept car from Peugeot. Revealed first at the Paris motor show in 2003, the car was created by styling chief Gérard Welter and designer Jean-Christophe Bolle-Reddat to celebrate the closure of the firm’s 40- year-old design center at La Garenne, and the opening of a new one at Vélizy.

The car wasn’t designed to go into production, but just to be a prototype for featuring Peugeot’s new designing techniques. The engine mounted just behind the front wheels and side exhausts exit behind each of the front wheels. Unlike many concepts, the 907 was capable of being driven like a real car. Under the bonnet, two 3.0-litre V6 engines are joined together to form a 500bhp V12.

The monocoque body is made of carbon fiber, and there’s double-wishbone suspension all round, while a sequential-shift transmission distributes power to the rear wheels. The arcing windscreen continues upwards to form the roof, while the bonnet has a see-through perspex insert that reveals the engine’s 12 intake trumpets.

Day to day dreams create different desires that fade or disappear as dawn breaks. Sometimes, they leave a strong impression but often, only a memory remains of the dream, nestled deep in one’s sub-conscious.

Stylists, engineers and designers from different generations, all have these dreams. They, however, can turn their dreams into reality; they can express their dreams through their designs.

As a group, they enthusiastically swap ideas, discuss concepts and agree on the particular ideas. The Peugeot 907 is the result of such a dream. It is a GT coupe, created with reference to the past, the present and the future.

This is the archetypal touring car, discreet, but processing a sculpted and elegant shape, luxurious on account of the choice of materials it incorporates, and also extremely sporty as a result of its styling and its unrivalled engineering credentials.

The 907 is a two-seater coupe, modern but also classic. As in the time of the great coach builders, this coupe embodies one of the finest engineering dreams of combining a large capacity engine within a classical shape, achieving a genuine synergy of advanced technology and motoring tradition.

The 6.0 litre V12 engine (368 kW or 500 bhp) is positioned longitudinally behind the front axle; connected by a small propshaft, it transmits its power to a six-speed gearbox placed longitudinally in front of the rear axle. The wheelbase of this GT coupe is 97.5 in, its length 170.4 in, its width 73.3 in, while its height culminates at 47.2 in and its passenger compartment, designed to accommodate two people comfortably, is situated just ahead of the rear axle to allow for a long bonnet. The kerb weight is around 3000 lb.

The structure consists principally of a carbon fiber shell, to which the mechanical components, for example, the four double wishbone suspension units, are attached. Set into the bonnet, a glazed panel reveals twelve intake trumpets reminiscent of a fairground organ.

The roof and front windscreen form a single glazed area in harmony with the rear windscreen. Side vents are situated in the front wings and rear quarter panels, adjacent to the glazed roof, while a retractable rear spoiler is incorporated in the tailgate. Two exhaust pipes emerge from either side of the car, which is equipped with 18″” wheels and Michelin tires, 275/40 at the front and 345/35 at the rear.

Brown leather and light grey alcantara trim is used to cover both the interior and the seats. The steering wheel rim and the gear lever knob have authentic wood inlays. The instrument panel, although digital, is displayed in analogue style and the touch screen of the central console is connected to a PC (GPS, MP3 player, etc). A special area has been developed for storing luggage in the 907.

Vehicle Type:
2-door coupe,
concept car
Price: Unavailable
Fuel Mileage: Unavailable

Drive train

Configuration: Front Engine/RWD
Engine: V12
Displacement: 6000 cc
Horsepower: 500 bhp @ —- rpm
Torque: Unavailable
Max RPM: Unavailable
Transmission: 6-Speed Sequential

Dimensions

Weight: 3085 lbs
Height: Unavailable
Length: Unavailable
Width: Unavailable
Wheelbase: Unavailable
Track (f/r): Unavailable

Performance

0-60 mph: Unavailable
0-100 mph: Unavailable
¼ mile: Unavailable
Top Speed: Unavailable
Lateral acceleration: Unavailable
Braking 60-0 mph: Unavailable

Richard Burns (January 17, 1971, Reading, Berkshire, England – November 25, 2005) was a British rally driver from England. He was the 2001 World Rally Champion, having previously finished runner-up in the series in 1999 and 2000. He also helped Mitsubishi to the world manufacturers’ title in 1998, and Peugeot in 2002. His co-driver from the 1991 to 2003 seasons was Robert Reid.

He started driving in a field near his house at the age of eight, in his father’s old Triumph 2000. At eleven Burns joined the Under 17 Car Club, where he became driver of the year in 1984. Just two years later his father arranged a trip to Jan Churchill’s Welsh Forest Rally School near Newtown, Powys where Burns drove a Ford Escort for the day, and from that moment on he knew what he wanted to do. He badgered his father into letting him join the Craven Motor Club in his home town Reading where his talent was spotted by rally enthusiast David Williams. In 1988 he entered his first rallies in his own Talbot Sunbeam. The car was too basic to make much impression and in 1989 he had to borrow other competitors cars in order to progress. To this end he rallied the stages of Panaround, Bagshot, Mid-Wales, Millbrook, Severn Valley, Kayel Graphics and the Cambrian Rally as these were all rallies which included stages used on more prestigious events.

In 1990 he joined the Peugeot Challenge after David Williams bought Burns a Peugeot 205 GTI. He got his first taste of a World Rally Championship event in Great Britain as a prize for winning the Peugeot Challenge that year. In 1991 Burns met Robert Reid, the man who was to become his co-driver for the next 12 years. For 1992 Williams bought Burns a Group N Subaru Legacy and with the support of Prodrive won the National Championship. This year also saw Burns help out Colin McRae with his gravel notes[3] as Prodrive saw him as a promising driver for the future.

In 1993 he joined the Subaru Rally Team for the British Rally Championship alongside Alister McRae where he won four rallies on the Vauxhall Sport, Pirelli, Scottish, and Manx International stages delivering Burns the title of the series’ youngest ever champion that year.

1996 saw an opening with Mitsubishi Ralliart at international level, seized upon with sufficient vigour to guide Burns to victory on that year’s Rally New Zealand – albeit then, only a fixture within the Asia-Pacific Rally Championship. Even so, the fending off of such calibre competition as works-backed Subaru heavyweights Kenneth Eriksson and Piero Liatti only added gloss to an increasingly fervoured reputation. Come 1998, he had won his maiden World Rally Championship event on the treacherous stages of the Safari Rally, piloting a Mitsubishi Carisma GT. He added a second career victory on his swansong outing for Mitsubishi on that year’s Rally Great Britain, the event where the dramatic late retirement from fourth of Toyota’s Carlos Sainz secured the drivers’ title for his team-mate and first leg super special stage retiree on a patch of oil, Tommi Makinen, as well as confirming the constructors’ accolade for Mitsubishi.

Burns moved to the Prodrive-run Subaru World Rally Team under David Richards for the 1999 season, joining Juha Kankkunen and Bruno Thiry as part of the factory team driving Subaru Impreza WRCs, replacing Ford-bound fellow Briton, Colin McRae. Burns worked his way to a career high of second place in the drivers’ standings, adding to his win tally. He also led Subaru to second in the constructors’ series behind the Formula One departing Toyota team. On that year’s Rally Argentina, he was upstaged for victory by virtue of a team order mix-up by veteran team-mate Kankkunen. He was a long-time contender for the title in 2000, but crashed out on the Rally Finland in mid-season handing the momentum to eventual champion, and future team-mate, the Peugeot driver Marcus Grönholm who had been competing in his first year as a full-time factory driver. Even so, a stirling comeback from the lower reaches of the top thirty to win on the season-ending Rally of Great Britain kept the Burns name well entrenched within public conscience.

The 2001 rally season began inauspiciously for Burns – neither of the season curtain raisers, the Monte Carlo Rally or the Swedish Rally, yielded points scores, placing in peril before it had began, the Englishman’s title bid. Fourth place in a rain-drenched Portugal kicked his campaign into action prior to second place finishes on the gravel rallies of Argentina and Cyprus, on both occasions to Ford’s Colin McRae. Nonetheless, both the Scotsman and Monte Carlo victor Tommi Makinen were later to hit upon snags of their own, while Burns’ own consistent points scoring culminated in a first and only individual rally victory of the season in New Zealand, with McRae beaten into second. Burns then finished second on the Rally Australia to close within two points of new standalone series leader McRae, although the Scotsman and Makinen were to struggle to fifth and sixth respectively on this event (and the last of the drivers’ points-scoring positions) amid controversy over McRae arriving to time control too late at the end of the first leg of the event to be able to choose a favourable running order on the ball-bearing gravel for day two. Meanwhile the Finn, for his part, continued to struggle with a newly homologated version of the Mitsubishi Lancer Evolution World Rally Car he had been entrusted with, which had only been introduced by his team a few rounds earlier in San Remo. A four-way title decider, also including nine-point adrift outsider, Ford driver Carlos Sainz, thus beckoned on the final round of the series in Great Britain.

There, all three of Burns’ rivals were to have suffered retirement from the event by the end of the second leg proceedings on Saturday. On Sunday, November 25, 2001, therefore, Burns’ third place finish behind Peugeot duo Gronholm and Harri Rovanpera enabled him to become the first Englishman to win the World Rally Championship. When Richard passed the finishing line at the final stage of the final rally in 2001, Burns uttered words thought to be paying tribute to his codriver Robert Reid: “You’re the best in the world”. To commemorate the title success, Subaru produced a special edition of the Subaru Impreza in the UK called the RB5. A messy legal battle ensued for the Englishman’s services for the following 2002 season, from which fresh suitors, 2000 and 2001 manufacturers’ champions Peugeot emerged victorious.

Burns joined Peugeot for the 2002 season. Although Peugeot were the pacesetting team of the period, Burns had difficulty matching the pace of team-mates Marcus Grönholm (on gravel) and Gilles Panizzi (on tarmac). Therefore the existing tally of ten WRC triumphs were not to be added to, with the quest for a second world title proving equally fruitless for Burns. He cobbled together a title challenge, albeit founded more on regular podium finishes than on victories, for much of the 2003 season – a feat which did not convince him to remain at the wheel of the 206 WRC. The gloomy prospect of a continued winning drought with the French team left Burns poised to rejoin Subaru, having signed for them for the second time beginning with the 2004 season, the ploy being to couple him with the eventual 2003 title winner, Norway’s Petter Solberg. In November 2003, however, with the Englishman heading to the season-ending Wales Rally GB still in the frame to duke it out for that title, Burns suffered a blackout while driving with Ford driver Markko Martin to the rally. He was withdrawn from the event, and thus the title fight, and duly diagnosed with an astrocytoma, a type of brain tumour. He did have a brief stint out of hospital in summer of 2004, only to be made to return, undergoing chemotherapy and radiotherapy, as well as surgery in April 2005 that was described as “very successful”.

WRC Victories

# Event Season Co-driver Car
1 Flag of Kenya 46th Safari Rally Kenya 1998 Robert Reid Mitsubishi Carisma GT Evo 4
2 Flag of the United Kingdom 54th Network Q Rally of Great Britain 1998 Robert Reid Mitsubishi Carisma GT Evo 4
3 Flag of Greece 46th Acropolis Rally of Greece 1999 Robert Reid Subaru Impreza WRC
4 Flag of Australia 12th Telstra Rally Australia 1999 Robert Reid Subaru Impreza WRC
5 Flag of the United Kingdom 55th Network Q Rally of Great Britain 1999 Robert Reid Subaru Impreza WRC
6 Flag of Kenya 48th Sameer Safari Rally Kenya 2000 Robert Reid Subaru Impreza WRC
7 Flag of Portugal 33° TAP Rallye de Portugal 2000 Robert Reid Subaru Impreza WRC
8 Flag of Argentina 20° Rally Argentina 2000 Robert Reid Subaru Impreza WRC
9 Flag of the United Kingdom 56th Network Q Rally of Great Britain 2000 Robert Reid Subaru Impreza WRC
10 Flag of New Zealand 31st Propecia Rally New Zealand 2001 Robert Reid Subaru Impreza WRC

Late on Friday, November 25, 2005, four years to the day after winning the World Rally Championship, Burns died at the age of 34, after having been in a coma for some days as a result of a brain tumour. His death was overshadowed by the much covered death on the same day of footballer George Best.

The British television show Top Gear, well known for its irreverent attitude toward most celebrities, aired a tribute to Burns during the December 4, 2005 show. The host, Jeremy Clarkson, said that “the news has been completely dominated, as far as we’re concerned, by the sad death of Richard Burns.” After playing a montage of Richard Burns footage, Clarkson, who lived near Burns, shared an anecdote about Burns playing video games with his 7-year old son and commented, “He was just such a nice guy. I’m going to miss him…badly.” No other motoring news was announced in that episode.

A memorial service for Burns was held at St Luke’s Church in Chelsea on Thursday 22 December 2005, with readings from BBC TV’s Jeremy Clarkson and Steve Rider, and a tribute paid by one of Burns’ closest friends, photographer Colin McMaster. Subaru also paid tribute to Burns at Castle Combe in 2006, when over 50 Subaru Impreza RB5s took to the track, including the RB5 number #001 driven by Alex Burns (Richard’s father).

During the 2006 Goodwood Festival of Speed, a charity was founded in his name with a purpose to “inspire and support people with serious injury and illness”, named RB Foundation. The foundation also raises money for the Michael Park Fund, which deals with improving safety in motorsport events.

Subaru released a special edition Impreza WRX STI in 2007 – the RB320 – in memory of Burns. It features a 320 bhp (240 kW) Prodrive Performance Pack, Prodrive developed suspension, sports spring kit and is available only in Obsidian Black colour. Proceeds went to the RB Foundation.

The Scottish band Travis dedicated their album The Boy With No Name to Burns’ memory.

He is survived by his girlfriend Zoe Keen.

In 1989, a high performance version built in cooperation with Lotus was introduced. The car was named the Lotus Omega or Lotus Carlton, depending on whether the base car was sold as an Opel Omega or Vauxhall Carlton respectively. The car was built using a great variety of parts from other GM suppliers and car manufacturers. The engine was a 3,0 litre 24 valve item, and this was handed to Lotus for the tuneup. Lotus added a hardened and larger crankshaft, giving the engine its total size of 3,6 litres. Two Garrett T25 turbochargers were installed, along with a watercooled intercooler. The engine management was also changed and the ignition changed to an AC Delco type (same system as the Lotus Esprit uses). The result was a 377 bhp performance engine. The Omega also got a bigger differential from a Holden car with a 45% LSD, and the gearbox was changed to the 6-speed manual ZF gearbox from the Corvette ZR1. The tyres where custom made by Goodyear and can be recognized by the small Greek letter Ω (Omega) on the side. This was required as this car could reach 280 to 300km/h. This was a fact not popular at the time, as most of the other German car manufacturers that produced fast and powerful cars had already begun putting in speed limiters to limit their cars to 250km/h. The 1663kg car accelerated from 0 to 100km/h (0 to 60 mph) in 5.3 seconds, 0 to 160Km/h (0 to 100 mph) in 11.5 seconds. The interior featured dark grey Connolley leather, and on the glove compartment lid is a small placard with the words “Lotus Omega Limited Edition”, followed by a 4 digit number, starting with a 0. The number after 0 is the car’s production number. A total of 950 cars were built, out of the 1100 cars initially planned. Sales weren’t as good as hoped, although as a publicity stunt several cars were given to high profile people like politicians. But what Opel hadn’t realized was that they had given the world the most powerful full-size saloon ever built. Even today it is considered one of the fastest four-door cars ever produced.

The Opel Tigra is a small coupe produced by Opel (a subsidiary of General Motors Corporation) based on its Corsa supermini. It was originally available as a small coupé, produced from 1994 to 2000, with a new roadster model introduced in 2004. The Opel Tigra is sold in the UK as the Vauxhall Tigra, in Australia as the Holden Tigra, and was sold in Brazil and Mexico as the Chevrolet Tigra.

The Tigra was based on the concept car of the same name and built on the platform of the second generation Opel Corsa. However, it shared no body panels with the model it was based on, and the interior layout was different too, with a 2+2 seating arrangement. The production vehicle was introduced at the 1993 Frankfurt Motor Show, with production starting in early 1994.

The Tigra was available with two petrol engines options, both from the Ecotec family, a more affordable 1.4 L with 90 PS (66 kW), and a larger sportier version, powered by the 1.6 L engine with 106 PS (78 kW), sourced from the Corsa GSi. Both wereDOHC 16 valve engines with electronic fuel injection. The smaller engine was available with an optional 4-speed automatic gearbox.

Added to the mass-market underpinnings was a suspension tweaked by Lotus. However, the car was overweight, with 150 kg (330 lb) over the equivalent engined Corsa models. Acceleration on the 1.6 L model was 10.5 seconds, one second slower than the Corsa GSi. However, a higher top speed of 203 km/h (126 mph) compensated for its acceleration troubles. This speed increase was obtained thanks to the higher gear ratios, a lower drag coefficient of 0.31, and standard 15″ wheels on the more powerful model.

The car was imported by Chevrolet and sold as the Chevrolet Tigra in Brazil and Mexico, and as the Vauxhall Tigra in the United Kingdom. Due to its extremely high price when compared to similar competitors, and much lower performance, the car was a failure in Mexico. Very few copies survive.

The Brazilian Chevrolet Tigra was imported only for a few months, between late 1998 to early 1999, due to a sudden depreciation of the Real, which forced General Motors do Brasil to end importation. Only the 1.6 L model was imported, detuned to 99 PS (73 kW) for tax purposes. The 15″ wheels were also exchanged for more affordable 14″ wheels.

After an absence of a four years, Opel resurrected the Tigra nameplate in 2004 for a new sports car based on the Corsa C. The Tigra Twin Top, as it was called, is a 2-seater coupé convertible with a retractable hardtop in the fashion of the Peugeot 206 CC. The Tigra is produced by French coachworks Heuliez.

Like its predecessor, the Tigra Twin Top is available with two petrol-powered engines. The base model uses the 1.4 L engine with 90 PS (66 kW), but now from the Twinport family, different from the previous generation’s 1.4, while the top of the range uses the Ecotec 1.8 L from the Corsa GSi, with 125 PS (92 kW). An economic version, using Fiat’s Multijet 1.3 Diesel engine, was introduced in 2005. The second generation is marketed in Australasia as the XC-series Holden Tigra, only with the 1.8 L engine.

The 306 underwent the only major revamp of its life in May 1997, with the launch of the “Phase 2″ version (N5 in Australia). The basic shape remained the same, but lights, grille and bumpers were redesigned in an effort to bring the styling into line with the new, more rounded, Peugeot family look established with the Peugeot 406. Indicator lamps were now incorporated into the headlamp unit and the new style “block filled” Peugeot lion logo was adopted. A new-style typeface for the car’s model number was adopted on the tailgate. There were also some changes to the dashboard layout and trim quality which freshened up the car in the face of increasingly stiff competition from other manufacturers. New engines were also offered, with both 1.8 and 2.0 petrol engines gaining 16-valve cylinder heads together with modest power increases. In 1998 the popular but ageing XUD series diesel engines were phased out and replaced with Peugeot’s first generation 2.0 HDi common rail diesel in a turbocharged form only. Although power output remained unchanged, and outright performance remained similar, the new unit brought significant benefits in terms of economy, emissions and refinement.

Cars from 1998 onwards received further enhancements, including an aluminium-effect centre console on certain versions and a chrome Peugeot logo on the steering wheel. Other updates included a slight tweaking of the “306″ badge on the bootlid – now without a black plastic backing – and new upholstery in the cabin.

New models also appeared in Phase 2 trim. The Rallye was launched using the mechanicals from the GTI-6, but with less standard equipment. The Rallye was 65kg lighter than the GTI-6, which meant better performance. It only came in three colours – black, cherry red and white. There were only 500 Rallyes produced, which makes them hard to find. The only drawback is the insurance costs as the Rallye is in group 16.

The Meridian model (originally a special edition) was also re-launched in 1999 and boasted a generous equipment list including new half-leather seats, and further cosmetic upgrades to the interior. Cars for the 2000 model year had further exterior modifications, including clear lenses on the headlamps, complete colour-coding of the exterior trim, removal of the black plastic strip on the lower edge of the tailgate and new paint colours.

Although the 306’s reputation for dynamic excellence was attracting buyers, its growing reputation for high maintenance costs, lacklustre dealers, and suspect build quality were earning it some bad press.

Despite Peugeot’s efforts, the car placed poorly in a variety of ownership and customer satisfaction surveys of the time, such as the annual JD Power survey which was run in association with the BBC Top Gear television programme. Nevertheless the car featured in Britain’s top 10 best selling cars from 1994 to 1998, and only narrowly missing out on the top 10 during its final three years on sale.

The hatchback 306 was discontinued in 2001 to make way for its replacement, the Peugeot 307. The cabriolet and estate variants both remained on sale until 2002. The slow-selling and questionably-styled saloon was axed from the UK in 1999, however was still available in the rest of europe until 2002.

In the 2006 Australian Used Car Safety Ratings, the Peugeot 306 manufactured between 1994-2001 was rated “significantly better than average” in its ability to protect its occupants in the event of a crash. This was one of the highest results achieved in the 2006 ratings.

The Peugeot 106 was introduced in the autumn of 1991, as the French marque’s entry level car slotting in beneath the 205. It was a substantial development of the Citroën AX. It was heavier, safer, more solid feeling than the AX or 205. It was aimed directly at the Renault Clio which had gone into production a year earlier, and as a more modern alternative to the slightly larger 205 which had been a massive success for Peugeot and was still proving popular almost a decade after its launch. Winning praise for its modern styling, comfortable ride, excellent handling and cheap running costs, the 106 quickly became popular. Going against the appeal were limited interior space and low-rent interior plastics.

Its power came from 1.0-litre and 1.1-litre carburettor petrol engines and a 1.4-litre fuel injection unit, as well as a 1.5 L Diesel engine. A 1.6-litre fuel injected engine was introduced on the 1995 XSi model, with 120 mph (193 km/h) top speed.

In the UK trim levels were basic XN, mid-range XR, top-spec XT, and the sporty XSi model mentioned above. In addition, from 1994 onwards there was a “Rallye” model offered. This was basically a “stripped out” XSi model with the TU2 series 1.3 litre petrol injection engine (100 bhp). This was designed for clubman rallying and the sporting driver, and had little in the way of creature comforts, such as electric windows, power assisted steering etc. On the phase 1 model, a sunroof and anti lock brakes were the only options available from the factory, although many came with foglights or spoilers from the XSi models. From 1997-1998 the Phase 2 Rallye was offered, and these combined the light, nimble chassis of the Phase 1 Rallye, with a 1.6 litre petrol injection engine (TU5J2, 103 bhp) and updated looks and safety features of the later models (1996-1999). Optional Extras on the Phase 2 Rallye were; Power assisted steering, Anti-Lock brakes and a sunroof. From 1996-1999 trim levels were XN, XL, XR, XT, XS and GTi. In France a five-door version of both XS and GTi versions were offered.

In early 1996 the Peugeot 106 also formed the basis for the near identical Citroën Saxo, and at this time the 106 received a facelift which saw all engines get fuel injection and equipment levels raised. The XSi was dropped in favour of a basically similar new GTi model added to the range.

At the end of 1998, the Peugeot 106 range was slimmed down to the sparsely-equipped 1.1 L petrol and 1.5 L diesel models as well as the 1.6 GTi. This was due to the launch of the larger 206, which stole many sales from the 106. Peugeot initially intended to phase the 106 out and market the 206 as its replacement, but later decided to replace the 106 with another all-new model.

After 12 years in production, the last Peugeot 106 rolled off the production line late in 2003. Its replacement, the 107, has been available since early 2005. By the time production ceased, the Peugeot 106 was one of the longest running production cars still made in Europe but it was still proving fairly popular, especially in its home market of France.

Although it was being left behind by more modern cars with more in the way of quality, refinement, space and comfort, it was still considered one of the best drivers’ cars on the European mini-car market.

Imagine for a moment you had to picture the average Peugeot 206 CC (Coupe Cabrio) driver. Mid to late twenties, reasonably well off with an eye for style. Peugeot have targeted them with a model that hits the prospective market head on, complete with the kind of extras intended to clinch the average showroom deal. Enter the 206 CC Allure range.

So what do you get for prices starting from £15,145? Well, Lama leather for a start, together with metallic/pearlescent paint, alloy wheels, air-conditioning, a sports pack including aluminium trim for the gear knob, pedals and doorsills, plus black dials with a chrome surround. There are also front side airbags, an ultrasonic alarm (Thatcham approved) and a transponder immobiliser. Oh, and ABS with EBFD, a remote control radio/mono CD player and on the 2.0-litre petrol version, the Electronic Stability Programme (ESP).

1.6-litre petrol and diesel engines are also on offer. An inexpensive way then, to make a quietly cool statement. Whilst its still not the sort of price sticker that will sell to the masses, the Peugeot 206CC Allure has entered a market sector that seems to have suddenly become tightly contested.
Whereas budget roadsters were once seen as the poor relation of their higher-powered brethren, buyers are increasingly turning to the 1.6-litre entry level models, perhaps realising that out and out performance isnt the forte of cars like the 206CC and 1.6-litre versions of cars like the Mazda MX-5. Whilst roadsters like the Mazda boast a clean sheet of paper roadster profile, the 206 suffers the handicap of having been adapted from the familiar 206 hatchback shape.

The problem with most hatchback-based cabriolets is that theyve always had an inescapable pram-like quality about them. The stubby proportions, untidy hood mechanisms and inelegant rollover bars made them look about as graceful as an industrial dumpster. Thats one accusation that you could certainly never level at the 206 CC. Even with the roof up, it has a cheeky coupe appeal and with the hood down the long rear deck ensures the little Peugeot is svelte enough to avoid any pram-like connotations.

Operating the roof is simplicity itself. Behind the sun visors are a couple of latches that youll need to unclip before pressing the button next to the handbrake. At this point, a set of electronically controlled hydraulic motors will go to work, lowering the windows, popping up the rear deck before collapsing and folding the roof in on itself. Its then swallowed by the rear bootlid.

Its not the quickest operation, taking around 20 seconds, but Peugeot have cleverly let the mechanism continue with the car crawling forwards at up to 7mph. This makes the embarrassment of getting caught hood-down in a cloudburst whilst negotiating a slow moving traffic queue a thing of the past. Despite the appeal of the roof, dont get the impression that its the only aspect of the 206 CC worthy of note. If youre used to fixed-roof 206s, you might find the interior of the 206CC a fair bit more pleasant.

One of the complaints regarding the 206 GTi for example, has always been that with the upright seating position and distant screen, at standstill it feels about as sporty as your average school-run MPV. The 206 CC redresses this somewhat by lowering the seating position, making for a sportier feel. The seats themselves have firm side supports and feel good during hard cornering. The rear seat story isnt quite so good: theyre moulded into the back of the car, and whilst attractively styled, havent much leg and headroom to offer. Best to use them as additional luggage space. Youll probably end up using it as well, because with the roof folded down, it eats into boot space quite disastrously. Theres still room for a couple of soft bags, but anything more than that will emerge from the boot looking like its been in a junkyard crusher.

Still, you dont buy a car like the 206 CC for load carrying youll want to ditch the excess baggage, travel light and get a little bit closer to the elements. The £15,870 2.0-litre model justifies a price tag increase of £700 with a top speed of 126mph and 0-60mph capability of 8.9s.

Theres also a similarly priced 1.6-litre 110bhp HDi diesel version. In the 1.6, youll account for the 60mph sprint in a mere 11.7 seconds en route to a top speed of 115mph, but these figures really are quite academic. Blatting about with the roof down, the stereo up and the shades on is what this cars all about. Early problems with sticking roof mechanisms now appear to have been fixed, and the 206 CC is becoming a popular sight on our roads. That 1.

6-litre engine is a willing unit, pumping out 110bhp at a heady 5800rpm, enough to qualify it as a respectable warm hatch. Whereas many cabriolets have the sort of body rigidity that generates noises like a dropped sack of typewriters every time you hit a bump in the road, Peugeot have worked hard to ensure the 206 CC is reassuringly composed, although major ripples in the road will generate a certain degree of body flex. Overall? Well, if youre looking for a value coupe cabriolet, the 206 CC Allure offers a compelling argument.

The Subaru Impreza WRX, is a turbocharged version of the Subaru Impreza, an all-wheel drive automobile. It is available as a sedan or wagon. The WRX has become a popular choice for automobile enthusiasts wherever it is sold for its performance and handling.

Originally introduced in 1992 in Japan, then shortly afterwards in Australia and Europe, the WRX had a turbocharged flat-4 2.0L (then later a 2.5L), Subaru Boxer engine. Compared to the base Impreza, the WRX has wider low-profile tires, larger brakes, and firmer, higher quality suspension components.

For the third edition of the Peugeot Design Competition, enthusiasts of automotive styling from all over the world were invited to design the Peugeot of their dreams for the near future.

After the future of 2020 and retro-futurism, participants this year were asked to express their
vision of the Peugeot they would like to drive.
But it is at the Frankfurt Motor Show that the competition’s most emblematic prize is unveiled on the Marque’s stand, in the form of a scale 1 concept car, built in accordance with the winning project. Not forgetting a new feature of this third edition: the mass production of the winning project in the form of a… 1/43 scale miniature.

This now traditional event offered by Peugeot to the community of designers has met with real success and last year set a new record for the number of entries it attracted. Indeed, with 3,800 projects registered on the number of entries was up by 36 % compared to the 2002 event.The competition also confirmed its international credentials with 2,600 designers from 107 countries, against 90 for the previous edition.

The Moovie was built under the supervision of the Peugeot Style Centre, according to criteria normally used for the construction of vehicles intended for a Motor Show. Three months’ work was required, from the digitization phase to the final model exhibited at the Frankfurt Motor Show.

In the absence of three-dimensional drawings, it was necessary to give proportions to this project, for the exterior and interior, that conformed to the general idea mooted by André Costa.Digitization of the vehicle as a whole and its component parts made it possible to obtain a precise 3D image of the Moovie. This phase was essential, making it possible to determine the car’s reference data – length, width and height, as well as its architecture. Using this data,a 1/5 scale reference model was produced, giving body to this virtual reality.

Production starts with the machining of a scale 1 model. This high-density foam model is produced on the basis of digital specifications. Its purpose is to give substance to the volumes and allow necessary adjustments to curves and radii, to give the body a curvier finish.

The physical medium allows the production of resin moulds. The six moulds needed to produce the body are then assembled and lined with epoxy resin. Used in the mass production of cars,this 3 mm thick resin has mechanical properties guaranteeing excellent rigidity.

At the same time, parts such as the headlights, seats and fascia panel are also moulded.The sidelights and headlamps use polycarbonate, while the casing relies on the technique of nylon sintering. The colour of the parts is obtained by plexiglass cut from a solid block.

The seats consist of two epoxy half-shells assembled on a steel chassis. The fascina panel is made of high-density foam, milled from a solid block.The different body parts are then assembled. This stage is the longest, since it necessitates a high level of precision: parts are lightly reworked, certain assembly procedures are modified. The generous glazed surface area of the Moovie is made of polycarbonate.

Before being installed on the body, this thermoformed part is adjusted with meticulous attention to detail.

The paint is applied in two stages.

A polyurethane primer thinned with water is applied first, allowing final corrections to be made to the body. Three different paint pigments are then applied, the final aspect being given by the varnish: brilliant for the body, soft for the interior.

The bright, elegantly styled passenger compartment generates a feeling of well-being. The plunging front windscreen and generous polycarbonate glazed surface area ensure a high level of brightness in the passenger compartment whilst accentuating the sense of space. The lines are soft, in perfect harmony with the two yellow pigments used for the interior. The two-tone fascia panel with its smooth lines is mounted on a slightly curved central pillar. Free of all rough edges, it houses an instrument panel consisting of two tonneau-shaped counters and a single-spoke steering wheel. The two one-piece seats incorporate an on-board seat belt.

Bobslid
Concept idea: Thread your way through traffic without making a show of it.
Style: A line links a large wheel at the rear to a small one at the front.
Architecture: Large side opening and adjustable flush-fitting seats on the central seats.
Passenger seating: 3 seats in tandem
Driver’s position: Central
Special feature: Futuristic driver’s position: Neither handlebars nor a steering wheel. Instead there are joy sticks for steering the wheels.
Greatest advantages: Incredible capacity, nothing mechanical
The passenger compartment is split into two halves: One for the passengers, and the other for stowage
Engine type: 4-wheel drive with 10 small 500 W electric motors on each wheel
Colour: Metallic red

Kart Up
Concept idea: Small, two-tone vehicle built for speed
Architecture: Huge movable windscreen
Passenger seating: 2 seats side by side
Driver’s position: Classic for a Kart – at ground level.
Special feature: The only two-colour model among the City Toyz
Greatest advantage: Dynamism
Engine type: V6 series engine – 152 kW, 210 hp
Colour: Blend of dark metallic grey and pearly white

Vroomster
Concept idea: A water scooter that looks like a four-wheel motorbike!
Architecture: A quite narrow vehicle with a huge extended windscreen
Passenger seating: 2 seats in tandem
Driver’s position: Astride a saddle
Special feature: Motor in-between the passengers’ legs
Greatest advantage: Easy to get on it
Engine type: 80 kW – 110 hp
Colour: Flashy green

The 407 was the successor to the hugely successful Peugeot 406, and was launched on May 27 2004. The streamlined design of the car was seen as quite radical, its most distinctive features being its large front grille and the steeply raked screen pillars.

The estate, known as the 407 SW, was launched four months after the saloon, whereas the coupe has been on sale since early 2006.

Sales in the United Kingdom, France and most of the rest of Europe have been relatively strong, but a considerable number of owners (in the UK at least) have highlighted their disappointment with the car’s reliability in several motoring surveys. Its build quality has also been damned by many owners, though it has received high acclaim for its ride and handling.

Peugeot 407 SW

The first advertisement, known as “The Toys” or “Les Jouets”, features life-size toy cars shown up by the sleek newly released Peugeot 407. Directed by Philippe André for French agency BETC Euro RSCG, the advert was filmed in Sydney, Australia (we see cars crossing the Sydney Harbour Bridge). André developed twenty model cars especially for the shoot. The soundtrack is provided by French duo, The Film, (Guillaume Brière and Benjamin Lebeau) with their song Can You Touch Me, an adaptation of their earlier song, Can You Trust Me.

The follow up ad features the same scenario of life-size toy cars in Sydney, this time taking a new Peugeot 407 SW out of the city to a beachside home. Along the way we see old and decrepit stationwagons breaking down or suffering from image problems. The soundtrack features (I’m Gonna) Kick You Out by the Caesars, taken from their album, 39 Minutes of Bliss (in an Otherwise Meaningless World).

The commercials use the slogan Playtime is Over, which some perceive to be a retort to the Renault’s Laguna slogan Serious Playtime.

The saloon version of the 407 was firstly previewed with the name “407 Elixir” at the 2003 Frankfurt Motor Show. The “407 Silhouette” is a race car with most design features of the current coupe. A version almost identical to the released coupé was presented at the 2005 Geneva Motor Show under the name “407 Prologue”.

The “407 Macarena” is a four-door coupe convertible produced by Heuliez and presented a at the 2006 Geneva Motor Show.

1.8 L (1749 cc) EW7 I4, 117 PS (115 hp/86 kW) and 118 ft·lbf (160 N·m)
2.0 L (1997 cc) EW10 I4, 138 PS (136 hp/101 kW) and 140 ft·lbf (190 N·m)
1.6 L (1560 cc) DV6 HDi Diesel I4, 110 PS (108 hp/81 kW) and 177 ft·lbf (240 N·m)
2.0 L (1997 cc) DW10 HDi Diesel I4, 136 PS (134 hp/100 kW) and 236 ft·lbf (320 N·m)
2.2 L (2230 cc) EW12 I4, 160 PS (158 hp/118 kW) and 160 ft·lbf (217 N·m)
2.9 L “3.0″ (2946 cc) ES9 V6, 211 PS (208 hp/155 kW) and 214 ft·lbf (290 N·m)
2.7 L (2720 cc) HDi Diesel V6, 201 PS (198 hp/148 kW) and 325 ft·lbf (441 N·m)

Straight from Europe’s Extreme TV Gumball series delve right into the madness, fury and comedy of the Gumball Rally. This is a must see for all Gumball fans.

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The rear clap section that hold the spoiler, and gives u access to the engine,came off.. i think they almost crashed.. i remember seeing this incidend on another video.

This is COOL!!!!!!!

Peogeot Rally Car 207 WRC

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Lancer Evo Rally Car.

Skoda Octavia WRC.

Peugeot 106

Peugeot 206 WRC

Seat Ibiza Rally Car.

Renault Megan Kit Car.

Skoda Fabia WRC.

Suzuki Swift Kit Car.

Toyota Corolla WRC.

Peugeot held their 2nd competition for aspiring automotive designers. The brief was as follows:

“Delve into the history of the Peugeot brand and imagine the vehicle that Peugeot could evolve into in the coming years – a vehicle replete with stylistic references to classic Peugeot models of the past.”

The winner was the talented Stephen Schulze of Germany and his stunning 4002 design. One of the most creative car design concepts in decades, the organically-shaped 4002 is both futuristic as well as replete with styling cues from Peugeots of the past, such as the headlights behind the radiator grille that was seen in the Peugeot 402 of the 1930s.

Though the 4002 is too extreme a design to anticipate any plans for production in the short-term, it may well be an impetus for future exciting cars from one of Europe’s oldest and most successful car manufacturers.

Outlandish, glamorous, and utterly inspired, Peugeot’s 4002 supercoupe was, without question, the most fabulous concept at this year’s Frankfurt show. In a show whose “concept cars” often looked as production-ready as their production-car standmates, the 4002 stood as a rare and defiant exception—a dream car of the highest order. The winner of Peugeot’s second design competition, which attracted 2800 entries from 90 countries, the retro-futuristic 4002 was drawn within three deceptively simple guidelines: It had to have a clear association with the French marque, it had to recall one of Peugeot’s historic models, and it had to be innovative, creative, and original. The designer, a 32-year-old graphic artist from Germany named Stephan Schulze, took his inspiration from Peugeot’s gorgeous 402 of 1936, and earned a cool 5000 euros for his efforts. C’est magnifique!

Peugeot announced they would build the 908 chassis themselves instead of relying on another manufacturer to build it for them. Confirming the speculation that the 908 chassis has a closed top because a larger air restrictor is allowed for cars using air conditioning to make up for the horsepower lost in running air conditioning, the 908 is a closed-top car.


LMP1s will also be forced to all become closed cockpit designs by 2010 due to new ACO regulations announced on 16 June 2006, meaning that Peugeot may be ahead of the competition in their awareness of this rule change and thus designed their car accordingly.

Peugeot also felt that weight, centre of gravity height and operational problems drawbacks were overweighted by better chassis rigidity and aerodynamics. The body is a carbon fiber monocoque instead of a conventional open structure to offer better rigidity and lower weight. Front and rear suspension are linked, steering is electrically powered, magnesium wheels come from BBS.

The decision by Peugeot to build the chassis themselves has left Henri Pescarolo, who was looking for involvement in the Peugeot project, feeling that his future at Le Mans will be in doubt. The Pescarolo team has been strapped for cash since Peugeot initially dropped their engine program in 2003, and Pescarolo was looking to possibly run the factory squad, similar to the way Reinhold Joest runs the factory Audi effort. The car measures 4.65 — 2 m and weights 925 kg minimum

The Peugeot 908 will be powered by an HDi diesel engine of 5.5-liter, the maximum permitted by the regulations. Its configuration is a 100° V12, the angle having been chosen to lower the center of gravity. Its output has been revealed to be over 515 kW (700PS) and 1200 N/m (885 lb/ft) of torque, nearly 10% more than Audi’s victorious R10.

The use of the particulate filter is one of over a million particulate filters that have been used on Peugeot vehicles since the introduction of the 2.7 L HDi V6 in the Peugeot 607. 60 % of the cars sold by Peugeot in Europe are diesels, and even 70% in France.

Technical partners in the development of the 908 include Bosch, who will cover engine management systems and fuel injection components, Total, who will provided fuel and oil, and Michelin, the official tire supplier. The electro-pneumatic controlled gearbox is longitudinal with a maximum of 6 gear ratios, and the differential is self-locking.

Compilation of rally crashes. Including old rally cars and current WRC cars. Some crashes are really nasty so beware!

Peugeot 206 accident, car crash accident.

Gilles Panizzi in a Peugeot 206 WRC at the Nurburgring.

FORD FOCUS vs PEUGEOT 206

Peugeot 307 in Mexico 2004

Compilation of rally crashes. Including old rally cars and current WRC cars. Some crashes are really nasty so beware!

At the 2006 Geneva Motor Show Peugeot also unveiled a sporty concept car based on the 207 and badged as the 207 RCup. This Super 2000 version is powered by a 2.0-litre petrol engine with maximum output of 280 hp and is intended as a successor for the 206 World Rally Car which was successfully used by Peugeot in the World Rally Championship, where it helped the team winning the manufacturers’ championship in 2000, 2001 and 2002.