2007 Bentley Azure

Like a priceless Louis XV cabinet or a rare Biedermeier cupboard, Bentley convertibles have always been top-shelf items built to satisfy the self-indulgent demands of the well-to-do. True to this tradition, the new 2007 edition of the classic Azure is a devilishly expensive and supremely luxurious land yacht. Mechanically speaking, the Azure is basically a two-door Arnage with a power-operated canvas top. What makes it special are old-world ingredients such as rear-wheel drive, a 6.8-liter twin-turbo OHV V-8, and a bespoke interior.

2007 Bentley Azure

The styling of the new Azure is as textbook conservative as that of a London taxi or Buckingham Palace. But the magic is in the proportions: an imposing body that measures almost eighteen feet between bumpers; an in-your-face mesh grille flanked by two expressionless headlamps; a hood vast enough to hide a miniature nuclear power plant; and a stately rear overhang. The cabin lacks modernities such as Mercedes-Benz SLK-style neck-warming vents, so the four occupants must rely entirely on the windshield and on the tall side windows to brave the elements. In appearance and approach, this new Bentley seems like a leftover from the late 1980s, but the driving experience most certainly isn’t.

2007 Bentley Azure

The previous Azure was a surprisingly quick car–at least in Mulliner spec–considering its castlelike weight and aerodynamics, but its handling and roadholding left much to be desired. In the new car, steering inputs are translated without delay, the brakes are properly boosted, directional stability is solid, and the chassis has shed its eiderdown indifference. True, the Azure still rolls like a barge when pushed hard, and its 645 lb-ft of maximum torque may burn rubber at any time, but there is no doubt that the 450-hp Azure has matured in attitude and ability.

2007 Bentley Azure

2007 Bentley Azure

A six-speed manu-matic will help the massive Azure cover 0 to 60 mph in less than six seconds on its way to a top speed of 168 mph. According to Bentley chairman Franz-Josef Paefgen, however, the Azure is “not about smoky launches or lurid power oversteer. On the contrary, it is a gentle giant, an effortless cruiser, a humble lesson in presence and prowess.”

No more than 400 Azures are to be built annually, and most of them will surely spend their pampered lives wafting from one sumptuous estate to the other, with stops at the marina, the country club, and the helipad in between. For a mere $338,000, one of these timeless tokens of privilege could be yours.

2007 Bentley Azure

Seat Tango

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

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

Seat Tango

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

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

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

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

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

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

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

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

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

Ford Refl3x Concept

The Ford Reflex (or REFL3X, as spelled on the vehicle nameplate) is a concept car introduced at the 2006 North American International Auto Show that, according to Ford, “proves small cars can be bold and American”. It is a technological showcase that includes solar panel-powered headlights, integrated child seat, baby cam with a monitor mounted on the dash, inflatable rear safety belts, and an interior quieted by ground rubber taken from Nike athletic shoe outsoles.

A production version of the Reflex design has not yet been announced. It features an advanced diesel-electric hybrid engine with new-generation lithium ion batteries that help deliver up to 65 mpg–U.S. (3.62 L/100 km / 78.1 mpg–imp) of diesel fuel, and can accelerate the vehicle from 0 to 60 mph (97 km/h) in 7 seconds.

Ford Refl3x ConceptFord Refl3x Concept

The concept features an electric motor on the rear axle in addition to its hybrid propulsion system on the front axle. The rear motor provides all wheel drive capability, improved driving dynamics, and the fuel economy benefits of a full hybrid vehicle. Reflex’s energy is stored in a new-generation lithium-ion battery pack, using the same technology found in cell phones. Ford was the first manufacturer to produce an electric vehicle using this type of battery system when it introduced the electric Ford Ka research vehicle in 2000. Also contributing to Reflex’s power and performance are unique headlamps and taillamps that integrate solar panels. The Ford-patented battery-charging lighting system improves fuel economy by using the sun’s power to charge the on-board batteries, while capturing and reusing the daylight at night.

Ford Refl3x Concept

The Reflex features 2+1 seating, with a center-mounted rear “love seat” for 2 children or one adult, that also includes a fold-out rear facing child seat. “Ford Reflex is a small car that doesn’t feel small,” says Freeman Thomas, director, Ford North American Strategic Design. “It is a gorgeous sporty car that delivers guilt free performance with a hybrid engine. And thanks to its innovative approach to the interior, it has space for growing families.

Ford Refl3x Concept

Ford Refl3x Concept

Ford Refl3x Concept 2007 may be 2008.

Lotus Sport Exige GT3 - www.robson.m3rlin.org

Lotus Sport Exige GT3 - www.robson.m3rlin.org

A prototype of the Lotus Sport Exige GT3 race car was unveiled at the annual FIA GT
Championship presentation ceremony outside the world famous Casino in Monte Carlo,
Monaco on 02 December, 2005. The following day (03 December 2005), the first test for the
car took place at the high speed Paul Ricard High Tech Test Track in Southern France under
FIA supervision, the first stage in the Lotus Sport Exige GT3 becoming eligible for FIA GT3
competition. This latest FIA series, which will start in 2006, is for race cars that have an equal
power to weight, and that have a direct lineage to their road going versions.

The Lotus Sport Exige GT3 entrant has been developed by Lotus Sport, the performance arm
of Lotus Cars and is a derivative of the standard Lotus Exige coupe model. Weighing in at
approximately 750 kg, it stays true to the performance through light weight core Lotus
philosophy. The car uses a race prepared 1.8 2ZZ-GE VVTL-i engine with a Roots type
supercharger and air to air intercooler which utilises the Lotus T4e Engine Control Unit to
produce 285 hp (289 PS) at 7,800 rpm. This gives an impressive power to weight ratio of 380
hp / tonne or 2.6 kg / PS.

Following a brief shakedown programme at the Lotus Test Track at Hethel, factory test driver
Gavan Kershaw carried out final chassis set up work on wet tyres in the morning session at the
Paul Ricard official FIA test. This was followed by an outing on slick tyres on a drying track by
FIA nominated test driver Christophe Bouchut.

Commenting on the encouraging test session, Chris Arnold, General Manager of Lotus Sport,
explained: were delighted to attend the official FIA test session. Considering the car was
still on the drawing board two months ago a fantastic achievement by the team to complete
the build in such a short time. We knew this test would be a first shakedown for the car on
slicks and I¡Ë¢çE¢®Ec?m very pleased with the results. Our winter development programme starts with a
wind tunnel test just before Christmas followed by further work in preparation for the next FIA
test in March.

Lotus Sport Exige GT3 - www.robson.m3rlin.org

The FIA has announced a five race European championship for the new GT3 class with rounds
in the UK, Germany, Belgium, France and Italy. Various national GT Championships are also
considering amending their regulations to include a GT3 class.
Basic prototype specification.

Like the standard Exige, the Lotus Sport Exige GT3 comes complete with the award-winning
light weight bonded aluminium chassis. This is complemented by low weight 5-spoke forged
alloy wheels, carbon body panels, and a revised high downforce aerodynamic package
incorporating a race front splitter and adjustable carbon fibre rear wing.

Lotus Sport Exige GT3 - www.robson.m3rlin.org

An FIA 6-point roll cage, ignition kill switches, and uprated braking and suspension systems
including Ohlins 3-way adjustable dampers also feature on the new race car. A 6-speed
sequential transmission system, and full data logging system have been fitted to the singleseater
prototype vehicle.

Availability, full specification, and price of the Lotus Sport Exige GT3 will be announced in early 2006.
According to Lotus, the Exige GT3 model has the following specifications:

Engine:
Toyota Supplied 2ZZ-GE, 1796 cc I-4, DOHC with VVTL-i and Lotus T4e engine mananagement system, supercharged and intercooled
Bore/Stroke 82.0 mm / 85.0 mm
271 bhp (203 kW) @ 8000 rpm
190 ft·lbf (258 N·m) @ 7000 rpm
Compression Ratio: 11.5:1

Transmission: C64-speed, Close Ratio with uprated clutch and cover, open differential

Gear Ratios I/II/III : 3.116:1 / 2.050:1 / 1.481:1
IV/V/VI : 1.166:1 / 0.916:1 / 0.815:1
R/Final Drive : 3.250:1 / 4.529:1

Exige GT3 Performance:

0-60 mph : 3.9 seconds
0-100 km/h : 4.0 seconds
0-100 mph (0-160 km/h) : 9.8 seconds
Top Speed : 160 mph (257 km/h) – electronically limited
Power to weight ratio : 276 bhp (206 kW)/tonne

Note: While the mass of the vehicle has yet to be disclosed, it can be estimated to be around 2170 lb (980 kg) from the disclosure of the power to weight ratio.

Concept
McLaren F1 (missing headlight covers)

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

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

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

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

Engine

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

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

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

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

Power

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

Performance

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

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

McLaren F1

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

Bugatti Veyron

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

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

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

Record claims

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

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

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

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

The sensational looking Mazda Senku is a four-seat sports car with the first-ever rotary-engined hybrid powertrain, not to mention some of the longest sliding doors in the business.

At 183 inches (15.3 feet) long, 73 inches across, and 55 inches in height, the Senku is a full nine inches longer, three inches wider, and two inches taller than an RX-8. It also sits on an extravagantly long, 122-inch wheelbase (sixteen inches longer than the RX-8’s). Access to the sumptuous cabin is via massive, electrically operated “flying wing” sliding doors.

The sleek exterior represents a possible direction for Mazda’s next-generation styling. A two-stage, power-operated hatch lid moves up and out, and the rearmost part of the glass roof incorporates solar panels that help charge the hybrid battery.

Inside, the dashboard, the slim designer seats, and the door trim are finished in high-quality leather. Normally, the Senku is a two-seater, but the space behind the seats can be used either for storage or to adapt the car to a two-plus-two. The high-tech, two-level dash features a three-panel display on the top half displaying images from outside the car via on-board cameras. The lower half displays the audio and climate-control systems.

The Senku’s instruments–such as the speedo, the tach, and other gauges–plus the car’s sat-nav system sit within a stylish, thick-rimmed steering wheel, also finished off in red leather.

The totally new, Mazda-designed, rotary hybrid system uses a new direct-injection, two-rotor engine, combined with a motor, a generator, and a battery. The battery’s location between the engine and the firewall, combined with the compact rotary engine’s front-midship layout, helps create 50/50 weight distribution and a low center of gravity. This hybrid system also features an idling-stop system to boost economy and emissions.

There’s more. Beneath the skin, Senku features a new type of “multi-frame” body construction supporting the engine and front suspension, designed to save weight and improve impact safety over a conventional chassis rail system. Virtual B-pillars are fitted inside the backs of the sliding doors to help maintain sufficient body rigidity despite the huge side door openings.

The Senku has a seven-speed transmission and dry twin-plate clutch. The suspension consists of double wishbones at the front and a multilink rear setup. The concepts rides on monster 235/40R-22 Yokohama Advan Prototype 005 tires.

Is the Senku the next RX-8? Maybe not, but it’s one of the most interesting cars at this year’s show.

The CX-7 is a mid-size crossover SUV model from Mazda, the production version of the MX-Crossport concept car. The CX-7 is built in Hiroshima, Japan, starting in early 2006. The CX-7 was shown publicly for the first time at the 2006 Los Angeles Auto Show in January. Production officially began on February 20 at Mazda’s Ujina#2 factory in Hiroshima. The CX-7 went on sale in spring 2006 as a 2007 model. It is also Mazda’s first mid-size SUV since the Navajo was discontinued in 1994.

The CX-7 receives an all-new platform instead of sharing the Ford/Mazda CD3 platform used by the larger Mazda CX-9/Ford Edge/Lincoln MKX crossovers as well as the Mazda6. It uses the front suspension of the Mazda MPV minivan, with the rear suspension from the Mazda5. Many of the all wheel drive components come from the Mazdaspeed 6. It shares its turbocharged engine with the Mazdaspeed6. Its using either a 6-speed automatic or a 6-speed manual transmission. The CX-7 currently slots between the Tribute and the CX-9.

* 1 Engine and transmission
* 2 Model range, prices and features
* 3 Availability
* 4 Notes
* 5 External links

Engine and transmission

Power comes from the same 2.3 L straight-4 MZR engine used in the Mazdaspeed 3 and Mazdaspeed 6 coupled with a 6 speed Aisin automatic transmission, and tuned to produce 244 hp or 182 kW (Australian model 175 kW) at 5000 RPM and 258 ft·lbf (350 N·m) of torque at a low 2500 rpm, 99% of the maximum torque is available to 5000 rpm.

The European version is available with a six speed manual transmission which allows it to utilise all 274 hp (204 kW) of the same engine.

Model range, prices and features,

The CX-7 features fully independent suspension, four-wheel ventilated disc brakes with standard anti-lock brakes, stability control and traction control, and a choice of either front wheel drive or Mazda’s Active Torque-Split all wheel drive system. With the Active Torque-Split system, two computer-controlled magnetic clutches feed up to 50% of the engine’s torque to the rear wheels. The Mazda CX-7 is estimated to deliver over 23 mpg (10.2 L/100 km) in combined driving. Mazda Australia claims a combined figure of 11.5 L/100 km.

There are three trim levels (model):

* Sport is the base version, priced from US$24,385
* Touring is the upscale version, priced from US$26,135
* Grand Touring is the top version, priced from US$26,935
* All models are available with All-Wheel Drive

Australian models (AWD only) pricing:

* “CX-7 Classic” Base trim starts at AUD $39,910
* “CX-7 Luxury” Top trim starts at AUD $45,560

Canadian models and pricing:

* GS Front-Wheel Drive – $32,095 CDN
* GS All-Wheel Drive – $34,095 CDN
* GT Front-Wheel Drive – $35,295 CDN
* GT All-Wheel Drive – $37,295 CDN

Availability

The CX-7 is currently available in

Austria, Belarus, Belgium, Bulgaria, Croatia, Czech Republic, Denmark, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania, Luxembourg, Netherlands, Norway, Poland, Portugal, Romania, Russia, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Ukraine, United Kingdom;

United States, Canada, Chile, Colombia, Dominican Republic, Honduras, Mexico, Panama, Venezuela;

Australia, New Zealand, Indonesia, China, Japan, Singapore;

South Africa.

BMW Concept CS

BMW gets its design mojo back with the BMW Concept CS, a sexy new four-door that just redefined the luxury performance category. The low-slung beauty has some of the finest lines we’ve ever seen on the outside, and a stellar driver-oriented interior. BMW is being mum with what’s under the hood, but we’re sure Maserati is already sweating.
In faraway Shanghai, China, the annual auto show doesn’t usually draw debuts from European brands, but both BMW and Audi are debuting new concepts to the world in this city of 18 million people. If you’re wondering why BMW is showing off a new sedan concept in China, it might make more sense when you consider the fact that BMW sells more 7-series sedans in China than in any other market except for the United States. BMW also makes a long-wheelbase version of the 5-series that is only sold in China. It’s clear that BMW sees the potential for huge growth for the sales of its cars in China—an emerging and important market for BMW’s new design direction.

Officially known as the BMW Concept CS, the four-seat, four-door sedan shows that BMW wants to get into the high-style, low-slung-roofline luxury-sedan segment currently dominated by the Mercedes-Benz CLS. Furthermore, the other elements of the design are a clear and better-looking departure from the current crop of Bangle Bimmers. In silhouette, the design has elements of the Aston Martin Rapide, but we’d have to assume that a production version of the concept would cost far less than the estimated $180,000 it will cost to relieve a Rapide from Aston Martin.

Roughly the size of a 7-series and spanning 200.8 inches in length, the concept is 2.4 inches longer than a regular-wheelbase 750i and 3.1 inches shorter than the 750Li—or 7.8 inches longer than a CLS. Overall height comes in at 53.5 inches, 4.3 inches lower than a 7-series and 1.2 inches shorter than the CLS. Could this concept show us some of the styling of the next-generation 7-series?

Certain elements of the design—the large kidney grilles up front, the swept-back shape of the headlight cluster, the rear fascia, and the striking character line that bulges away from the rear fender—will probably find their way onto BMW’s flagship. Less likely to be incorporated into a future 7-series is the low roofline, but it is likely that the Concept CS’s roof and design cues will find their way onto a future sedan to take on the CLS.

Sporting, sleek and low-slung all-round look as an expression of a four-door Gran Turismo.
Highly expressive, dynamic front-end design with the striking BMW kidney grille as the central highlight.
Prominently positioned BMW kidney grille to ensure a good supply of cooling air to the engine.
Re-interpretation of BMW’s classic contour line at the side, door handlers fitted flush in position as a consistent testimony to the car’s attractive sculpture.
Powerfully flared wheel arches, 21-inch light-alloy wheels,body width increasing towards the rear and thus mhasising the sporting, wide track of the car.
Flowing roof area with aerodynamically optimised contours.
Innovative headlights with LED reverse projection technology and extremely slender rear lights behind clear glass. Night design with homogeneous light bodies.

Uncompromising, highly aesthetic interior design with layered surfaces (layer design concept) and clearly defined functional joints.
Driver-oriented cockpit with clear ergonomic structuring of functions relevant to the driver and oriented towards superior comfort in the controls and displays.
Layer design concept also applied to the design of the double circular dials to provide clearly structured information on several visual levels.
Focus on the joints and seams around the body panels serving to consciously use air venting and ambient interior illumination options.
Supreme exclusivity and perfect craftsmanship in the finish of the interior highlighted by contrasting colours and surfaces in different kinds of leather.
Introduction of particularly sophisticated, powerful-looking ceramics as the material for the controls and instruments.
Innovative sports seats with a fold-up collar element.

The 2008 Pontiac G6 GXP is equipped with a 3.6 liter DOHC V-6 VVT engine that that develops around 252 hp (188 kW) and 251 lb.-ft. of torque (341 Nm). The 2008 Pontiac G6 GXP has a Hydra-Matic 6T70 6 speed automatic transmission, a performance tuned suspension. The 2008 Pontiac G6 GXP sits on 18-inch wheels and has a specific exterior and interior styling.

The new, 2008 G6 GXP performance coupe and sedan bring a new, performance-oriented dimension to the G6’s broad lineup. They will be available with both base and Street edition packages.
G6 GXP Street edition models are easily identified by their new front fascia, which features new fog lamps and braided polished stainless steel upper and outboard lower grille inserts with chrome surrounds on the upper grille sections leading to a revised hood with scoops. New body side rocker moldings lead to a redesigned rear fascia with two exhaust openings. Chrome, dual-wall tips exit through the openings. A rear spoiler also is part of the GXP package, but is specific to either the coupe or sedan; the coupe model receives a larger, more aggressive “hammerhead” spoiler. GXP-specific 18-inch wheels are also standard in the Street edition package.
All G6 GXP models are powered by GM Powertrain’s 3.6L V-6 with variable valve timing. It is rated at 252 horsepower (188 kW) at 6300 rpm and 251 lb.-ft. of torque (341 Nm) at 3200 rpm. The engine is a state-of-the-art, DOHC powerplant that uses full four-cam phasing, rapid date processing and torque-based engine management to optimize power, economy and emissions performance.

The 3.6-liter V-6 VVT engine is mated to a new Hydra-Matic 6T70 electronically controlled six-speed automatic transmission. It is an advanced transmission with state-of-the-art      Gallery: 2008 Pontiac G6 GXP
clutch-to-clutch shift operation, designed for high-performance front-wheel drive applications. Clutch-to-clutch operation allows for reduced complexity and compact packaging. The six-speed automatic improves vehicle performance up to 8 percent and increases fuel economy up to 4 percent over current front-wheel-drive four-speed automatics.

G6 GXP models have sporty, driver-oriented interiors with refined controls and instrument layouts. Standard features include highly bolstered, body-hugging seats, tilt/telescopic steering wheel,
racing-style gauges with true-red LED instrument backlighting, automatic climate control, power windows, power door locks, power mirrors, AM/FM/CD player, variable intermittent wipers, tachometer and theft-deterrent system. Available items include power adjustable pedals, six-way power seats, heated seats, leather seating surfaces, in-dash six-CD changers and remote vehicle start. GXP-specific leather-appointed seating with two-tone inserts is available.

On the road, the G6 GXP coupe and sedan deliver the type of responsive ride and handling characteristics expected from Pontiac’s performance series. They are equipped with GXP-specific sport-tuned suspensions, as well as GM’s StabiliTrak electronic stability control system as standard equipment.
The front suspension uses a MacPherson strut design, with aluminum lower control arms and a direct-acting stabilizer bar. Suspension components mount to a U-shaped hydroformed chassis cradle. Rubber mounts isolate the body from the chassis cradle to minimize noise, vibration and harshness. At the rear, a four-link independent suspension design uses twin-tube shock absorbers and another direct acting stabilizer bar, all intended to minimize body roll during cornering. High-performance braking is an integral part of the G6’s sporty nature. Large, heavy-duty four-wheel disc brakes provide excellent stopping power and great fade resistance. Front discs are vented and the rears are solid. Four-channel ABS is standard.

Base G6 GXP models receive standard 18-inch aluminum alloy painted flangeless five-spoke wheels, while those opting for the Street edition will receive a unique 18-inch wheel. Black chrome-finished 18-inch aluminum wheels are also available.

Specifications
Brakes & Tires
Brakes F/R:    ABS, vented disc/disc
Driveline:    Front Wheel Drive
Tires F-R:    225/50 R18
Engine
Displacement cu in (cc):    217 (3564)
Power bhp (kW) at RPM:    252(188) / 6300
Redline at RPM:    6900
Torque lb-ft (Nm) at RPM:    251(341) / 3200
Type:    V6
Exterior Dimensions & Weight
Length × Width × Height in:    189 × 70.6 × 57
Weight lb (kg):    3428 (1555)
Performance
Acceleration 0-60 mph s:    n.a.
Fuel Economy EPA city/highway mpg (l/100 km):    n.a.
Top Speed mph (km/h):    n.a.

The new »YES! Roadster 3.2« is the perfect conceptual advancement of the YES! and sticks to its own principles: pure driving pleasure.

A powerful 3.2-liter-V6-engine with 255 hp produces an un compromising driving machine, one that is powerful, vibrant in its performance and super – charged with passion. The result is an heir honouring its legacy yet adopting trendsetting shapes and technology. – simply a revolutionary evolution!

Compared to its predecessor, the new YES! has grown significantly. Larger engines and a longer wheel base have resulted in more over – hang at the front as well as the rear leading to a more stretched and full of suspense appearance of the roadster. The wedge-shaped ascending side line and the racy accentuated wings in the front and rear do remain THE striking attributes.

For the »YES! Roadster 3.2 Turbo« the concept was taken one step further: an especially developed rear wing spoiler assures the necessary down force, to bring 355 HP safely onto the street.

The »YES Roadster 3.2 Turbo« is a driving machine that relocates limits .

The person driving it has to be capable of accelerating 930 kg in 3.9 seconds to 100 km/h.
Manoeuvring it is a balancing act between dominating and being dominated. The power is
transferred unaltered onto the streets. This is what requires the Turbo’s driver utter concentration.

Rewarded with a unique and sensational sense of driving. An experience you will never forget .

The interior

The interior is the human-machine interface. This is where the driver takes the command, feels the direct contact to the street, navigates and controls the instruments.

The high-strength aluminium-space-frame takes care of the passive safety. Also, driver and passenger are protected by optional airbags if necessary.

High-quality materials combined with chrome and leather applications turn the interior into a sporty unity . Optional equipment and accesories, for example the modern multimedia navigation system and the three-way sound system, offer wide space for individualisation.

Have you heard of YES!? No? Neither had we, until Funke & Will AG brought its wares to the 2008 Chicago auto show.

Apparently the German company has been producing little sports cars since 2001, when the first generation of the YES! Roadster was introduced. Beginning this summer, American buyers will be able to purchase version 2.0 of the low-volume two-seater already available in countries throughout Europe as well as Japan and New Zealand.

The Roadster comes in two flavors: normally aspirated 3.2 or 3.2 Turbo. Both are powered by an Audi-sourced 3.2-liter VR6 that’s mounted in the rear. The hand-built car uses an aluminum spaceframe that was developed by Herbert Funke and Philipp Will, the company’s namesakes. At around 2000 lbs, weight is similar to that of a Lotus Elise.

Performance is also Lotus-like, though price tags are about one and a half times those of comparable Hethel-built cars. The $77,995 Roadster 3.2 makes 255 hp and will reach 60 mph in 4.8 seconds. An extra $20,000 will get you the turbocharged version that produces 100 more hp and lowers the 0-to-60-mph time to 3.8 seconds. Not quick enough? Add the $7995 turbo upgrade for a total of 415 hp.

American Suzuki Motor Corporation (ASMC) is exhibiting the Equator midsize pickup truck at the Chicago Auto Show.
The Equator is Suzuki’s first midsize pickup truck for the North American market. Its launch is aimed not only at expanding the range of models offered by ASMC but also at promoting sales of Suzuki vehicles by enhancing Suzuki’s brand image in line with Suzuki’s “Way of Life!” brand strategy.

At the Chicago Auto Show, there are three Equator versions as reference exhibits: the Equator RMZ-4, which carries an offroad bike; the Equator Quad, which carries an all-terrain vehicle and was conceived for outdoor sports; and the Equator Quay, which was conceived for fishing and other water sports.

The Equator is scheduled to go on sales in the fourth quarter of 2008. To appeal to a wide range of customers, it will be available in Extended Cab and Crew Cab styles, with a choice of engines (4.0-litre V6 or 2.5-litre),s and with a choice of rear-wheel drive or four-wheel drive.

The Equator midsize pickup truck is based on the Nissan Frontier and will be built at the Nissan North America manufacturing facility in Smyrna, Tennessee. The Equator name expresses the toughness and dynamism of a pickup truck by bringing to mind the harsh climate in equatorial regions and the immenseness of the planet.

Built at Nissan’s manufacturing facility in Smyrna, Tenn., the Suzuki Equator features a fuel efficient 2.5-liter DOHC inline four with 152 horsepower and 171 lb.-ft. of torque or an optional 4.0-liter, V6 DOHC engine producing a class-leading 261 hp with 281 lb.-ft. of torque. Designed for outstanding performance and durability, the Equator’s V6 engine incorporates an aluminum block with cast iron cylinder liners, forged steel crankshaft, microfinished crankshaft and camshafts, Teflon®-coated pistons, variable valve timing and a silent two-stage timing chain.

The Suzuki Equator is matched to either a five-speed electronically controlled automatic transmission (I4 and V6) or five-speed manual transmission (I4), and offers an available shift-on-the-fly four-wheel-drive system with an electronically controlled part-time two-speed transfer case. For enhanced off-road capability, the rugged Equator offers a comprehensive off-road traction system, including four-wheel limited slip, electronic locking rear differential, Vehicle Dynamic Control (VDC), hill descent control and hill start assist.

The Equator’s strong, fully boxed frame anchors a long 125.9-inch wheelbase (Extended Cab or Crew Cab/regular bed), enhancing driver and passenger comfort and stability, while its overall length of 205.5 inches (Extended Cab or Crew Cab/regular bed) provides the perfect balance of utility, maneuverability and composure for a midsize pickup truck. The Suzuki Equator features an all-steel double-wishbone front suspension and solid axle rear suspension with overslung leaf springs and a long suspension stroke for optimized off-road dynamics. Maximum towing capacity is rated at 6,500 pounds. EPA fuel economy estimates are still preliminary.

Other Suzuki Equator powertrain components include engine-speed-sensitive power-assisted rack-and-pinion steering for responsiveness and good on-center feel and standard four-wheel disc brakes with Anti-lock Braking System (ABS) and Electronic Brake Force Distribution (EBD). Equator also features a variety of available wheel and tire packages, including 16-inch off-road style wheels with rugged 265/75R16 tires and 17-inch wheels with 265/65R17 tires.

Styling and Utility

The all-new Equator features a contemporary exterior design with a number of unique Suzuki elements, including hood, front fenders, grille, bumpers, front fascia and tailgate. Both Equator Extended Cab and Crew Cab models offer an available high-utility bed that includes a factory-applied spray-on bedliner and an extensive tie-down system with adjustable tracks, providing ultimate cargo hauling flexibility through the use of five special “C” cross-section rails mounted in the bed (two channels in the bed floor and one each on the bed side rails and the bed header panel). Removable utility cleats slide into the channels, providing a wide range of attachment points for securing cargo – including Suzuki motorcycles or ATVs. Suzuki also will offer specialized bed accessories that make loading, securing and transporting a motorcycle or ATV easier than in many competitive trucks. To further satisfy the needs of active lifestyles, Suzuki will offer its customers a full range of more traditional accessories for use with the channel system, including bed dividers, sliding cargo trays and modular storage units. Crew Cab models will offer an available roof rack.

Interior

The Suzuki Equator offers the driver and up to four passengers a functional interior that combines versatility, cargo utility, comfort and convenience. Both Extended Cab and Crew Cab body styles feature flip-up rear seats, a fold-flat front passenger seat and removable storage boxes tucked beneath the rear seats to provide additional cargo capacity. The Equator offers additional convenience features such as a dual glove box with lock, damper and lamp, center console storage and one-liter bottle storage integrated into the front doors. A host of cupholders and power points are standard throughout the truck. Equator Crew Cab also will offer available leather-appointed seats, including a power-adjustable driver’s seat, heated seats, heated mirrors and a factory-installed moonroof. Additional available interior amenities include a Bluetooth® hands-free phone system, Rockford Fosgate-powered audio system with six-disc in-dash CD audio system, optional satellite radio and MP3 capability and MP3 player aux-in jack.

Safety and Packages

The all-new Equator includes a comprehensive list of standard safety equipment, including zone body construction with front and rear crumple zones, dual-stage front supplemental air bags with seat belt sensors and a front occupant classification sensor, three-point front seat belts with pretensioners and load limiters and Tire Pressure Monitoring System. To make the safety story even stronger, the Equator comes equipped with supplemental front seat side-impact air bags and supplemental curtain air bags for side impact and rollover protection for front and rear outboard passengers. Additionally, Extended Cab and Crew Cab models provide three-point seat belts for all rear seat occupants, including the center position for the Crew Cab. The LATCH (Lower Anchors and Tethers for CHildren) child seat anchor system is provided in the rear seat of the Crew Cab model.

Equator RMZ-4, Quay and Quad Concept Vehicles

Designed to match Suzuki’s performance-oriented motocross motorcycles, the RMZ-4 concept offers rugged off-road performance in a Crew Cab. This Equator-based concept, built by the Carlab of Orange, Calif., features a number of exterior modifications, including a bed extender provided by Amp Research, an eye-catching graphic treatment, 18-inch black chrome wheels and specialty Luzlab headlights. The truck’s striking exterior is matched by an equally stunning sound system that includes an Alpine HD-Radio unit connected to Rockford Fosgate amp and speaker components.

Another Carlab creation to debut in Chicago, the Quay concept is built to suit recreational boating and watersports lifestyles, with a customized paint job that reflects the look of Suzuki’s line of marine engines. With an Extended Cab, long bed and hefty towing capabilities, the truck also is equipped with a state-of-the-art Visteon nav-control head unit that provides satellite radio, MP3 and navigation capabilities, in addition to Rockford Fosgate amp and speaker components. The Quay also sports special 20-inch wheels and a matching locking hard tonneau cover.

Built to resemble the Suzuki QuadRunner ATV, and to accommodate a recreational outdoor lifestyle, the Quad concept was developed by Torrance, Calif.-based Andry Specialty Vehicles and comes outfitted with a Crew Cab and military “look and feel.” In addition to a custom paint job and a two-and-a-half inch front end lift, the exterior of the truck has been modified with a set of 500 series fog lamps, a safari-style front bumper, front skid plate and tubular rocker guards. To enhance the vehicle’s overall appearance and performance, the Quad is equipped with Yokohama Geolander tires that ride on 17-inch custom aluminum wheels and features Rockford Fosgate amp and speaker components.

WOLFSBURG, Germany
— Volkswagen has announced that it will unveil its new minivan, the Routan, at the Chicago auto show in February. VW says the Routan, jointly developed with Chrysler, is intended “especially for the U.S. market.”

The name “Routan” is intended to connect the new model to VW’s European vans, the Touran and Sharan, while containing what the German automaker calls an English word: “route.” The minivan will be built at Chrysler’s Windsor, Ontario, assembly plant. Although it was designed with Chrysler, VW says the look both inside and out “of course” is in line with its own “clear design concept.”

The seven-passenger minivan is about 197 inches in length and is intended to be “splendidly adapted” to U.S. minivan drivers’ needs in terms of space and functionality, VW says. Images and full specs were not released.

Volkswagen is targeting sales of 800,000 vehicles in the U.S. market by 2018, in part by introducing such new U.S.-tailored vehicles as this one and the Passat CC, which made its debut this week at the Detroit auto show.

Volkswagen of America today unveiled the Routan, an all new seven-passenger minivan. It delivers the best of both worlds: a vehicle that combines European sensibilities in design, fit and finish, and handling characteristics with market relevant features and outstanding value.

The Routan is instantly recognizable as a member of the Volkswagen family, with its stylized front grille and exterior treatments. The interior enhancements create an environment that is visually pleasing, modern, and meticulously detailed. The high quality materials, beautiful textures and rich luxurious colors are combined with exacting tolerances and superb fit and finish. While pleasing and contemporary, the interior also follows the traditional Volkswagen design philosophy that form follows function.

Second row captain’s chairs offer an increased level of luxury and comfort while still providing the convenience of a traditional minivan, with over 32.7 cubic feet available behind the third row seats and a full 83 cubic feet is available behind the second row.

The Routan will come standard with a 3.8L V6, offering 197 hp and 230 lb. ft. of torque when combined with the standard six-speed automatic transmission. A 4.0L V6 will be available rated at 251 hp and 259 lb. ft. of torque. Routan features European tuned suspension and steering optimized for handling and improved driving dynamics. Standard all-season traction control and ESP, brings safety and security to the Routan.

The Routan comes with a host of unique features, including:

• Conversation Mirror
• Rear seat entertainment system with two 9 inch screens for second and third row, wireless headsets, and remote control
• Dual power sliding doors with power windows
• Touch screen navigation with twenty meg hard drive
• Power lift gate with flood lamp
• Thirteen cup holders

Volkswagen delivers a competitively priced entry into this high volume segment with prices starting below $25,000. The Routan will be built in an already existing facility in Windsor, Ontario.

With Routan, Volkswagen dealers add a vehicle that will provide additional, incremental growth in the market. A distinctly designed minivan at an attractive price point will broaden the brand portfolio, while providing a roomy alternative to existing Volkswagen owners.

If you’d like to see what the next generation of muscle cars will be like, look no further than the 2008 Dodge ZEO Concept. The four-passenger sport wagon was designed for driving enthusiasts and tree-huggers alike. It’s equipped with an all-electric, lithium-ion battery powerplant that can go up to 250 miles before needing to be recharged. And even though it doesn’t burn gas, it certainly can burn rubber, going from 0-60 miles per hour in under six seconds.

The 2008 Dodge ZEO Concept is a four-passenger, 2+2 sport wagon that embraces the bold, expressive look of the Dodge brand, exhibiting a new, youthful breed of muscle car for the 21st century. Built for driving enthusiasts, it features an electric-only propulsion system with a lithium-ion battery pack capable of at least 250 miles. Unlike other such vehicles, the 2008 Dodge ZEO Concept is a four-door, four-passenger model that delivers function as well as environmental responsibility.

We’ve finally seen an electric -powered vehicle that has our motoring mouths salivating to find a backcountry road. The Dodge ZEO Concept is sleek, aerodynamic and appears to be speeding—even sitting on a display turntable. This four-door coupe just may be the hit of the 2008 concepts.

Motoring enthusiasts are enviro-friendly too, and the electric only ZEO promises to be just what we’re wishing for. Powering the rear wheels is a single 200-kW (268-hp) electric motor that reportedly propels the ZEO to 60 mph in under six seconds. That is up near HEMI-land, folks.

The sleek front-end design is low and aerodynamic while sporting the trademark, albeit modernized, cross-hair Dodge grille. It is illuminated, according to principal exterior designer Bill Zheng ZEO, “to communicate the use of electricity as the power source.” Large, 23-in. alloy wheels fitted with low profile Goodyear tires fill the round wheel arches, which are moved far to each corner suggesting superior handling characteristics..

The front and rear scissor doors suggest a 2+2 passenger layout, however, we would not want to be relegated to the rear cushions. Like may four place sporty cars the rear seat is best left to inanimate objects. The scissor doors imbue images of much more exotic sports cars not a practical environmentally friendly vehicle such as ZEO.

The interior is designed to resemble a sculpture carved from a single piece of material. The fabric wrapped surface begins in front of the driver then flows to door and continues to the rear. It then rounds back to the passenger side where it ends in a sloping surface. The center console also displays this continuity, as it divides the cabin from windshield to rear panel creating and definitive dual cockpit.

The steering wheel sports two closely located vertical spokes that leave 80-percent of the rim open to allow the driver to view the freestanding instruments. Gauges are displayed on a thin blue acrylic screen, which adjusts with the steering wheel. The center hub containing the airbag remains stationary as the wheel rim rotates.

With performance nearing Hemi proportions and an advanced l-i battery pack said to be capable of a 250-mile range, the ZEO makes “going green” not much of a compromise. We can’t wait to put this to real world testing. We know just the backcountry road.

Dodge ZEO Concept Vehicle Specifications

Vehicle Type Battery Electric Vehicle, performance sedan

“2+2″ passenger seating

Weight and Dimensions
Weight/GVWR 2650 lbs./3400 lbs.
Length 172.8 inches/4390mm
Width at H-point 68.6 inches/1743mm
Height 50.8 inches/1290mm
Wheelbase 109.9 inches/2792mm
Couple 1-2 29.2 inches/742mm
Front overhang 32.8 inches/832mm
Rear overhang 30.1 inhces/765mm
Track front/rear 64.1 inches/1628mm 65.8 inches/1671mm
Approach angle 10.2 degrees
Departure angle 24.6 degrees
Turn circle 40 feet/12.2m
Maximum width 76.5 inches/1944mm

Powertrain and Suspension
Layout Rear wheel drive

Motor Single electric
Power: 200 kW (268 hp)
Regenerative braking

Battery 64 kWh Li-ion battery pack

Suspension Front – SLA
Rear – SLA

Wheels and Tires
Tire size front P225/40R23×8 30.1 inches/764mm
Tire size rear P255/40R23×9 31.0 inches/788mm
Tire manufacturer Goodyear

Color Scheme
Exterior Orange Metallic
Interior Super White

Key Performance Attributes
0-60 mph 5.7 seconds
Standing ¼ mile 11.0 seconds
Top speed 130 mph
All-electric range 250 miles
Equivalent mpg 120 mpg

Sources close to Cadillac spilled the beans to AutoWeek about the addition of a coupe to the CTS lineup when the sedan’s second generation debuts in 2008 as a 2009 model. While not officially approved, Lutz the car czar reportedly “really wants it” and since the lion’s share of its components, sheetmetal and powertrains would come straight from the CTS the associated costs shouldn’t be too much for the General to swallow. AutoWeek, however, expresses concern over the coupe’s size, which will be larger than potential competitors including the BMW 3-Series coupe, Infiniti G35 and upcoming Audi A5. A probable V-Series edition with 400-hp, however, would give it the grunt to keep up with most luxury two-doors.

As you may expect, the sheet metal that’s forward of the A-pillar is shared with the ‘08 CTS sedan save for a few details. The power bulge in the concept’s hood stands a bit more proud, the air extractors on the front fenders are punched out a few sizes and — for the Coupe concept, at least — the windshield rake is more extreme.

If the front-end treatment of the original CTS seemed radical when it debuted, time has softened its impact. All of the current CTS models feature a refined version of this theme, updated to lean toward the art side of Cadillac’s “Art and Science” mantra. The vertical headlamps on the CTS Coupe are bejeweled with numerous LEDs, although the number will probably be pared down for the production model.

Aft of the A-pillar, all of the bodywork is unique to the Coupe. In fact, the rear fenders have been painstakingly formed by hand until they pleased the eyes of the designers. “Our goal was to start bringing surface development back to Cadillac, and the play between the soft and edgy undiluted forms of the bodywork illustrates this,” says Manoogian. “It’s something that GM used to do so well.”

The rear bumper features a center exhaust that had been part of Munson’s original sketches. Rumors are that it won’t make production, replaced most likely by a dual exhaust setup once the bumper is retooled for federal certification. When asked about the possibility of aluminum or other exotic materials being utilized in the CTS Coupe’s bodywork, Mangoonian vaguely offers, “We’re always looking at alternative materials.”

Due in part to design liberties granted by the coupe body style, this CTS measures 187.0 inches overall and 54.7 inches high, some 4.6 inches and 3.4 inches less than the respective measurements of the CTS sedan. Its wheelbase is unchanged at 113.4 inches. Dimensionally, the sharp-edged CTS Coupe resides in the same neighborhood as the Audi A5, BMW 335i and Infiniti G37.

DETROIT – Having earned critical acclaim, industry awards and brisk sales, Cadillac CTS has moved into the vanguard of contemporary design. In doing so, Cadillac designers faced the question of what to do next. Their answer celebrates that design legacy with the exhilarating Cadillac CTS Coupe Concept, which premiered at the North American International Auto Show.

The CTS Coupe Concept takes Cadillac’s acclaimed Art and Science design language and adds more of both. More expressive, more technical and very personal, the CTS Coupe Concept extends the dramatic design of its sedan predecessor with all-new sculpted bodywork aft of the front fenders.

“The CTS Coupe Concept is pure design,” said Ed Welburn, vice president of global design. “We did not create it because market research demanded it, nor is its shape trimmed to suit the input collected at a consumer clinic – it is emotion on four wheels and the very essence of what defines Cadillac today.”

The CTS Coupe Concept has a classic 2+2 interior layout, highlighted by black leather and Alcantara microfiber trim that is complemented by yellow ochre-colored seat inserts and leather stitching. It is designed to accommodate a range of engines for the global luxury market, including Cadillac’s popular 3.6L Direct Injection V-6, as well as a new 2.9L turbo diesel currently in development.

“This Coupe Concept is a natural extension of our design language, and of the CTS itself,” said Jim Taylor, Cadillac general manager. “Very simply, the dramatic design of the sedan begged the question of what it would look like in the unbridled form of a Coupe.”

Generated from the spark of the CTS design team’s imagination, the CTS Coupe Concept casts a profile unlike anything else on the road. Its fast-rake styling – it has the same wheelbase as the CTS, but an overall height that is approximately four inches (101 mm) shorter – blends with hand-sculpted bodywork that bulges around the wheels, giving the vehicle a ready-to-pounce stance that is dramatic, powerful and sleek.

“Just about every decade, Cadillac designs a landmark car that becomes synonymous with the brand’s character of the period, such as the 1938 60 Special, the 1959 lineup and 1975 Seville,” said John Manoogian II, director of exterior design for Cadillac. “The CTS Coupe Concept is the next great design, carrying the baton from the Evoq Concept that ushered in the Art and Science era in 1999.”

Among the CTS Coupe Concept’s signature design cues are a number of elements that suggest the look of a carefully cut diamond – particularly at the rear. These elements are seen in everything from the chrome header above the rear license plate holder to the indents that comprise the basic form of the rear fascia.

“The diamond-cut elements enhance the sleek profile of the car,” said Manoogian. “The CTS Coupe Concept uses the elements, along with other nods to classic Cadillac cues – such as vertical headlamps and taillamps – to acknowledge the brand’s heritage without resorting to nostalgia. It is a forward-looking design in every sense of the term.”

Although based on the sedan, the CTS Coupe Concept shares only the headlamps, front fenders and grille with the production model. Unique elements include:

* Classic hardtop styling, with no “B” pillar
* CTS production windshield laid at a faster angle to create a sleeker profile
* Chrome, split seven-spoke wheel design; 20-inch front wheels and 21-inch rear wheels
* Sculpted lower front fascia with unique brake-cooling vents
* Slim-profile outside mirrors
* XLR-type hidden door handles with proximity remote opening
* Unique front fender vents
* Diamond-cut rear fascia with mesh lower grilles and center-outlet exhaust
* Taillamps with a subtle fin profile and are highlighted with LED lighting technology with light pipes
* Rear spoiler integrated into the center high-mounted stop lamp
* Sculpted roof-mounted antenna for OnStar, XM Satellite Radio, etc.

“The cliché is to say that there were no compromises in the design, but that is absolutely accurate in the case of the CTS Coupe Concept,” said Manoogian. “Each line and angle of the bodywork was carefully honed and the final design’s proportions were judged by the eyes of the design team, not computer-generated math data.”

The surfaces of CTS Coupe Concept are complex, inviting careful inspection. The rear fenders, for example, were sculpted by hand in the design studio until they provided a perfect, muscular form that wrapped tightly over the wheels. At the top, the rear fenders are beveled – owing to the diamond-cut theme – and become part of a horizontal plane that runs from the leading edge of the taillamps and merges into the roof.

“At first glance, the design appears effectively simple, because there are no extraneous moldings, spoilers or other protrusions, but the more you look at it, the more complex it becomes,” said Manoogian. “The angles and bevels were carefully carved to enhance the cars sleek shape, but aren’t ‘busy’ or distracting – there’s really nothing quite like it.”
Personal passenger environment

A classic 2+2 interior environment enhances the CTS Coupe Concept’s personal feel. It shares the hand cut-and-sewn instrument panel and center console with the CTS, but features unique front and rear seats, a continuous console running between the front and rear seats, and custom door panels.

“The CTS Coupe Concept is a personal car – something a customer would choose to reward him or herself – and the passenger environment reflects that,” said Eric Clough, interior design director. “The interior uses the already excellent CTS design and takes it to a new, bolder level.”

Custom-trimmed sport seats from Recaro are located in all four positions. They support the grand-touring nature of the car and are covered in rich, black and suede-like Alcantara microfiber material, with yellow ochre-colored inserts. The yellow ochre color provides dramatic contrast with the black surrounding trim, but is a subdued hue consistent with the interior’s overall feeling of refinement. Yellow ochre stitching also is used throughout, including the seats, instrument panel, shifter knob and more.

Black Alcantara covers the front armrest, as well as an armrest located between the rear seats. The armrests are part of a continuous console that stretches from the instrument panel to rear seats. Carbon-fiber trim accents the console. The interior also features ambient lighting throughout, creating a distinctive environment at night.

Like the sedan, the CTS Coupe Concept’s interior is home to a host of technologies, including a premium Bose audio system, 40-gigabyte hard drive and XM Satellite Radio. OnStar with Turn by Turn Navigation enhances the vehicle’s on board navigation system, which – like the CTS – features a screen that rises out of the center of the instrument panel.
Performance-bred power train and suspension systems

As is the case with its design, the CTS Coupe Concept extends the acclaimed capabilities of the sedan in terms of performance technology. This includes the capability to support a broad engine range of gasoline and diesel engines.

The CTS Coupe Concept of course ascertains the sedan’s 3.6L V-6 engines, including the 304-horsepower (227 kW) Direct Injection power plant. The CTS Coupe Concept also is designed for a new 2.9L turbo diesel being developed for international markets. This new engine, tailored for use in the CTS, will deliver an estimated 250 horsepower (184 kW) and 406 lb.-ft. of torque (550 Nm).

A six-speed manual transmission backs the engine, sending torque to an independently sprung rear axle. The CTS Coupe Concept’s sport-tuned suspension gives it a slightly lower ride height than a production CTS – a look enhanced by the car’s rakish shape and large, 20-inch front and 21-inch rear wheels.

Behind the chrome, split-spoke, aluminum alloy wheels is a set of high-performance brakes, featuring cross-drilled rotors. Six-piston calipers clamp down on the front rotors, while four-piston calipers grab the rear rotors. All of the rotors have a distinctive, yellow-painted finish.

CADILLAC CTS COUPE CONCEPT SPECIFICATIONS
Vehicle type: two-door, four-passenger rear-wheel-drive coupe
Wheelbase (in / mm): 113.4 / 2880
Length (in / mm): 187 / 4750
Width (in / mm): 73.6 / 1870
Height (in / mm): 54.7 / 1390
Track (in / mm): 61.8 / 1570 (front); 62 / 1575 (rear)
Power train: 2.9L turbo diesel; six-speed manual transmission
Suspension: four-wheel independent: MacPherson strut front; multilink rear, progressive rate coil springs, mono tube shock absorbers
Brakes: four-wheel disc; crossed-drilled rotors
Wheels: cast aluminum; 20-in front, 21-in rear

Some people may be tempted to dismiss Audi’s R8 mid-engined supercar as a reskinned Lamborghini Gallardo. The format is just so similar, and Audi already makes the Gallardo’s body in one of its aluminum-space-frame facilities. Besides, with a history of intelligent platform sharing under its belt, why wouldn’t Audi simply indulge in a little badge engineering?

The answer is simple: Audi is a company on a mission. Remember — this carmaker revolutionized rallying with its Quattro and then later turned the 24 Hours of Le Mans into a company picnic, with five victories scored by this new car’s namesake. Audi also kick-started a design renaissance with the first TT and prompted an entire industry to look at vehicle interiors in a different light. What’s left to do? Well, Audi would love to steal a larger share of the luxury-sedan market, and it would certainly like to stick it to Ferrari and Porsche in the segments those companies rule.

That’s a tough objective, but if the R8 is anything to go by, don’t dismiss the idea as pie in the sky. For one thing, the R8’s versatile nature reminds us more of Ferrari’s F430 than it does the more-or-less relentlessly severe Gallardo. This is not a car that gets in your face the whole time you’re in it. When equipped with the stock suspension or the optional adjustable magnetic shocks, the R8 will cruise the freeway with as little ride disruption and mechanical commotion as an A4.

Yet at speed the R8 gathers itself into a tautly controlled crouch, heading where it’s pointed with remarkable precision and exhibiting none of the propensity for snap rotation that some mid-engined cars have made famous. Some of its stability is from the unequal tire sizes, and some, no doubt, is from the Quattro all-wheel-drive system that has a default rear-wheel torque bias of 90 percent. The viscous-coupling center differential will never furnish more than 35 percent of available power to the front axle when it detects slip at the rear, preserving a strong rear-drive character in almost all circumstances.

This leaves the flat-bottomed steering wheel calm and nearly free of front-drive contamination. Sure, there’s enough load increase in turns to inform the driver of events at the front wheels, but the leather rim is almost devoid of vibration and kickback shock. It’s so good that we’ll undoubtedly hear criticism aimed at the mechanism for being isolated and uninvolved. It really is not. The steering on this car is for the finely tuned driver rather than those who require feedback at 7.6 on the Richter scale.

But don’t mistake this for a luxury coupe. The mid-mounted, direct-injected V-8 is borrowed from the heavy-breathing RS 4, but with dry-sump lubrication for its new low-slung duty. Mounted so that its throttle-body intakes face rearward, meeting ducts that loop around from big intake slots ahead of the R8’s signature “side blades,” the V-8 is actually offset from the center line to package the all-wheel drivetrain.

The transmission mounts behind the rear axle, and a shaft runs forward through the engine’s sump to power the front axle. Audi needed space for that arrangement. But Audi has camouflaged the offset effect carefully with engine-bay hardware that makes the view through the glass hatch appear symmetrical. You need to check the position of the four-ring insignia on the car’s tail to confirm that the engine is shaded to the right.

No one should doubt that the direct-injection V-8 is intended to be on display to passersby, and there is even LED lighting in the engine bay to enhance the effect at night. Ferrari makes a big deal of its F430 engine, too, particularly with the Spider version. Coincidence? Not likely, given that Audi’s V-8 is as much aluminum sculpture as it is machine, and it is dressed accordingly, with considerable attention paid to its dual role as window model.

The attention to detail is evident in the cabin, too, where there is a so-called monoposto dashboard catering mainly to the driver. Some of us felt the stylized angles and planes in the interior were a little studied, but it’s a model of ergonomic rationality, and you couldn’t wish for clearer gauges. There’s plenty of space, too — enough for exceptionally tall drivers to get comfortably situated — and Audi claims there’s adequate room behind the seats to accommodate two golf bags. It didn’t look that big, but Audi supplied photographic evidence, so unless someone made scaled-down golf bags, it has to be possible.

European buyers can choose a pair of aggressive sport seats as an option, but they don’t meet U.S. airbag regulations, so we get the standard ones, with less-prominent hip bolsters. This driver, for one, is grateful. The standard seats already suspend big-framed drivers from the hips, producing joint pain within 100 miles. But they’re nicely supportive and should prove comfortable for average-size occupants.

Audi chose to forgo the keyless ignition nonsense for a conventional steering-column-mounted switch. The effect is nonetheless pretty amazing, as the engine spins to life with vehement energy, blurting a baritone roar before settling to a pulsing idle. Throttle response off idle is instant and muscular, making rev-matching exercises easy for those who choose the metal-gated six-speed Graziano box over Audi’s paddle-shifted R tronic servo-manual. Which, of course, does all that stuff for you.

We tested an R tronic model at Spring Mountain Motorsports Ranch in Pahrump, Nevada, and managed to achieve the benchmark 0-to-60-mph sprint in 4.0 seconds. Audi claims a 0-to-62-mph (100 km/h) time of 4.6 seconds, which sounds decidedly conservative compared with our data. The drill for maximum performance is to engage the launch-control function by braking and selecting the R tronic sport setting. This allows the engine to rev up to about 5000 rpm before you release the brake and it dumps the clutch. This produces brief wheelspin at all four corners before the car regains traction and rockets off to a quarter-mile time of 12.6 seconds at 113 mph.

We expect the manual-gearbox car to equal this performance, but the driver’s technique will need to be similar to the program used by R tronic. As usual with these things, R tronic provides the sort of convenience you expect from an automatic transmission. Unfortunately, R tronic uses a single clutch, not the double clutch of the stellar Audi S tronic automated manual (known as DSG at VW) and is therefore not as smooth. Shove the selector to the left, and the transmission goes into automatic mode, but a nudge at the paddles or the selector lever itself quickly reasserts manual control. Since the steering-wheel paddles rotate with the wheel, making them difficult to differentiate when all crossed up in a mountain switchback, we found the console selector to be a handy alternative.

However, it was less intuitive when making quick three-point turns. Because you need your foot on the brake to engage a forward gear after shifting out of reverse, the transition sometimes had us revving fruitlessly in neutral while trying to get out of the way of oncoming traffic.

It doesn’t happen that often, and perhaps increasing familiarity with the car would inculcate the correct operating habits. But given the smooth and precise way the manual shifter navigates its artfully convex metal maze, that option might be a better solution. We certainly preferred the stick when circulating a handling track at Las Vegas Motor Speedway, where having to do one’s own footwork provided a clear idea of this car’s formidable integration.

The Quattro drivetrain and the limited-slip rear diff work transparently when the car is running hard, balancing the control sense between quick directional response and adequate yaw damping. A lack of mass on the nose lets this car dig in harder than you might expect when turning, and it was only on one fast, opening-radius turn that hard acceleration had the front wheels pushing into mild understeer.

But don’t just take our word for it. Audi had race driver Jacky Ickx on hand to show us how it’s done. He’s in his early 60s now, and this six-time Le Mans winner and 25-time Formula 1 podium finisher hasn’t forgotten a thing on the track. As he launched the car into Audi’s cone-lined autocross course at the Vegas track, it was as if he were back in a race car, eager for one more podium waltz. He was at full throttle off the line, the 4.2-liter V-8 behind us issuing a staccato snarl. After that it was rapidly alternating surges of big power or crushing deceleration as he braked hard for the turns. This intense activity was accompanied by emphatic and decisive inputs at the steering wheel and with continual tiny sawing corrections as he felt for grip.

It remains to be seen whether cars shipped to the U.S. will have, as standard equipment, the 19-inch wheels and Pirelli P Zero tires that are options elsewhere or come standard with 18-inchers. It also remains to be seen whether the forecast base price of $110,000 will pertain. If it does, the R8 will compete directly against the Porsche 911 GT3 rather than the 911 Carrera S we have posed as its iconic target. That’s tough company, but we bet Audi relishes the contest.

High horsepower and low quarter-mile times are great and all, but in an era when speed comes cheaper than ever, any manufacturer that expects to launch a successful six-figure sports car out of the blue had better bring something unique to the table. The midengine 2008 Audi R8 could be just the thing.

Certain design aspects of the R8 might bring to mind a Porsche, a Corvette or the late Acura NSX, but because the R8 carries a 4.2-liter V8 in its midsection, sends 420 hp to all four wheels, offers two transmissions and wraps it all in an aluminum space frame, this Audi clearly has its own attitude. The only car coming close to that description wears the name Lamborghini Gallardo — no surprise, as that midengine exotic provided the basic blueprints for this one. Audi’s $70-grand-lower price tag ensures the competition will be minimal, as does the R8’s two fewer cylinders and 100 fewer horsepower.

Yet the R8 is undoubtedly fast. Sixty miles per hour comes up in 4.4 seconds, a quoted top speed of 187 mph arrives not much later, and tire grip approaches a full g — all par for this potent class. Among the bigger differences: the R8 lets its driver exploit that speed through a six-speed manual or “R tronic” transmission (Audi’s newest take on the clutchless manual); Audi’s Quattro all-wheel drive allows hard driving with an extra degree of confidence; and perhaps above all, the R8 incorporates Audi’s usual concessions to comfort rather than raw performance. Consider its advanced, ride-friendly electromagnetic shock absorbers, for instance.

When one looks at what Audi has done with its R8 and the focus on performance and everyday comfort, it’s pretty obvious that the intended target is Porsche’s 911. Impressively, the 2008 Audi R8 stands tall in just about every possible measure, and it’s more controllable at the limit than the rear-engined Porsche. However, pricing is such that the R8 competes against some true exotics, such as the 911 Turbo, the Aston Martin V8 and the new Maserati GranTurismo. Among this group, the R8’s drawbacks include less steering feel and a lack of possible customization through the factory. Still, to those who prefer the “middle ground” of driving sports cars, appreciate all-wheel drive and have an eye for Audi’s innovative interiors, the R8 stands as the obvious choice.

Performance
From Audi comes the all-new R8. Race inspired and derived from the Le Mans dominating R8 machine. With it’s mid-engine design and high-revving 4.2 liter V8 with FSI® Direct Injection technology, the new R8 is the ultimate execution of Audi.

Engine
The mid-mounted V8 engine with 4.2 liter displacement and four-valve FSI® technology produces 420 hp and accelerates the Audi R8 to 62 mph in 4.6 seconds. The maximum torque of 317 lb-ft delivers breathtaking thrust. The top speed is 187 mph. But ultimately these numbers merely prepare the ground for something that is impossible to express in numbers: the supreme driving experience.

R tronic transmission
An automated 6-speed manual gearbox combines the sportiness of a manual gearbox with the advantages of an automatic. Shifting is performed with the joystick gear lever or with manual shift paddles mounted on the steering wheel. A sport mode shift program further accentuated this motorsport oriented gear-shifting.

Four-link suspension
The four-link independent suspension at both sets of wheels allows for the functional separation of the cushioning of longitudinal and transverse forces. Not only is comfort enhanced, but directional stability and a sporty road behavior are fully maintained.

Manual 6-speed transmission
The gearing of the mechanical 6-speed manual gearbox with a dry double plate clutch is matched exactly to the engine and driving performance of the Audi R8. This allows for the engine’s torque to be transmitted to the wheels over almost the entire range of gear ratios and engine speeds

In the mid 1970s, BMW had invested DM 110 million in a new engine series, designated as the M20.

At the 1977 Frankfurt Motor Show, BMW unveiled its new variants of the E21, featuring the new six-cylinder M20 engines. The four cylinder 320 model was replaced with the 320/6, featuring a two litre version of the M20 engine. The 323i model was introduced, featuring 2.3 litres and 143 bhp (107 kW), empowering this car with a top speed of approximately 190 km/h (118 mph). The braking system was also upgraded, with the 323i featuring disc brakes on all wheels.

In the meantime however, a performance gap had developed between the 98 bhp (73 kW) 318i and the new 320/6 delivering 122 bhp (91 kW). For the 1979/80 model year, the four-cylinder models were upgraded: the 1.8 litre power unit was revised and entered the market as a 90 bhp (67 kW) carburetor engine in the 316, while addition of Bosch K Jetronic fuel injection to the 1.8 litre engine raised the 318i to 105 bhp (78 kW).

Since there was now also room for a new entry-level model, the 315i powered by a 75 bhp (56 kW) 1.6 litre M10 engine made its appearance in 1981.

The E24 was a replacement for the CS and CSL coupés first produced in 1965. Production started in March 1976 with two models: the 630CS and 633CSi. Originally the bodies were manufactured by Karmann, but production was later taken in-house to BMW.

In July 1978 a more powerful variant, the 635CSi, was introduced (for the time being not available in North America and Japan) that featured as standard a special close-ratio 5-speed gearbox and a black rear spoiler.

In 1979 the carburetted 630CS was replaced with the 628CSi; this car had a fuel injected 2.8L engine taken from the BMW 528i.

In 1982 (Europe) and 1983 (US), the E24 changed slightly, with an improved interior and slightly modified exterior. At the same time, the 635CSi received a new engine, a slightly smaller-bored and longer-stroked 3430 cc six to replace the former 3453 cc engine and became available with a wide-ratio 5-speed or an automatic.

In Europe, 1984 saw the introduction of the M635CSi, essentially an E24 powered by the powerplant of the BMW M1 (the M88, now putting out 286 PS (282 hp/210 kW)). 16″ BBS 3 piece wheels and a deeper air dam completed the package. Most M635csi’s were equipped with 415 mm Metric Wheels requiring Michelin TRX tires.

The 1988 E24s came with ellipsoid headlights and all models (US and European) received standard integrated bumpers (compared with pre-1988 vehicles which had either a European standard, and a US standard: larger, reinforced bumpers capable of sustaining impact at 5 mph (8 km/h) without damage). 1989 was the last year for the E24 with production stopping in April. The replacement for the E24 was the considerably heavier and more complex BMW 8 Series.

The E30 automobile platform was the basis for the 1981 through 1991 BMW 3 Series entry-level luxury car / compact executive car. It was the successor of the BMW E21 in 1982 and was replaced by the BMW E36 in 1992. BMW continued to produce the cabriolet (convertible) E30 well into 1993. The Touring remained in production until 1994 when the E36 touring replaced it. The M3 cabriolet was never officially offered for sale in North America; it was offered only for the European market.

The famous BMW M3 was first introduced on the E30 platform. A widened version of the E30 front suspension and the drivetrain from the E30 325i were used in the BMW Z1 roadster.

The E30 3-Series was produced in four body styles, a four door saloon, a two door coupe, a five door estate (marketed as the “touring”), and a two door convertible. A Baur cabrio was also available. The 325ix was produced from 1988 to 1992, and featured all-wheel drive. It was available as a two-door (coupe) or a four-door (sedan) and as touring. The BMW M3 utilised a widened and heavily redesigned and restyled variation of the 2 door body style. The M3 shares few parts with other E30 models.

The primary distinctive feature of the BMW E30 models produced for the North American market in 1984-1987 are the elongated front/rear aluminum bumpers. These bumpers are commonly known as “diving boards.” In 1988, the anodized aluminum bumpers were shortened by revising the cover/fillers and shortening the shocks. In 1989 the aluminum bumpers were replaced with shorter body-color plastic bumpers.

The cars were powered by a range of inline 4 cylinder (BMW M10 , BMW M40 , & BMW M42) and inline 6 cylinder (BMW M20 and BMW M21) engines, with both petrol and diesel power. Power output for the engines ranges from 140 N·m (103 lbf·ft) torque for the 1.8 L (1766 cc) 4 cylinder engine, to 230 N·m (170 lbf·ft) torque from the 2.7 L (2693 cc) 6 cylinder petrol engine. The E30 BMW M3 was fitted with a 4 cylinder engine (BMW S14) producing more power, but less torque. 0-60 times was around 6.4 seconds, very quick for a car in its time.

The BMW E39 automobile platform was the basis for BMW 5 Series between 1995 to 2004. It was the successor of the BMW E34 in 1995, and was phased-out by the E60 platform in 2004. Sales to Germany and the United Kingdom began in 1995, and by 1996 sales to the remaining entities of Europe and the rest of the world had commenced. A mid-life update appeared in 2001, featuring minute detail changes. At launch, the base model was the 520i, which developed 112 kilowatts (150 hp) in the pre-update models, and 126 kilowatts (170 hp) in later models. An M5 variant was introduced in 1998, with a 5.0 litre S62 V8 engine. All models but the M5 were available as either a sedan or a touring wagon.

Introduced in Europe in 1995, the complete vehicle redesign draws heavily from the E38 7 Series in body construction and electronic technology. The mid-level BMW sedan showed evolutionary styling changes rather than a dramatic redesign. Initially offered only as a sedan, the wheelbase grew by 68 millimetres (2.7 in) and overall length by 55 millimetres (2.2 in) over the E34. The new 5 Series came in two forms; the 528i and 540i. The 528i is equipped with the 2.8 litre M52 in-line six carried over from the 1996 E36 328i and the 540i equipped with the 4.4 litre M62 V8. Both engines were upgraded over the prior 5 Series generation. The 2.8 litre dual overhead camshaft six-cylinder engine made 141 kilowatts (190 hp), versus 210 kilowatts (282 hp) for the 4.4 litre dual overhead camshaft, all-aluminum V8. A ZF five-speed manual transmission without overdrive was standard on the 528i, with an optional A4S 310 R four-speed automatic. The 540i, in contrast, could have either a Getrag six-speed manual or a new five-speed A5S 560Z automatic transmission with adaptive transmission control. Standard equipment on both models included dual front and side airbags, anti-lock brakes, traction control, power steering, and air conditioning.

The BMW E38 automobile platform was the basis for the 1994 through 2001 BMW 7 Series automobiles. It replaced the BMW E32 in 1995 and itself was replaced by the BMW E65/E66 for the 2002 model year.

The E38 models were offered with either a five-speed automatic or manual transmission; 740i 740iL and 750i/iL had a 5-speed ZF automatic standard, 730d and 740d a GM-sourced five-speed automatic[1]. The engine variants in Europe were 725tds, 728i, 730i, 730d, 735i, 740i (4.0 and 4.4 L), 740d and 750i (with a 5.4 L 322 bhp (240 kW) engine, as was used in the Rolls-Royce Silver Seraph).

In the Americas, the models were sold as the 740i, 740iL and 750iL. The 740i and 740iL share the same 4.4 L V8 engine. The 740iL is essentially a long-wheelbase 740i (hence the “L” in the model name). The considerably rarer 5.4 L V12-powered 750iL was only available as a long-body; there was no E38 750i in the US lineup. The 750iL was BMW’s flagship sedan.

Features of the E38 7 Series included high-pressure headlight washers, auto-leveling xenon HID headlamps, power moonroof, a sound system with 14 speakers and four subwoofers as well as 6-disc CD changer, onboard satellite navigation and rain-sensing wipers. Other features included an automatic climate control system with separate controls for the driver and passenger, a three-position memory system for the driver’s seat, safety-belt height, new steering wheel and outside mirrors. Front-seat side airbags and a Head Protection System (HPS) were also standard. The car featured an all-leather interior with burl walnut trim. The continuous-motion Active Comfort Seat technology was introduced in 1998 to improve comfort and reduce fatigue for the driver and front passenger.

The base prices in 2001 were US$62,900 for the 740i, US$66,900 for the 740iL and US$92,100 for the 750iL.

740iL and 750iL Protection Line light-armored vehicles were built from 2000-2001, and cost US$99,100 and US$124,400, respectively. These models included body armor, bullet-resistant glass and run-flat tires.

A rare european executive V12-powered stretch limousine was also produced, called the BMW L7.

When the E38 was phased out in 2001 to make way for the new E65, sales of E38s increased noticeably in the car’s final months of production as people moved to buy the car before it was replaced. The E65’s radical styling and iDrive was not initially well-received by consumers, so used E38s increased in value as demand increased. Also contributing to the E38’s continued popularity was its appearance in several films such as Tomorrow Never Dies and The Transporter. Even though it was the only featured car in the series to be replaced the following year, the E38 featured in the BMW Film Ambush.

The BMW 8 Series (chassis code BMW E31) is a V8 or V12-engined 2-door 2+2 coupe built by BMW from 1989 to 1999.

While it did supplant the original E24 based 6 Series in 1989, a common misconception is that the 8 Series was developed as a successor. However, it was actually an entirely new class aimed at a different market, with a substantially higher price point and better performance than the 6 series. The 8 Series was designed as a direct competitor to the upcoming Mercedes-Benz SL-Class and S-Class coupes (later renamed the CL-Class). While it has less rear passenger volume than the sedan-based CL, the 8 Series could accommodate two passengers in the rear, while the SL roadster is a two-seater.

The BMW 8 Series was BMW’s flagship car while in production. A new vehicle cost around US$100,000 and had an electronically limited top speed of 155 mph (250 km/h), although with the limiters removed top speed was estimated at 186 mph (299 km/h). Worldwide production ceased May 12, 1999, with 30,621 built.

BMW is rumored to have plans to revive the 8 Series name for a potential “four-door coupe,” much like the Mercedes-Benz CLS-Class. The existing E63/E64 6-Series two-door coupe currently completes with the CLS-Class in that price point.

The BMW V12 LMR was a Le Mans Prototype built for sports car racing from 1999 to 2000. The car was built through an alliance between BMW Motor sport and WilliamsF1, and was the successor to the failed BMW V12 LM of 1998. It is famous for being BMW’s only overall victor of the 24 Hours of Le Mans.

Development
BMW V12 LMR
Category Le Mans Prototype
Constructor Flag of Germany BMW Motorsport
Flag of the United Kingdom WilliamsF1
Designer(s)
Technical Specifications
Chassis carbon and aluminum honeycomb monocoque
Engine BMW S70 6100cc V12. Naturally-aspirated mid, longitudinally mounted
Transmission X-Trac 6-speed sequential manual
Fuel Petrobras
Tyres Michelin radial

Immediately following the 1998 24 Hours of Le Mans in which both BMW V12 LMs had failed to finish due to mechanical difficulties and a slow pace caused by aerodynamic inefficiencies, BMW Motorsport made the decision to radically revamp their sportscar project and quickly replace the V12 LM with a new car for 1999, the V12 LMR.

The V12 LMR would retain only the basic structures of the V12 LM, while all of the car’s bodywork was redone from scratch. The cooling ducts, a major problem on the V12 LM, were moved to the top of the car instead of from the bottom where it had suffered from ambient track heat. Among the more radical design features was the use of a small rollhoop located only behind the driver’s seat, instead of a wide rollhoop which covered the entire cockpit. This was done through using a loophole in the ACO’s Le Mans prototype regulations. This allowed for less drag as well as less obstruction for the air to the rear wing. A total of four new chassis were built by WilliamsF1 in the United Kingdom.

Internally, the V12 LMR retained the same BMW S70 6.1L V12 as the V12 LM. Also retained was Schnitzer Motorsport, who would run the team not only at the 24 Hours of Le Mans, but also in the new American Le Mans Series for 1999.

The 2008 Audi A5 is powered by a 265-horsepower 3.2-liter FSI V6 engine. Power is delivered through a 6-speed manual transmission and Audi’s famed quattro all-wheel-drive system, with a 6-speed Tiptronic automatic optional. During normal conditions, quattro distributes torque 40 percent to the front and 60 percent to the rear, but can adjust the distribution to deliver more torque to the wheels with the most available traction. Technology includes partial LED lighting, an electromechanical parking brake, an all-plastic key and three-zone climate control.

For a start, this car is indeed “all new.” Its platform will underpin the next A4, though that car won’t necessarily be as wide as this one. A new transaxle design places the differential ahead of the clutch or torque converter, so that the front-axle centerline is now just 1.7 inches behind the engine (the A8 and Bentley Continental have a similar layout, but their axles are almost an inch farther aft). This arrangement extends the wheelbase for improved ride and reduces the front weight bias for crisper handling (S5 quattro models scale in at 54/46 percent front/rear).

The A5’s direct-injected 3.2-liter FSI engine launches a novel new variable valve-lift system (see sidebar) to produce 265 horsepower with improved fuel efficiency. The S5’s 4.2-liter FSI V-8 is derived from those in the RS4 and R8 and tuned for 353 horsepower. Chassis highlights include a new braking system, with automatic hill-holding and electronic parking-brake application, and a change to a front-mounted steering rack positioned near the height of the wheel centers for improved steering feel. An electronic novelty-the so-called Smart Key-stores vital information about the car every time it’s used, including the odometer reading and any fault codes to expedite the service-writer’s job at the dealership.

But chassis dimensions, electronic gizmos, and valvetrain gimmicks don’t inspire buyers to drop big bucks on a personal luxury coupe. This is an emotional right-brain decision driven by irrational aesthetic concerns, and toward that end Audi’s Italian-born former design chief Walter de’Silva has penned a mighty appealing shape here. Seen first as the Nuvolari concept in 2003, the production version looks even better from all angles-less massive, more graceful, and not at all like a super-size TT.

One particularly delectable design flourish is the strip of white LEDs that underlines each headlight, serving as daytime running lights (drawing 40 percent less power than halogen DRLs). The only aesthetic trick the new car misses is the pillarless hardtop greenhouse, and given that a cabrio version is expected to join the lineup it could’ve been accomplished easily, but the underbody reinforcements needed for side-impact protection would’ve added too much weight. S5s are distinguished by more aggressive fascias, quad instead of dual tailpipes, a lowered suspension, aluminum mirror housings, and standard 18-inch wheels, up from the A5’s 17s (though 19s are available on either model).

On our brief drive of the A5 and S5, both with manual transmissions, we were thrilled. Audi’s 0-to-60-mph acceleration claims of 6.1 seconds for the A5 and 5.1 for the S5 are more than believable. Adding to the fun was the S5’s exhaust note, which was alarmingly (and addictively) loud, bellowing its song at a volume no one would expect from a car so well dressed (maybe it could teach the RS 4 to sing).

Even better, the engine’s longitudinal orientation and relocation farther back in the chassis optimize weight distribution, resulting in markedly better behavior than offered by the current nose-heavy A4/S4 sedans. Interestingly, however, in spite of its stickier tires and larger wheels, the heavier S5 seems to push a touch more in corners. Moreover, the standard-fare A5 surprised us with a more satisfying steering effort than provided by its more powerful brother, which is somewhat lighter than we’d like at any given speed. Brakes, as expected in any car of this caliber, are entirely competent and exhibited not a trace of fade along northern Italy’s twisty declines, where many an ancient Alfa (or lumbering livestock) might be asserting its God-given right to park itself in the middle of the road around any given bend.

The A5 will be priced around $45,000, plus options, when it lands next year. If you absolutely have to have one by the end of the year, prepare to shell out well over $50,000 for an S5, which, frankly, is a bargain for such a high-level combination of speed, style, luxury, and sex appeal.

Its design origins can be traced back to the Mitsubishi SSU which debuted at the 1999 North American International Auto Show, although the Endeavor does not share the concept’s mechanical underpinnings. The prototype was powered by a 310 PS version of the 6A13TT 2.5 L twin-turbo V6, which directed the power to a full-time all wheel drive system through its INVECS-II five-speed semi-automatic transmission and AYC. When the Endeavor debuted, it used the 6G75 3.8 L V6 offering 215 hp (improved to 225 hp (168 kW) in 2004) and 250 ft·lbf, mated to a four-speed semi-automatic transmission with an optional all wheel drive system that splits the torque 50/50 by default.

The Endeavor’s performance in the marketplace has to date failed to meet Mitsubishi’s expectations. On its release in March 2003 the company aimed for 80,000 annual sales but achieved only 32,054 by the end of its debut year. The Endeavor has received some criticism because it requires premium grade gasoline, whereas most of its competitors run on regular grade. This is especially crucial given the current high gas prices. It received a mild restyle for the 2006 model year, but has received no significant changes yet in its lifetime.

The Endeavor is a midsize crossover SUV from Mitsubishi that combines smart styling with lots of room for five people and their gear. As is the case with other crossovers, the Mitsubishi Endeavor combines the elevated seating position and hauling ability of a traditional SUV with a smoother, more carlike ride and better fuel economy. But as with most crossovers, it lacks the serious off-road and heavy-duty towing abilities of a truck-based SUV.

When first introduced, the Mitsubishi Endeavor earned a surprise win in an Edmunds comparison test. It won with a combination of good looks, torque-filled engine performance, smart handling and excellent (for a crossover) off-road performance. Complaints were limited to some questionable styling elements and material choices in the cabin.

Mitsubishi has made further improvements since then, though the Endeavor still lacks a third-row seat, a feature that has lately become a must-have for this type of vehicle. It’s also starting to be a bit outclassed in terms of feature availability, engine power and transmission gearing. Even so, we still think pretty highly of this vehicle. Despite the Endeavor’s lack of sales success, we certainly think shoppers in this segment (who don’t need a third-row seat) should take a close look.

Current Mitsubishi Endeavor.

The Mitsubishi Endeavor is based on vehicle architecture that’s shared with Mitsubishi’s Galant sedan. Currently, there are two trim levels: LS and SE. Both trims are powered by a 3.8-liter V6 that produces 225 horsepower and 265 pound-feet of torque. A four-speed automatic transmission with a trendy manual shift mode is standard. While this is less power than most competitors offer, the Endeavor has a wide and flat torque curve that gives it performance that belies its horsepower numbers. However, the four-speed automatic seems a bit outdated in a segment where five and even six-speed transmissions, and their subsequent enhancements to fuel economy, are becoming the norm.

The Endeavor is available with front-wheel drive or all-wheel drive. AWD models are equipped with standard stability control, which supplements the traction control that is standard on FWD trims. Stability control is unavailable on FWD models, a notable omission. However, the Endeavor is now equipped with standard rollover-sensing curtain side airbags and a tire-pressure monitoring system. The Endeavor earned high marks for crashworthiness in both government and Insurance Institute testing.

The entry-level LS trim features A/C, full power accessories and a CD player. If you want such niceties as leather, high-end audio with satellite radio, navigation, heated seats or a sunroof, you will have to step up to the SE trim and its several available option packages. Some higher-end features, such as keyless start, a panoramic sunroof, a rear entertainment system and a back-up camera, are unavailable.

Past Mitsubishi Endeavor Models.

The Mitsubishi Endeavor was introduced for the 2004 model year. Initially, there were three trims: base LS, midlevel XLS and the top-of-the-line Limited. Shortly after, it was updated as a 2004.5 model. Endeavor’s midyear changes included lower pricing, a longer warranty, the addition of daytime running lamps, dual-stage front airbags, a tire-pressure monitoring system and 10 more horsepower. ABS became available on LS 2WD models and was already standard on XLS and Limited FWD models.

This midyear upgrade also included standard front side airbags and a leather steering wheel for the Endeavor XLS. New options included a rear-seat entertainment system and stability control for the all-wheel-drive Limited. Shoppers interested in a used ‘04 Endeavor should only consider the updated version.

Mitsubishi shuffled the trim levels recently; the XLS was dropped in 2006 and the Limited trim was replaced by an SE trim for 2007. The current SE and various SE option packages maintain the equipment levels of the former trim, and enhance it with newly available features including the navigation system and a Rockford Acoustic Design stereo. However, the rear DVD entertainment center has been eliminated.

Mercedes-Benz touched up the G500, a former military vehicle, by improving the seat cushioning and providing leather door-handle grips for 2007. A new standard seven-speed transmission and DVD navigation feature were also added.

Exclusive chrome trim and “V8 Kompressor” badging identify the G55 AMG, which has larger vented and slotted front brakes. Monoblock AMG 18-inch wheels are 9.5 inches wide. Interior features include “designo” charcoal Nappa leather upholstery, AMG gauges and natural maple wood trim.

Mercedes-Benz focuses largely on road-going manners with its M-Class model, but the G-Class is a hard-core offroad machine. Handcrafted in Graz, Austria, the G-Class competes against the Hummer H1 and Land Rover Range Rover.

New limited-production Grand Editions of both models debuted in summer 2005 and feature velour floormats and special interior choices.

Exterior
This distinctive SUV’s strictly utilitarian appearance is somewhat softened by body-colored bumpers and rocker panels and a stainless-steel spare-tire cover. At 185.6 inches long overall on a 112.2-inch wheelbase, the G-Class is 3 inches shorter than the 2006 M-Class, but it stands 6.3 inches taller.

Rigid front and rear axles and three locking differentials are installed. In extremely low-traction situations, a little grip on one front wheel should be enough to pull the G-Class through a trouble spot.

Interior
Leather upholstery is complemented by burl walnut or maple wood trim. For 2007, the front seat cushions have been improved and the door-handle grips are wrapped in leather. DVD navigation is also newly standard.

Standard equipment includes automatic climate control, power windows and locks, 10-way power front seats with three-position memory, a navigation system and Mercedes-Benz’s Tele Aid system, which offers emergency and theft-tracking services. The front and rear seats are heated. A Harman Kardon premium sound system includes a six-CD changer. Rear parking assistance is standard.

Under the Hood
The 5.0-liter V-8 in the G500 produces 292 horsepower and 336 pounds-feet of torque. An electronically controlled seven-speed automatic transmission sends the power to a full-time four-wheel-drive system with a Low range, which offers shift-on-the-fly operation at up to 15 mph. The G55 AMG’s supercharged 5.5-liter V-8 cranks out 469 hp and 516 pounds-feet of torque.

Safety
Antilock brakes have electronic brake-force distribution and brake assist for automatic full-power braking in panic stops. Mercedes-Benz’s Electronic Stability Program and side curtain airbags are standard.

Driving Impressions
Though it’s far smaller than the Hummer H1, the G500 delivers a comparably unique experience. This SUV conveys the impression of looming height — emphasized by its relatively short, narrow body.

Everything about the G500 seems bolt upright, including the seating positions. Even though the vehicle’s height is partly an illusion, there’s a tendency to keep its speed way down when rolling through curves and corners. This SUV’s operation is defiantly trucklike, and it emits a degree of sluggishness and plenty of sound while accelerating. Not only does the G500 look ready to tackle the most demanding terrain, but it also feels ready — which detracts from its prowess and pleasure on ordinary paved surfaces.

It is a high performance two-seater sports car projection for the year 2054.
This futuristic car has a strong muscular design theme, with extreme cab-forward seating, and wheels spaced out to each corner, and proportions so unusual that at first glance it’s hard to tell the front from the rear. This is Lexus’ vision of sports cars of the future.

At least that’s the vision of the future in Steven Spielberg’s upcoming film “Minority Report,” starring Tom Cruise. The film, based on a short story by science fiction writer Philip K. Dick, is an action-detective thriller set in Washington, D.C. in 2054, where police utilize a psychic technology to arrest and convict murderers before they commit their crime. Tom Cruise plays the head of this precrime unit and is himself accused of the future murder of a man he hasn’t even met.

When it came time to conceptualize automotive transportation for the futuristic setting, Spielberg turned to Lexus as a potential partner. “I’ve been driving a Lexus SUV,” Spielberg said. “And I thought Lexus might be interested in going into a speculative future to see what the transportation systems and cars would look like on our highways in 50 years. The result of that exploration is something that elevates and transforms driving into an environmental experience.”
Imagining the Future

Conceptualizing and creating the film’s 2054 setting – including its transportation systems – began nearly three years ago. From the outset, Spielberg wasn’t interested in creating a fantastical science fiction film but, rather, a future reality film. The first step was to call together a diverse team of designers and futurists to speculate on what the year 2054 might actually look like. Among the participants were conceptual artist Harald Belker and representatives from Calty, the Toyota/Lexus design studio in Southern California.

Discussions were wide-ranging and included topics such as the future of medical advancements, social theories, defense issues, advertising, infrastructure, technology, workplace and household appliances, and of course, cars. There was talk of new inventions, including iris colorants, anti-boredom gelcaps, additional alphabet letters, spray meat, and magnetic levitation transportation systems.

These early sessions would inform much of the design of the futuristic world of “Minority Report.” Belker – whose film credits include “Batman & Robin,” “Inspector Gadget” and “Armageddon” – was commissioned to design the film’s vehicles, including cars for a vast urban magnetic levitation (MAG-LEV) system, as well as an individual off-system car for driving outside the city. Lexus provided design and luxury cues for the cars, and gave Belker the lowdown on advanced interior technology. “That sophisticated, forward thinking for cars is really a hallmark of Lexus,” says Belker.
The MAG-LEV System

In the film’s design for its Washington, DC setting circa 2054, a mass transportation system uses electrical/magnetic energy – much like that which sends a bullet train speeding along – with horizontal and vertical surfaces covered with “roadways” made of magnetic discs that support and propel various vehicles. In this accident-free, computer-controlled system, vehicles move at speeds of 80 to 100 miles per hour. In the city’s transportation layout, private pods, taxis and multi-passenger cars all negotiate the MAG-LEV system. As cars travel, they make seamless transitions between vertical and horizontal surfaces.

“We discussed how a future goal will be individual transportation within a mass transport system,” says Belker. “The discussion gravitated from traveling in personal cabins, into the direction of a futuristic car which works on a MAG-LEV system – something between a capsule and a car.”

The result is a car which travels up an apartment building, for example, to “dock” at a person’s residence. Once there, a door slides open that doubles as a living room window; at that point, the car’s seats can even provide additional seating in the living room. While parked, the car performs maintenance checks, auto-repairs, recharges and self cleans.

When residents enter their car to depart back onto the system, they are essentially stepping from the living room into another room of the house. In fact, inside the car, the seats and furnishings bear more relation to a room environment than a car. Highly-styled, comfortable seats conform to individual bodies; seating configurations can be changed so passengers can face forward or each other. The entire environment lends itself to a video screen which allows the “driver” to perform a multitude of functions. . .none of which has to do with driving.
The Off-System Sports Car

For scenes calling for Cruise’s character to drive outside the city limits, a radical red off-system sports car was designed and tailor-built to fit the star. While this car isn’t likely to be on Lexus showroom floors in 2054, the red Lexus sports coupe is more similar to present-day vehicles-featuring the familiar four wheels and designed to be driven on a traditional road system. In designing the sports car, Belker says, “the goal was to create something unlike anything seen before, and really give it the ’WOW!’ effect. We set out to have a lot of fun with it for a big bang impact.”

In the end, this futuristic Lexus – designed as a high-performance, two-seat personal sports car – flexes a muscular design with the ultimate in cab-forward seating; a low, enclosed wheelbase for sportiness; aggressive lines, and proportions so unexpected that, at first glance, it’s not entirely evident which end is the front and which is the rear.

Conceptually, this sports car features an electric engine, heads-up instrumentation with night vision and organic recognition capability, color-selectable body panels (changeable with a simple owner voice command), DNA recognition entry and ignition system, and auto valet – a feature that allows the car to drop the owner off at a desired location, park itself for recharging, and arrive for owner pick-up at the commanded location.

The new 420bhp (SAE) Jaguar XKR is a sensational car to drive. With 120bhp (SAE) more power than the normally aspirated 4.2-liter XK, the same strong and stiff aluminum body structure that ensures superb ride and handling, and a six-speed automatic transmission with Jaguar Sequential Shift that is regarded as class-leading in terms of gear-change speed as well as refinement, Jaguar’s blend of performance and dynamics reaches new heights with the XKR.

“Our aim when engineering the new XKR was to ensure that the car’s characteristics remained in balance despite the significant increase in power over the XK,” explains Jaguar’s chief engineer, Mike Cross. “Working with that as our base, our brief was to create ‘XK plus 30%’ – the ultimate sports GT for the real world.

“We wanted the performance and dynamism you would expect of an XKR but were careful to retain that exceptional blend of sporting luxury that every Jaguar must have and which was so convincingly demonstrated with the XK. The bottom line is: if you like the XK, you’ll absolutely love the new XKR.”

The result of that engineering brief is a car that performs in any condition, at any speed. With superb torque at low engine speeds, instant acceleration is always available should you demand it. Similarly, the advanced steering and suspension set-up means the new XKR switches effortlessly from relaxed grand tourer to honed sports car with ease. It is everything the XK is and much more.

The ability to call upon impressive reserves of power and acceleration in an instant is the hallmark of every great Jaguar. The new XKR ensures this by using a remarkable 4.2-liter supercharged AJ-V8 engine. Producing 420bhp (SAE) at 6,250rpm and 413 lb-ft (560Nm) (EEC) of torque at 4,000rpm, it is capable of propelling the Coupe version to 60mph in 4.9 seconds (5.0 seconds for the Convertible) and onto an electronically limited top speed of 155mph (250kph).

The addition of a supercharger and twin air intakes means the new XKR benefits from a 120bhp (SAE) power increase over the normally aspirated 4.2-liter XK with which it shares its engine configuration. Torque, so essential for instant acceleration at any engine speed, also increases significantly – by 36% over the XK, although the overall weight of the XKR is raised by just 154lb (70kg). Consequently the power-to-weight ratio compared to the normally aspirated 4.2-liter XK is an impressive 34% higher.

And in comparison to the previous generation XKR, the new engine produces more power and more torque. Combined with the significantly stiffer and lighter aluminum monocoque body structure of the new XKR, these performance improvements lead to a significant leap in the power-to-weight ratio of 12% over the previous XKR and an equally useful jump of 7.7% in the torque-to-weight ratio. To achieve the equivalent improvements in power and torque-to-weight in the outgoing XKR would have required nearly 50 more horsepower. Consequently, the 0-60mph sprint time of the new XKR Coupe is reduced by 0.3 seconds.

The heart of these significant performance improvements is the XKR’s lightweight eight-cylinder engine with an Eaton supercharger. The water-cooled cylinders are arranged in a 90-degree V configuration and the crankshaft is supported by five main bearings. Each of the two cylinder head assemblies incorporates twin camshafts operating four valves per cylinder. One of the reasons for the engine’s impressive output is the continuously variable valve timing which helps to deliver a wide spread of torque. The engine uses an Electronic Return-less Fuel System (ERFS) and a three-way catalyst exhaust system.

The increase in power and torque over the outgoing XKR model is down to two significant additions to the engine. The air intake supply to the engine has been significantly enhanced thanks to the use of twin air inlets, and a Variable Inlet Camshaft Timing system is used for the first time on the XKR. By continuously adjusting the timing of the inlet camshaft on both banks of the V8, depending on the engine speed and load, Jaguar’s engineers have ensured large improvements in torque, particularly at lower revs.

The system is controlled by the Engine Management System (EMS) which receives engine speed, throttle position and oil temperature data from its sensors. The EMS determines the correct inlet camshaft timing by continuously referring to a digital three-dimensional map developed to provide optimum performance. The EMS then transmits the appropriate signals to two solenoids that control the degree of hydraulic force provided to the valve actuators.

The normally aspirated 4.2-liter XK has been praised for its acoustic qualities, remaining unobtrusive and relaxed at modest speeds but producing an unmistakeable V8 soundtrack when worked hard. On the XKR, the noise from the supercharger threatened to dominate the acoustic character and mask the underlying sound quality. However, through enhancements to the vehicle acoustic pack, the supercharger noise has been reduced by 5dB compared to the previous XKR.

This approach to acoustics allowed the engineers to concentrate on using the exhaust system to deliver the best possible sound quality character. This was accomplished through the use of the XKR’s Active Exhaust system which varies the flow of exhaust gases through the main silencer box to ensure that the XKR remains quiet at cruising speeds, but delivers a substantially more purposeful sound quality character under hard acceleration.

Jaguar’s Sequential Shift uniquely combines all the speed and involvement of a sequential manual gearbox with the comfort and convenience of a full automatic.
The system consists of steering-wheel-mounted paddles and a conventional gear selector lever, allowing the driver to switch between three automatic or paddle-operated gearbox modes.

Whereas an automated manual gearbox interrupts the flow of torque during the gearchange – while the clutch is disengaged – the Jaguar’s gearbox maintains the flow of torque throughout the shifting process. This results in gearchanges that are not only quick, but also remarkably smooth. Gearshifts are achieved in less than 600 milliseconds, from the point at which the driver operates the shift paddle to the point at which the shift is complete.

In fact, during development, comparison tests between Jaguar Sequential Shift and rival automatic transmissions in the class showed the transmission to be the fastest system of all, changing gear at least 400 milliseconds faster than a standard automatic and 100 milliseconds faster than the best automated manual system.

The three gearbox modes give the driver total flexibility to use the transmission to match whatever driving style he or she chooses. In Drive mode, the gearbox behaves as a conventional automatic, with the software optimized for every day driving conditions providing all the benefits of a best-in-class automatic transmission.

In Sport mode, the gearbox’s adaptive software becomes more prevalent, adapting and reacting more dynamically to demanding conditions. This software takes account of the prevailing conditions and driver’s inputs and adapts accordingly. For example, it recognizes when the car is negotiating a curve, and holds the gear accordingly; Hill Recognition enables the XKR to choose the ratios to optimize the ascent or descent of a hill; the gearbox’s software will also match the engine speed precisely to the engine and road speeds, ‘blipping’ the throttle during rapid downshifts.

Manual mode is activated by simply operating one of the steering-wheel-mounted paddles, and delivers a state-of-the-art manual gear shift feel from the automatic transmission.

To ensure optimum ride and handling, the XKR’s springs and dampers are uprated compared to the normally aspirated XK. The front spring rate is increased by 38% and the rear spring rate by 24%. Allied to the Servotronic steering system, which has also been tuned both mechanically and electronically to give the steering more weight and even greater response, the suspension ensures confidence-inspiring handling without any loss in refinement and comfort levels.

Because of the inherent strength and stiffness of the chassis, the only significant addition to the XKR’s structure is an additional rear suspension brace mounted between the rear damper towers to accommodate the significant increase in rear spring rate. This also allows the Convertible to utilize the same dynamic settings as the Coupe model.

The Computer Active Technology Suspension (a two-stage adaptive damping system that ensures the optimum balance between ride and handling) and new switchable Dynamic Stability Control with Traction Control System (Trac DSC) have also been recalibrated to cope with the additional power of the supercharged engine.

As significant to the XKR as the increases in power and torque are the major improvements in strength and weight thanks to its advanced all-aluminum architecture. Unique in the industry as a complete aluminum monocoque body structure, as distinct from an aluminum spaceframe with separate aluminum exterior panels, its properties come from both the way the bodyshell is designed and constructed, and the use of new joining technologies.

In fact, the new XKR’s aluminum chassis is significantly lighter and stiffer in both Coupe and Convertible form than the steel model it replaces. The Coupe chassis is over 30 percent stiffer than the previous XK, while the Convertible is over 40 percent stiffer. As a consequence, the XKR accelerates faster than the previous model, while offering high levels of safety, reduced noise and vibration intrusion, and improved ride and handling characteristics thanks to improved suspension dynamics.

In Convertible form, the BIW weight, at just 633lb (287kg), is 19 percent lighter than the previous XKR Convertible.

New, larger ventilated brake discs at the front ensure higher braking performance for the XKR. The front brake disc diameter has increased from 12.8in to 14.0in (326mm to 355mm), and the thickness from 1.2in to 1.3in (30mm to 32mm), which not only improves the braking performance but also the system’s resistance to fade. The braking system also includes four-channel ABS, Electronic Brake Force Distribution, Hydraulic Brake Assist to increase brake pressure during an emergency stop, and Jaguar’s Electronic Park Brake function.

With the much-admired new XK already considered a future design classic, Jaguar’s creative team, led by Ian Callum, had a great starting point from which to produce the XKR. The XK range’s elegant form draws on the lineage of the original XK and E-Type sports cars, and by blending this unmistakeable Jaguar silhouette with contemporary flair, its exterior forms a stunning blend of elegance, athleticism and definition. The XKR takes now this athletic look one stage further thanks to the addition of:

+ New XKR front bumper with color-keyed finish to unique front fog lamp housings
+ Aluminum side power vent finish
+ Hood vents and unique ‘XKR’ aluminum finish to upper and lower front mesh grilles
+ Aluminum finish to rear signature ‘blade’ and selected exterior brightwork finishers
+ Unique ‘Jupiter’ design 19-inch alloy wheels as standard, with 20-inch ‘Cremona’ XKR wheel available as an option
+ Black brake callipers with ‘R’ logo
+ Quad exhaust system and unique lower bumper
+ ‘R’ rear badge

“We talk at Jaguar of how our new generation of models are ‘beautiful, fast cars’. It’s a phrase that ideally sums up our brand and can be applied to every car we design. We were extremely proud of the reaction to the new XK when it was unveiled last year – it is as beautiful as you would expect a Jaguar sports car to be. Now, the new XKR has a look that emphasizes the ‘fast’ aspect of our design statement.

“The ‘powerline’ that runs from the front wheel through the cabin area and into the car’s rear haunches remains, and we have added to that latent feeling of power by adding some strong performance features such as the vents that signify the potent supercharger and the stunning new alloys that fill the wheel arches and give the car real purpose.”

The new XK’s interior design has been just as highly praised and the XKR’s cabin represents arguably the most sophisticated yet driver-focussed environment of any car in its class. The XKR has class-leading ergonomics, user-friendly in-car technology and simple, clear information displays in the instrument panel and main dashboard area.

A unique sports seat design with additional lateral support for both the driver and front seat passenger has been added, with an ‘R’ badge on the headrests, tachometer, steering wheel and gear selector. The design of the standard aluminum interior veneer is also unique to the XKR, featuring a ‘weave’ pattern from the Advanced Lightweight Coupe showcar.

XKR customers can also specify the Luxury Sports interior option which features soft-grain leather on the 16-way adjustable seats, instrument panel, door trim and center console.

A new version was introduced in 2006 called the “2007 Mercedes-Benz SLR 722 Edition”. The “722″ refers to the victory by Stirling Moss and his co-driver Denis Jenkinson in a Mercedes-Benz 300 SLR with the starting number 722 (indicating a start time of 7:22 a.m.) at the Mille Miglia in 1955. The “722 Edition” creates 650 bhp, with a top speed of 337 km/h (3 more than the standard SLR). Countering the problems from the previous, a new suspension is used with 19-inch light-alloy wheels, a stiffer damper configuration and 0.4 inches lower body. The SLR is planned to end production in 2008, according to Mercedes-Benz.

The Mercedes McLaren SLR is inspired by the Mercedes-Benz 300 SLR of 1955. This sports car racer was actually based on the W196 F1 car, yet named after the road-going Mercedes 300SL Gullwing. A notable feature of the SLR is its gullwing doors, a homage to the original 300 SLR.

The SLR has a supercharged 5.5 (5439 cc) liter dry sumped 90 degree V8. It produces 466.8 kW at 6500 rpm (626 hp) and 780 N·m (575 ft·lbf) torque at 3250 – 5000 rpm. AMG technicians took the original SL-55 AMG engine and optimized its capacities by enlarging the fuel pump, the cylinders, and put a larger cooling system that absorbs air to cool down the engine. It has 3 valves per cylinder with SOHC. This is very unusual as most super cars, indeed most modern cars, have DOHC and 4 valves per cylinder, but it keeps with the recent trend in modular V engines from Mercedes Benz and decreases engine emissions. The Twin-screw type supercharger and the 2 aluminum rotors have a maximum speed of 23,000 rpm. It is mounted between the two engine banks and uses 120 bhp at maximum capacity.

Unlike most of its contemporaries, its engine is front-mid mounted. McLaren took the original concept car designed by Mercedes and moved the engine fully 1metre behind the front bumper, and around 50 cm behind the front axle. They also optimized the design of the center firewall.

The brake discs are carbon-ceramic which provide better stopping power and fade resistance than steel discs. Mercedes-Benz claim these discs are fade resistant to 1000 °C. The front discs are internally vented and 370 mm in diameter. 8 piston calipers are used. Rear discs are 360 mm in diameter with 4 piston calipers. The result of these massive rotors is a maximum braking power of 1500 kW. When it is wet the calipers automatically skim the surface of the disks to keep them dry.

Specification: The 2008 SLR McLaren Roadster MSRP $497,750*

Engine AMG-built supercharged 5,439-cc 24-valve 90° V-8. Dry-sump lubrication.

Net power 617 hp @ 6,500 rpm
Net torque 575 lb-ft @ 3,250 – 5,000 rpm
Compression ratio 9.0:1
Fuel requirement
Premium unleaded gasoline, 91 pump octane.

Fuel and ignition system Two spark plugs per cylinder, phase-shifted; two coils per cylinder.

Intake system Belt-driven supercharger with sequential fuel injection and electronic throttle control.

Transmission AMG-enhanced driver-adaptive electronic 5-speed automatic. Driver-adaptive programming adjusts shift points to the driver’s current driving style. Touch Shift allows driver to manually down shift and allow up shifts by nudging the shift lever left or right from the Drive position. Shift into Optimum Gear programming allows one-touch selection of the best gear for maximum acceleration or engine braking by holding the shift lever to the left of Drive for one second. Driver-selectable Comfort mode starts vehicle moving in 2nd gear or 2nd Reverse gear, and up shifts at lower rpm to help improve control on slippery surfaces.

AMG Speed shift™ AMG SPEED SHIFT programming provides up to 35 percent faster gear changes, automatically down shifts during braking, prevents unwanted up shifting while cornering, offers one-touch selection of the best gear for maximum acceleration (Shift into Optimum Gear), and features torque converter lockup in all forward gears. Fingertip manual mode allows direct-access shifting through forward gears via the buttons on the back of the upper steering-wheel spokes (left button down shifts, right button up shifts) or via the Touch Shift feature of the shift lever, and will automatically intervene only to induce an up shift at recline, to down shift as needed upon full throttle, and to select 1st gear when the vehicle stops. Three stages of sportier driving are available in the manual mode: Sport, super sport, and Race. Each stage changes the response, reaction, and closing times of the automatic collision, shortening the shift processes. In Standard and Comfort modes, the steering-wheel buttons operate the Touch Shift feature.

Drive configuration Rear-wheel drive.

Rear axle ratio 3.06:1

Final drive ratio 3.06:1

1st gear ratio 3.59:1

2nd gear ratio 2.19:1

3rd gear ratio 1.41:1

4th gear ratio 1.00:1

5th gear ratio 0.85:1

Reverse gear ratio 3.17:1, R2 (comfort program): 1.93:1

The SLR also has a spoiler mounted on the rear which pops up when braking from high speeds. The spoiler greatly increases drag at high speeds. See for a picture of the spoiler down and up (in use). This additional braking power on the order of 0.25 g of deceleration helps the car to stop quicker than any other car of its category.

The SLR has been criticized for its braking performance. While all agree that the brakes are extremely powerful, some critics argue they are either “on or off”. Such critics include Top Gear’s Jeremy Clarkson and Richard Hammond. In addition to this when the SLR is under braking extra fuel is pumped in to cool the engine. Since the exhausts are mounted in front of the driver’s position the smell of unburnt fuel is noticed in the cabin.

Clarkson commented that “The brakes glow when you use them, and catch fire when you use them a lot”. The brakes burn any debris on them and contrary to popular belief, the car itself does not catch on fire. This was proven during the 2006 Good wood Festival of Speed when during the Super car Run, Gary Paffett performed a huge burnout, only to have the brakes catching fire, though relatively small and could be seen around the rim as the car stood still.

The SLR comes with a five speed automatic transmission with three separate modes: Sport, Comfort and Manual. Sport used for everyday use, Comfort starts in second gear for bumpy or slippery roads. Manual allows the driver to shift gears with the touch pad or the simple levers on the steering wheel. When in Manual, three additional modes (Sport, Super sport, Race) on the second dial can be used, each significantly making quicker shift times. This is the same transmission as used in other performance models such as the SL65 AMG. The Mercedes-Benz seven speed automatic transmission as used on the SLK 55 AMG cannot handle power and torque output of the SLR; hence it is fitted with only a five speed transmission.

The gear ratios are as follows: 3.56:1, 2.19:1, 1.41:1, 1.00:1, 0.831:1.

Mercedes-Benz claims that the car accelerates from 0 to 100 km/h in 3.8 seconds (0-60 mph in 3.4 seconds at 98 °F), 0-200 km/h in 10.6 seconds, and 300 km/h in 28.8 seconds, and has a top speed of 334 km/h (207 mph)[1] which makes it the fastest automatic, (although some consider the Bugatti Veyron to be the worlds fastest automatic car, it utilizes a dual clutch sequential manual transmission and not a true automatic). The car uses carbon fiber for its body construction which makes it lighter. The car is, however still quite heavy at 1768 kg due to the numerous luxury items included in it. It has never reached a higher speed than 210 mph.

Car and Driver got a 0-60 time of 3.6 seconds, and a quarter-mile time of 11.6 seconds at 125 mph. These are during a test session that took place in the late afternoon, when October temperatures were on the decline. C&D suggests the times may be even lower if temperatures were higher. Car and Driver got top gear acceleration 30-50 mph and 50-70 mph times of 1.7 and 2.4 seconds, which are the fastest ever recorded by the magazine in a production car. The SLR also pulled 0.97 g on the skid pad.

The German magazine Auto Motor und Sport, in 2004, tested the SLR at the Nardo test track in southern Italy. They reported that the SLR accelerates from 0 to 100 km/h in 3.8 seconds, 200 km/h in 10.7 seconds, and 300 km/h in 30.6 seconds. The car’s 400-meter time and 1 km time were found to be 11.5 seconds at 207 km/h, and 20.5 seconds at 269 km/h, respectively.

Newton’s second law is about as straightforward as anything in physics: Force equals mass multiplied by acceleration (F=ma). Play with this equation a bit and you figure out that for a given amount of force, quicker acceleration comes from less mass. The Pontiac SD-290 race concept is an exercise in mass reduction.

To build the SD-290, Pontiac started with a production Solstice GXP and then started tossing aside everything that didn’t look like a racing car — such luxuries as the convertible top, windshield wipers, climate control system, the side glass and even the windshield. Then the Pontiac guys covered the passenger seat area with a custom-built hard tonneau cover and put a dinky little windscreen in front of the driver, reducing the car’s aerodynamic drag. Throw in a new front fascia, a vented hood, front fenders with ventilation gills, a rollover bar and a rear spoiler, and there you are. Finish it all off in Competition Red, and the result is a Solstice speedster that looks long and sleek in a way the production car never has.

Inside, there is a Pegasus gauge package for the center console, a four-point seatbelt harness and chrome-plated fire extinguisher. The chrome plating is critical because when your car is on fire, you want to make sure everyone sees that your extinguisher is shiny.

Pontiac has turned the wick up on the Solstice GXP’s turbocharged 2.0-liter Ecotec in line-4 so it produces 290 horsepower, 30 hp more than the output of the stock engine. Apparently the only modification is the fitment of a low-restriction cat back exhaust system with a center outlet from Solo Performance, and a 10 percent power improvement does generally come from modifications like this. The rest of the drive train is stock, including the five-speed manual transmission.

The suspension has also been tweaked, first by fitting Pontiac’s Club Sport Z0K suspension package and then taking another step forward by adopting KW Automotive coil-over shocks. The SD-290 meets the road with DOT-legal Hoosier R6 competition radial tires mounted on 19-inch forged wheels.

To slow everything down there’s a set of 13-inch brake rotors from Stainless Steel Brake accompanied by five-piston calipers.

The letters “SD” are legendary among Pontiac fiends who remember the 1973 and 1974 Firebird Trans Am Super Duty. But this isn’t a street brute in the tradition of those old Firebirds, but rather a screamer for track day on a road-racing circuit. Not a bad thing at all.

Lotus has announced that it will bring its Exige–a re bodied, hardtop version of the Elise–to the United States this fall. Mechanically, the Exige will be identical to the U.S. Elise, which means a 1.8-liter Toyota four making 190 hp and 138 lb-ft of torque. We won’t see the supercharged, 243-hp engine from the Europe-only 240-R.

The Exige will use the same firmer suspension tuning of the Elise with the optional sport package, but the hardtop Lotus will have a cornering advantage over its open-topped counterpart because the Exige’s unique bodywork creates approximately 90 lbs of down force at 100 mph instead of the Elise’s mere 12 lbs. To put that in perspective, most cars generate significant lift at 100 mph. The increased down force comes chiefly from four factors: the longer, reshaped nose; the front wind splitter; the rear wing; and the covered roof.

All the Exige’s body panels, save the doors, are unique, and these modifications help the Exige scoot around the 2-mile Lotus test track two seconds faster than the Elise.

Other changes for the Exige are limited to reshaped seats (bigger bolsters and cut-outs to fit a racing harness) and black wheels (either cast aluminum or the forged wheels from the Elise sport package). Only 200-300 Exiges will come to the States annually (compared to more than 2000 Elises) at a price Lotus estimates will be in the low- to mid-$50,000 range.

The yellow Exige shown in these photos is the only one in the U.S. at the time of this writing, and it is merely pit-stopping at the New York show on its way to crash testing, so keep your checkbooks at home for now.

Lotus Sport, the performance division of Lotus Cars Ltd., has developed the new Lotus Sport Exige, a direct motor sport derivative of the successful Lotus Exige.

The Lotus designed and engineered race car was part manufactured by RTN, the team responsible for the Le Mans winning Bentley, using the latest motor sport techniques and procedures to produce a lightweight yet strong carbon-fiber bodywork structure around the standard road-going Lotus Exige Aluminum extruded and bonded chassis.

The Lotus Sport designed fully adjustable suspension system with double wishbones all round was fabricated and manufactured by Pilbeam. Power is provided by a 400 hp Swindon Racing Engines tuned GM 3 litre V6 racing engine linked to a Hewland sequential six-speed gearbox, with AP-Racing providing the braking system.

This one-off race car has been built for a South East Asian client and is expected to race in selected sport scar races in Asia. There are no plans as yet to build further examples of the Lotus Sport Exige but the base structure has been carefully designed to comply with key motor sport regulations around the world. Adhering to the key Lotus philosophy of performance through lightweight, the Lotus Sport Exige weighs in at just 850kg.

The whole project, conducted in complete secrecy has taken less than 6 months and the car will run for the first time at the 2½ mile Hethel test track in mid January.

Chris Arnold, General Manager for Lotus Sport explains the philosophy behind the Lotus Sport Exige:

“The Lotus Sport Exige is a competition car developed directly from the road going Exige. The race car uses the existing tub with only minor modifications, and careful design has enabled Lotus Sport to package an upgraded power train assembly whilst maintaining an equivalent weight to the existing road car. When this package is combined with further improvements to suspension and bodywork, it produces a fantastic looking car with great track potential.

The car has been taken from concept to reality in only six months and I thank all our engineering partners and the staff at Lotus who have worked so hard on this fantastic project.”

As the Lotus Sport Exige is, at present, a one-off race car, a price cannot be given for the racecar package.

The Lotus Sport Exige is directly developed from the road-going Lotus Exige that was unveiled at the Geneva Motorshow in 2004. The heart of the Sport Exige is the bonded and extruded Aluminum Chassis, the technology for which was first introduced in the Lotus Elise in 1995. The Exige chassis, which is also used in the Lotus Elise 111R, is the latest development of this award winning structure and weighs 68kg and has a torsional stiffness of 10500 Nm/degree. Made up of 25 separate extrusions, and bonded with an epoxy adhesive, the chassis in the Lotus Sport Exige is an exceptionally stiff, strong and lightweight structure. This Lotus technology is so world-leading that it has been used on other non- Lotus products including high performance production front-engined V12 and V8 GT cars.

An FIA approved 8-point roll cage has been bolted to the chassis, prior to the bodywork being fitted.

Double wishbone front suspension is mounted to the same suspension hard points as the road-going Lotus Exige, whilst the rear suspension picks up to a revised rear sub frame. However, being a full race car, there is adjustment for ride height, camber and castor, as well as adjustable front and rear anti-roll bars. Coil springs are mounted over O’hlins ST44 3-way adjustable dampers front and rear.

Lightweight “Z-Preg.” carbon fibre bodywork was specially manufactured for Lotus by RTN, the team responsible for the Le Mans winning Bentley. These panels (front clam, “A” panel, body side and sill, roof, engine cover and rear clam) have been made using an innovative low temperature curing process. The moulds were taken directly from the Sport Exige styling “clay” and the resulting carbon fibre panels are race-ready without having to rely on the costly tooling process used in current carbon fibre technology. This is thought to be the first time that this technology has been used on such large carbon fibre panels.

An aerodynamically developed front splitter, carbon fibre rear diffuser and an adjustable carbon rear wing provide increased levels of down force. The interior of the Lotus Sport Exige is similar to the standard Exige, but the standard road car wiring harness is replaced with a full Raychem 25 system incorporating Mil-spec connectors from Beru Formula 1 Harnesses. Conventional fuses are replaced with circuit breakers, and a Stack display with integrated data recording is fitted as standard.

A racing bucket seat (driver side only) is mounted as right hand drive to optimise weight balance through right hand corners (most circuits run clockwise). A six-point seat belt, prepared for using HANS Safety System, and a removable steering wheel (with quick-connect coupling) is included in the interior package.

The composite energy absorbing crash structure used on the standard road cars is also carried over to the Lotus Sport Exige. This glass fiber composite structure, around five times more energy absorbing than the equivalent steel component, also houses the larger water radiator and provides efficient cooling and air ducting over the carbon front clamshell.

A 100 liter FT3 safety fuel cell (with quick refueling system) is mounted behind the driver and in front of the engine (as with the road-going Exige). A fully plumbed in electrical fire extinguishing system completes the body package.

AP Racing provides the non-ABS braking system, which includes the pedal box (with brake balance bar and cylinders). AP Racing also provides the powerful six piston brake calipers at the front and four piston brake calipers at the rear. These calipers are mated to vented discs (344 mm diameter at the front and 330 mm diameter at the rear).

Ultra lightweight OZ Racing Chrono single-piece cast magnesium rims (8.8J x 17 ET40 at the front and 11.25J x 18 ET50 at the rear) are shod with Yokohama tires (250/610-17 at the front and 280/650-18 at the rear).

A narrow angle V6, 2,998 cc Swindon Racing Engines tuned GM racing engine is mounted longitudinally in the Lotus Sport Exige. The naturally aspirated 24-valve engine produces 400 hp (296 kW or 405 PS) at 7,750 rpm and 294 lb.ft (398 Nm or 40.6 kg/m) of torque at 6,500 rpm and has a maximum engine speed of 8,250 rpm. When the light weight of the Lotus Sport Exige is taken into consideration, the power to weight ratio is a phenomenal 470 hp / tonne (0.351 kW/kg or 476 PS/tonne). The engine itself weighs 157 kg.

Breathing is via an F1-style air box and air snorkel from the roof panel of the Sport Exige directly into the six carbon fiber air trumpets.

The dry-sump engine, with a bore of 86 mm and stroke of 86 mm is water cooled and also uses an oil-water heat exchanger to efficiently cool the oil. The whole engine is controlled by a Motec M600 electronic engine management system fitted inside the cockpit.

The power is transferred from the engine to the rear wheels via a single mass stepped flywheel, AP Racing twin-disc cerametallic race clutch and Hewland NLT sequential six-speed dog type transmission (with in-line shift mechanism). The gearbox itself is cooled through an oil-water heat exchanger. A limited slip differential (separate power and brake ramp angles) completes the power train package.

The one-off race car has been designed by Barney Hatt (Principal Designer for Lotus Design), under the direction of Russell Carr (Chief of Design). Taking the already aerodynamic road going Exige, Hatt designed the Lotus Sport Exige with the requirements to carry the design of the Exige and the brand attributes of Lotus into a competitive race car.

Russell Carr explains the work needed to design the Lotus Sport Exige: “The objective was to create a dramatic design and to take into account aerodynamic criteria to produce a race car that was not only competitive but also stunningly good looking. General motors port regulations also had to be adhered to so the fact that the resulting race car looks like a natural competition evolution of the road going Exige is a testament to the purity and effectiveness of the original design.”

The Lotus Sport Exige is slightly longer (350 mm) and wider (100 mm) than the road-going Exige to accommodate the larger engine, wider track, longer wheelbase and to optimize the aerodynamics. The length is mainly from the cockpit rearwards but the short rear overhang design of the road-going Exige is maintained.

• Narrow (56°) angle V6 engine, water-cooled
• 2,998 cc, stroke 86 mm, bore 86 mm.
• Max. power: 400 hp (296 kW or 405 PS) at 7,750 rpm
• Max. torque: 294 lb.ft (398 Nm or 40.6 kg/m) at 6,500 rpm
• Max. rpm: 8,250 rpm
• Four valve technology
• Oil-cooler (oil-water heat exchanger)
• Dry-sump lubrication
• SRE Multi-roller barrel throttle bodies
• F1 style air box and air snorkel
• Motec M600 electronic engine management system
• Required fuel quality: 98 octane super unleaded
• Race exhaust: multiple pipe manifold, open exhaust
• No catalytic converter

• Hewland sequential six-speed dog type transmission, straight cut gears
• In-line shift mechanism
• Gear ratios: Crown wheel & pinion gear 9:35
– 1st gear 12:36
– 2nd gear 15:33
– 3rd gear 18:30
– 4th gear 20:26
– 5th gear 24:26
– 6th gear 26:24
• Oil-water heat exchanger
• Single-mass flywheel
• AP Racing twin-disc cerametallic race clutch
• Limited slip differential (separate power and brake ramp angles)
• Rear-wheel drive

• RHD race vehicle developed from Lotus Exige road car
• Lotus bonded aluminum chassis and composite crash structure
• Bolted on 8-point roll cage (in accordance with FIA-Regulations 2004)
• Three-point AP Racing air jack system

• Weight optimized and widened Exige
• Lotus Design RTN “Z-preg.” carbon fiber bodywork
• Aerodynamically developed front splitter and rear diffuser
• Adjustable carbon rear wing
• Racing bucket seat (driver side only)
• Six-point seat belt, prepared for using HANS Safety System
• Removable steering wheel (with quick-connect coupling)
• Electrical fire extinguishing system
• 100 liter FT3 safety fuel cell with quick refueling system
• Total weight of bodywork excluding doors ~ 44 kg

• Double wishbone front suspension with spherical bearings
• Adjustable front anti-roll bar
• Non-PAS
• Double wishbone rear suspension with spherical bearings
• Adjustable rear anti-roll bar
• O’hlins ST44 3-way adjustable dampers
• Coil over damper springs front and rear
• Suspension adjustable for ride heights, camber and castor

• Non-ABS system
• AP Racing pedal box with brake balance bar and AP Racing cylinders
• Aeroquip style brake lines
• Front AP Racing six piston brake calipers
• AP Racing vented discs diameter: 344 mm
• Aluminum disc bells, race brake pads
• Rear AP Racing four piston brake calipers
• AP Racing vented discs diameter: 330 mm
• Aluminum disc bells, race brake pads

• OZ Racing Chrono single-piece cast magnesium rims:
• F – 8.8J x 17 ET40
• R – 11.25J x 18 ET50
• Yokohama tyres
• F – 250/610-17
• R – 280/650-18
• Single central wheel nuts with locking device

• Motec M600 engine management
• Stack display with integrated data recording
• Raychem 25 system wiring looms and Mil spec connectors
• Red Top battery: 12 Volt, 50 Ah
• Twin Bosch fuel pumps with change over switch
• Floor mounted carbon fiber center switch console
• Circuit breaker switches (no fuses)
• 120 Ah Alternator

While the GTC boasts output up to 200 hp and a top speed up to 234 km/h, its striking design includes sporty proportions, a sleek silhouette with an arched, sloping roofline and pronounced tapering of the front and rear overhangs. Its body is 15 mm lower, magnifying the car’s powerful look. The expressively designed body is completely new – only the hood and front fender were taken over from the five-door Astra. The GTC’s unique character is accentuated by an optional panorama windshield – offered for the first time in a production model – which extends from the hood up to the B-pillar and creates a whole new sense of space and visibility. The panorama windshield makes its world premiere in the GTC and is available beginning in April.

The Astra GTC’s dynamic looks turn into action on the road, thanks to its specially tuned IDS chassis (Interactive Driving System) with ESPPlus, traction control and ABS brake system with brake assist. The adaptive chassis system IDSPlus, with electronic damping control (CDC – Continuous Damping Control) and the networking of all electronic chassis systems, is available as an option. With IDSPlus, GTC drivers can also activate a sport set-up at the touch of a button located in the cockpit. This regulates damper adjustment as well as accelerator-pedal and power steering response. In conjunction with automatic and Easytronic transmissions, gear shift points are also modified.

At market launch, the Astra GTC comes with a wide range of fuel-efficient and powerful ECOTEC engines to choose from: five gasoline units (1.4 – 2.0-liter displacements, 90 –
200 hp) and four CDTI common-rail turbo-diesel engines (1.3 – 1.9-liter displacements,
90 – 150 hp). Both the 2.0-liter top-of-the-line power unit, with output of 147 kW (200 hp) and the 1.9 CDTI diesel with 110 kW (150 hp) are a perfect fit to the Astra GTC’s dynamic character. These two engines come with a six-speed transmission and are really fun to drive. The 200 hp Astra GTC Turbo sprints from zero to 100 km/h in just 7.8 seconds and reaches a top speed of 234 km/h. The 150 hp 1.9 CDTI is among the most powerful diesel engines in the compact class. The unit develops maximum torque of 320 Nm at only
2000 rpm, has a top speed of 210 km/h and goes from zero – 100 km/h in 8.9 seconds.

All ECOTEC engines comply with the Euro 4 emissions standard, and the two more powerful CDTI diesel units are also available with an optional maintenance-free diesel particulate filter (DPF). Innovative TWINPORT technology, for the Astra GTC’s 1.4-liter
and 1.6-liter four-valve gasoline engines, is a further plus for the environment, reducing fuel consumption by up to ten percent under normal driving conditions. All gasoline engines up to 1.8-liter displacements and the 1.7 CDTI come standard with a five-speed manual transmission, while the 1.3 CDTI, the two 1.9 CDTI turbo-diesels and both 2.0-liter turbo gasoline units are delivered ex-works with a six-speed transmission (optional for
1.7 CDTI). Easytronic automated five-speed manual transmission (1.6-liter gasoline models) or a four-speed automatic (1.8-liter gasoline models) are available on request.

The new GTC is offered in four model lines – besides the entry-level version these are Edition, Sport and Cosmo. Standard equipment includes the comprehensive SAFETEC safety system with IDS chassis including ESPPlus, TCPlus, ABS and brake assist as well as front, thorax/pelvis side and head curtain airbags. SAFETEC also features de-coupling pedals (PRS – Pedal Release System), active head restraints in front and three height-adjustable head restraints in the rear. All GTC versions also boast comfortable features like Easy Entry and memory function for the front seats, adjustable and heatable power exterior mirrors, power windows, cruise control, remote-control central locking, a pollen filter and 16-inch wheels.

The new Astra GTC owes its unique, powerful look to its sporty proportions (length/width/
height: 4290/2033/1435 millimeters). The dynamic, V-shaped front end with the Opel logo on a crossmember in the radiator grille, along with the characteristic crease flowing from the hood into the passenger cabin to the rear, clearly identify the GTC as a member of the Astra family. V-shaped tapering much more pronounced than the five-door model’s, the newly designed bumper, a modified radiator grille and larger air inlets give the GTC an individual and unmistakable face. Although the front appears wider, thanks to a reduced frontal area and a slightly improved drag coefficient (cD =0.32), the GTC is roughly four percent more aerodynamic (cD x A = 0.66 m2) than its five-door counterpart.

The newcomer is no less distinctive from the rear. Here lamps consisting of two blocks mounted on chromed surfaces are among the GTC’s striking features. The chromed surfaces magnify the taillights, making them even more clearly visible to drivers approaching from behind.

The Astra GTC’s profile is dominated by its broad shoulders and strongly contoured side sills, as well as the characteristic arched sloping roofline. Together with the angular rear side windows, this creates a particularly taut profile. All this is further underscored by black B-pillars, which blend in with the side windows, giving the impression of a single uniform surface.

The GTC achieves its sporty look without compromise in terms of everyday functionality and spaciousness. Thanks to a sporty low seating position, headroom is only slightly less than in the five-door model. The GTC has the same wheelbase (2.61 meters) and luggage compartment volume (380 liters) as the five-door Astra. The rear seat backs can be folded down in a 60:40 split (optionally 40:20:40) for more flexible use of interior space. Even though the designers snugly pulled in the side windows to give the body-shoulder more tightness, the GTC seats three adults in the rear.

The new GTC is manufactured in the Belgian Astra plant in Antwerp. Like the other two Astra plants, located in Bochum (Germany) and Ellesmere Port (England), these production facilities were modernized at a total investment volume of one billion euro, to also ensure the carmaker’s high quality standards for the newest Opel model.

The fact that GTC buyers – like all Opel customers – get a top-quality product is underlined by the two-year manufacturer’s warranty that Opel offers instead of the customary compulsory version. Opel also grants a 12-year anti-perforation warranty.
Cost of ownership is further minimized by high value retention, long service intervals, low maintenance volumes and service-friendly design.

For 2005, production of the Astra GTC is planned at a capacity of around 60,000 units. Opel´s marketing experts expect that the GTC will make up 13 to 16 percent of total Astra sales, depending on the country.

* Unique Astra variant with expressive styling
* Sporty proportions, a sleek silhouette and muscular shoulders
* World premiere: Panorama windshield creates new sense of space and visibility

With its expressive and decidedly dynamic design, the GTC is the most dramatic interpretation yet of the Astra´s design language. It is the third model in Opel’s new-generation compact class, following the five-door hatchback and the station wagon. Its most notable features are its sporty proportions (length/width including exterior mirrors/
height: 4290/2033/1435 millimeters), its short looking overhangs, and, most important of all, the muscular shoulders and the sleek silhouette, making the GTC look as if it’s crouched and ready to leap.

The GTC’s unique position within the Astra model line is emphasized by the fact that all the body parts except the engine hood, front fenders, headlights, door handles and mirrors are new. Even stronger proof is that the new three-door Astra is the first production model with a “panoramic windshield”. Opel exhibited a similarly attractive windshield back in the spring of 2003 on the “GTC Genève” study at the Geneva Motor Show.

The more extreme tapering in of the front and rear ends is one feature that adds emotion to the GTC’s interpretation of the Astra’s formal idiom, with its harmonious combination of taut surfaces and striking lines. The GTC’s body is 41 mm longer than the five-door Astra, which in combination with its sleek silhouette makes it look even more athletic. The lightness of the delicate roof is a formal element, and an optical illusion is achieved at the same time: The bumper lines, which extend over the car’s entire width, and the slimmer radiator grille make the engine hood look wider. In fact, the GTC has a slightly smaller frontal area and a lower drag coefficient (cD = 0.32) resulting in around four percent better aerodynamics (cD x A = 0.66 m2) than the five-door model´s.

Another characteristic styling element of the GTC is its arch-shaped, falling roof line. In combination with the windows, which come to a point at the rear, it gives the styling with extra tension when seen from the side. The stretched, elegant windows look as if they were made in one piece. This impression is created by the GTC’s black B pillars. In addition to the shoulder, which dominates from every perspective and no matter where the light comes from, the powerful modeled sills are striking elements when looking at the car from the side. They make the center of gravity of the lowered body look even lower.

The GTC achieves its sporty look without compromise in terms of everyday functionality and spaciousness. Thanks to a sporty low seating position, headroom is only slightly less than in the five-door model. Moreover, the GTC has the same wheelbase (2.61 meters) and luggage compartment volume (380 liters) as the five-door Astra. The rear seat backs can be folded down in a 60:40 split (optionally 40:20:40) for more flexible use of interior space. Even though the designers snugly pulled in the side windows to give the body-shoulder more tightness, the GTC seats three adults in the rear. Rear legroom is 890 mm. Everybody who travels in a GTC feels as if they are wearing a sporty, tailor-made suit, due largely to the slightly increased slope of the windows and the lower seat position.

The new Astra GTC also features very dramatic rear end styling. This is emphasized by the roof, which is shorter and drawn in significantly more than on the five-door Astra, and by the striking rear lights. These are one of the GTC’s unmissable highlights: they wrap around a long way toward the front, combining the rear and side graphic elements with the roofline on both sides. The light units consist of two colored blocks (anthracite at the top, red at the bottom) and look as if they float freely under a transparent glass cover. The special highlight here is that the chrome surface underneath the three-dimensionally shaped blocks makes them look slim and enlarges the light surface like a mirror at the same time. This improves the visibility of the flashers, brake lights and other lights for those who drive behind the GTC.

Despite all these unique features, the GTC is clearly recognizable as a member of the dynamic, successful Astra family. The V-shaped front end, the Opel “lightning flash” positioned on a chrome bar on the radiator grille and the “crease” are shared characteristics. The prominent crease quotes a classic Opel styling element, extending from the hood to the interior and then to the rear end like a continuous thread.

Like the other Astra models, the new GTC’s interior features dynamic shapes, high-quality surface ‘feel’ and top-quality materials. A whole new sense of space is provided by the optional panorama windshield (start of production: April 2005), implemented for the first time on a series-production car and available exclusively for the GTC.

The driver and front passenger enjoy a view as if from a sport airplane’s cockpit – almost limitless freedom when looking out of the car. The 1.50 meter long and 1.16 meter wide windshield, made of heat-insulating Solar Protect glass, seamlessly extends from the hood up into the roof as far as the B-pillar, without any cross-beam to obstruct the view. This panoramic view makes driving in the mountains or in a brightly illuminated big city at night a very special experience for all the GTC’s occupants.

At daytime, a sophisticated shading system protects occupants – in addition to the Solar Protect glass – from too much sun. The stepless adjustable system is located in a space-saving fashion under the steel roof, is extremely easy to operate and includes two fold-out sun visors.

The panorama windshield is also an eye-catcher from outside, as it flows into the adjacent, black laquered steel roof, creating a visually integrated surface.

• Top speeds of up to 234 km/h and 0 – 100 km/h acceleration in 7.8 seconds
• Choice of nine diesel and gasoline engines with power outputs of up to 200 hp
• TWINPORT and Common Rail technologies reduce fuel consumption

The two top-of-the-line engines available for the GTC are the perfect match for the dynamic, sporting properties of the most athletic Astra model: The 200 hp 2.0-liter Turbo gasoline engine and the 150 hp 1.9 CDTI – one of the most powerful diesel engines in its class. The big range of state-of-the-art diesel and gasoline engines proves that the Astra GTC is not only made for drivers interested in ample power but is also an attractive offer for all other customers, thanks to its expressive styling. All nine ECOTEC engines have four cylinders with four valves per cylinder, comply with the Euro 4 exhaust emission standard and combine high performance with low fuel consumption.

The top-of-the-line 147 kW (200 hp) engine makes the new Astra GTC one of the fastest cars in the compact segment. The 2.0-liter turbocharged gasoline engine enables maximum speed of 234 km/h and 0 to 100 km/h acceleration in just 7.8 seconds. For the sprint from 80 – 120 km/h in fifth gear the 200 hp GTC Turbo needs only 0.1 seconds longer. This superb elasticity is due to the torque characteristic: 250 Nm are available over a broad rev band from as low as 1950 min-1 and the peak value of 262 Nm is reached at 4200 min-1. The ECOTEC Turbo offers this performance at moderate fuel consumption of 9.3 liters per 100 kilometers.

The 125 kW (170 hp) version of the modern 2.0-liter Turbo engine also offers lots of acceleration and pulling power while consuming even less fuel (9.0 liters per 100 km). Maximum torque of 250 Nm is provided between 1950 and 4000 min-1. The 170 hp
Astra GTC accelerates from 0 to 100 km/h in 8.5 seconds and has a maximum speed
of 220 km/h.

Both 2.0-liter engines feature Opel’s typical turbo technology, which combines the exhaust manifold, turbine housing and other components into a single module to save space and weight. The engines are supplied as standard with a six-speed manual gearbox.

The third gasoline engine option is the 1.8-liter 92 kW (125 hp) ECOTEC unit with a maximum torque of 170 Nm. It is combined with a five-speed manual gearbox as standard, a four-speed automatic transmission is available as an option. The performance and consumption figures for the Astra GTC 1.8 are: Top speed of
200 km/h (190 km/h with automatic transmission), acceleration from a standstill to
100 km/h in 10.7 seconds (11.7 s) and a fuel consumption of 7.7 liters per 100 kilometers (8.1 liters/100 km).

Innovative, fuel-saving TWINPORT technology is the key to the particularly low fuel consumption and good performance of the two other gasoline engines available for the GTC. TWINPORT was developed specifically for four-valve gasoline engines with displacements of up to 1.6 liters and reduces fuel consumption by up to ten percent in real-life conditions with the help of a variabl

The 1.6 TWINPORT engine has a power output 77 kW (105 hp) and delivers maximum torque of 150 Nm. In combination with the standard five-speed manual gearbox, the Astra GTC 1.6 TWINPORT requires 6.6 liters of fuel per 100 kilometers. It accelerates from a standstill to 100 km/h in 12.2 seconds and its maximum speed is 187 km/h. This engine is also available with the Easytronic five-speed automatic-shift gearbox, which reduces fuel consumption to 6.5 liters per 100 kilometers. For dynamic driving styles, Easytronic has a special sport program with all the shift points moved up into the upper, more powerful engine speed range for more dynamic shifting.

The 66 kW (90 hp) 1.4-liter TWINPORT unit with a maximum torque of 125 Nm has even lower fuel consumption, at 6.3 liters per 100 kilometers. The performance figures for the Astra GTC 1.4 TWINPORT, which is always combined with a five-speed manual gearbox, reaches a top speed of 180 km/h and accelerates from 0 to 100 km/h in 13.6 seconds.

The four common rail turbo-diesel engines for the GTC, which all comply with the Euro 4 exhaust emission standard, show that powerful but economical diesel engines are becoming a more and more important factor at Opel. The two most powerful CDTI units are available with an optional, maintenance-free diesel particulate filter (DPF) system that runs without additives.

The top-of-the-line GTC diesel engine is the 110 kW (150 hp) 1.9 CDTI that develops a maximum torque of 320 Nm between 2000 and 2750 min-1. It comes with a six-speed manual gearbox as standard, enables maximum speed of 210 km/h and 0 to 100 km/h acceleration in 8.9 seconds. Fuel consumption is as low as 5.8 liters per 100 km.

The 88 kW (120 hp) version of the state-of-the-art CDTI turbo-diesel has the same low fuel consumption, high dynamics and smooth running characteristics, which is mainly due to the latest-generation common rail multiple injection. The 120 hp 1.9 CDTI provides maximum torque of 280 Nm between 2000 and 2750 min-1 and accelerates the Astra GTC from a standstill to 100 km/h in 10.5 seconds and to a maximum speed of 193 km/h.

The 74 kW (100 hp) 1.7-liter CDTI is equipped with a variable turbo-charger and delivers maximum torque of 240 Nm. It accelerates the Astra GTC from 0 to 100 km/h in
12.2 seconds and enables maximum speed of 182 km/h. Fuel consumption is 5.0 liters of diesel per 100 km. The 1.7 CDTI comes with a five-speed gearbox as standard, and a six-speed manual gearbox is available as an optional extra.

The entry-level diesel engine is a newly developed 1.3 CDTI with 66 kW (90 hp) and maximum torque of 200 Nm. The state-of-the-art CDTI unit featuring latest-generation common rail multiple injection and a variable turbo-charger enables a top speed for the Astra GTC of 174 km/h and 0 – 100 km/h acceleration in 13.6 seconds. The Astra GTC
1.3 CDTI needs only 4.8 liters of diesel per 100 km and comes with a six-speed gearbox as standard.

* Unique in the compact class: IDSPlus system with electronic damping control
* Sporty: GTC with lowered body and modified suspension
* Helpful: Many additional functions for more active safety and comfort

Exceptional agility, driving safety and great comfort – these were the most important criteria for Opel’s engineers when they chose the suspension settings for the new Astra GTC. In accordance with its positioning as the most expressive and dynamic model in the new-generation Astra line, the GTC has been designed to convey its qualities not only visually, but also in every aspect of its road behavior.

In order to emphasize the third Astra generation’s dynamic lines and proportion even more, the body has been lowered by 15 millimeters compared to the five-door hatchback by shortening the springs. The next step the engineers took was to modify the spring and shock absorber ratings. Depending on the engine, they increased the spring rate by four or five rate points. Opel’s suspension specialists also tuned the dampers to make them slightly firmer. The GTC, which comes with 16-inch wheels as standard, feels even more sportive, with more responsive steering and less body roll than the five-door Astra. This enhanced sports character was not achieved by an inappropriate decrease in comfort – the GTC reaches approximately the same level of ride comfort as the five-door model with the optional sports suspension.

The ideal starting point for the GTC’s fine tuning was the new model generation’s IDS suspension (Interactive Driving System), which has been much praised by experts and Astra drivers. In addition to the ESPPlus electronic stability program, the TCPlus traction control, ABS anti-lock brake system and the fuel-saving EHPS Electro Hydraulic Power Steering, it has MacPherson front suspension struts and a hydro-formed suspension sub-frame with decoupled support bearings and weight-dependent spring rates, both of which increase ride comfort. The rear wheels are located by a specially adapted torsion crank axle of double-walled U section. This design combines the advantages of conventional twist-beam rear axles such as low space requirement, low weight, and high resistance to camber angle changes with scope for exact tuning to the specific requirements of different cars within a model line.

A 15-inch brake system (16-inch on models with more powerful engines) with disks at on all wheels ensures good deceleration values in all driving situations. In case of an emergency stop, a Brake Assistant boosts brake pressure and keeps stopping distances to a minimum.

In addition a special sport chassis is available for the Astra GTC, featuring a rear axle tuned for maximum dynamics. The IDS sport chassis is standard on the GTC Sport and can be ordered for all engines with a power output of 74 kW (100 hp) or more. It is always combined with the so called SportSwitch (see below).

While the GTC’s basic suspension already offers exemplary road behavior, the adaptive IDSPlus suspension system available as an optional extra for the new Astra generation sets new and even higher standards in road dynamics and active safety. Numerous high-tech solutions make this possible, including networking the sensors and control units of all the road dynamics systems together to create an integrated suspension control system. The various control units are networked via three innovative CAN bus systems (Controller Area Network) with a data transmission rate of 500 kilobits per second.

An essential element of the IDSPlus concept is the CDC (Continuous Damping Control) system, which used to be available only for exclusive luxury and sports cars before its introduction in the compact car category on the new Astra. CDC adjusts the characteristics of the four shock absorbers, which are controlled by solenoid valves, steplessly and continuously to match road conditions, vehicle movements and driving style. The controlled damping always offers the highest possible ride comfort, improves wheel grip in all driving situations and helps reduce braking distances.

The driver more agile suspension settings with an extremely active driving characteristic can be selected from the driving seat with the SportSwitch (standard with IDSPlus and on the GTC Sport). Activating the sports mode influences the shock absorber settings (only on IDSPlus), steering and accelerator pedal response and the shift points for the automatic transmission or Easytronic automated-shift gearbox. The driver can also choose to switch off ESPPlus.

Opel’s engineers have developed even more functions for the new Astra generation which are genuinely useful for everyday driving situations and increase active safety even further. They include:

* Understeer Control Logic (UCL): In an understeer situation, speed is decreased by releasing the accelerator first, then braking both front wheels. When the ESP control range is reached, brake pressure decreases at the outer front wheel and increases at the inside rear wheel until the car is back on the chosen line.
* Hill-Start-Assist (HSA): This system makes driving off on uphill gradients more convenient and prevents the car from rolling back without having to apply the handbrake. Brake pressure is held for 1.5 seconds after releasing the brake pedal so that the driver has ample time to select a gear and push down the accelerator pedal. The brake pressure is released as soon as sufficient drive torque is detected.
* Tire Pressure Monitoring System (TPMS): This system detects tire pressure deviations to an accuracy of 0.1 bar, using a special sensor in every wheel and – a worldwide first – the DDS function. The signals are sent to a central receiver inside the car, with the tire pressure value visible on the on-board computer display. If the tire pressure is 0.3 bar below a predetermined value, a warning message appears.
* Deflation Detection System (DDS): With the help of the wheel speed sensors, a warning lamp notifies the driver if a wheel’s rolling circumference decreases as a consequence of a drop in tire pressure, which would cause that wheel to rotate faster than the others. The system is designed so that the warning occurs when approximately 30 percent of the pressure has been lost. As the DDS system does not require special tire sensors, it complements the Tire Pressure Monitoring System, for instance if winter tires with no TPMS sensors are fitted.

Numerous crash simulations and real tests show that the innovative panorama windshield system in no way impairs safety or stability. All results confirm that there are no noteworthy differences to the steel roof three-door model, thanks to the GTC’s rigid A and B-pillars, an additional crossmember in the middle of the roof and the sturdy floor assembly. All tests regarding body rigidity had similar positive results.

A highly rigid, deformation-resistant body forms a basis for the safety of the third-generation Astra and therefore of the new Astra GTC. These features create an equally strong foundation for the comprehensive SAFETEC safety system, which has received high praise from an independent source: During crash tests carried out by the Euro NCAP (European New Car Assessment Program) consumer protection organization, the five-door Astra was awarded the maximum five-star ranking for occupant protection.

The well thought-out SAFETEC concept is based on the interaction of all standard active and passive safety features, including the following:

* IDS chassis (Interactive Driving System) with ESPPlus Electronic Stability Program and TCPlus traction control
* ABS with brake assist, CBC Cornering Brake Control and four disk brakes
* Front and thorax/pelvis side airbags for driver and front seat passenger, head curtain airbags in front and for outer rear seats
* Active head restraints in front, height-adjustable
* Three height-adjustable head restraints in rear
* Three-point safety belts for all seats, height-adjustable in front
* Belt force limiter and pyrotechnical belt buckle pretensioners in front
* Side impact protection
* Safety steering column (height and reach-adjustable)
* Automatic release safety pedals PRS (Pedal Release System)
* Mountings for ISOFIX child’s seat system on outer rear seats
* Automatic activation of hazard warning blinkers and unlocking of doors after airbag or belt tensioner is triggered.

Driving safety is improved even more with innovative technologies that were never available in this quantity in the compact car segment before the start of the new generation Astra. Of particular note are the IDSPlus chassis system with electronic damping control and the networking of all dynamic driving systems and the steering-linked AFL-headlamp system (Adaptive Forward Lighting) with bi-xenon lamps and dynamic curve and adaptive highway light functions. Other important safety features include the automatic ALC (Automatic Lighting Control) low-beam headlight system, a rain sensor, the Quickheat heating system that prevents windows from fogging over again when the ice has been scratched off and heats the interior faster, and TPMS (the Tire Pressure Monitoring System).

* Production plants have been extensively modernized for the new model generation
* Astra’s excellent value retention underlines its high quality and pays off for the customer
* Repair-friendly design, affordable insurance grouping

Improving the quality of their products has been a top priority for Opel in recent years, and this systematic process is paying off, as confirmed by the excellent results achieved by Opel models in numerous competitive tests and independent quality surveys.

In the latest quality report published in the German car magazine “AUTO BILD”,
Opel is rated the best German and European manufacturer. The quality report is published twice a year and is regarded as the most comprehensive survey of its kind. It contains evaluations of the 20 leading car brands’ long-term quality, reliability and customer satisfaction in Germany. In addition to a representative survey among some 25,000 drivers, the assessment includes the results from seven million TÜV (German Technical Inspection Organization) tests, manufacturers’ workshop and service quality, their warranties and AUTO BILD’s own long-term test experiences.

The result of the German J.D. Power customer satisfaction study is also very positive: Opel gained a CSI value (Customer Satisfaction Index) of 79.0 percent – above the average of all other brands. It is particularly pleasing that the previous Astra generation had a CSI of 80.1 percent, making it the German compact model with the best ranking.

The new Astra generation will no doubt be even more successful, and each of the new GTC models will contribute to this. GTC production started at the beginning of the year in the Astra plant in Antwerp (Belgium), where it is built alongside the five-door hatchback and the station wagon. The planned production volume for the GTC is 60,000 units in 2005.

Like the entire Astra model line, the GTC satisfies the highest quality, reliability and longevity demands. This is based on the new model generation’s solid design and the extensively modernized production facilities: GM/Opel have invested a total of one billion Euro for this purpose in the Astra plants in Bochum (Germany), Ellesmere Port (England) and Antwerp. Furthermore, quality management within the GM/Opel production system was further improved, staff underwent intensive training and a number of strict quality checks were added to the manufacturing process.

The two-year manufacturer’s warranty for new cars that Opel offers in place of the legally required, basic guarantee underlines the fact that GTC drivers, like all Opel’s customers, buy a high-quality car.

Astra buyers also make the right choice in terms of “re-sale value”. Thanks not least to its excellent retention of value, the Astra is at the top of its segment. Just weeks after the new model line had been introduced, the Eurotax Schwacke market observation company, for instance, forecast a remaining value of 51 percent of the purchasing price after 36 months and a mileage of 60,000 kilometers.

The new Astra GTC not only has excellent resale value – cost of ownership is minimized by low fuel consumption, long service intervals and minimum maintenance requirements, too. The inspection is due only after up to two years or up to 30,000 or 50,000 kilometers for gasoline- and diesel-engined models respectively. Customers also benefit from the Astra’s repair-friendly design and the resulting low workshop costs and short standstill times. Other advantages, like the possible replacement of damaged parts individually and the use of bolted rather than welded joints in many crash-relevant locations also pay off for the customer in the form of advantageous insurance premiums. Those for the five-door Astra, for instance, are as much as 20 percent lower than those for its predecessor. Insurance experts have signaled that similar rates will be offered to GTC owners.

* Individual: Every model has its own distinct character
* Customer-oriented: Practical packages and many sensible extras
* Helpful: Many practical functions make everyday driving easier

Tailor-made Offer with Four Model Lines
With its choice of powerful engines, agile suspension and expressive styling, the new GTC is a perfect example of the new dynamics now to be found in the compact car category.
In addition to the entry-level version, the GTC is also available in the Edition, Sport and Cosmo model lines. These four lines differ in their optical and functional details and each has its own character (see the detailed overview at the end of this chapter). This customer orientation makes it easy for GTC buyers to find the version that best meets their requirements and personal tastes.

All Astra GTC versions feature extensive standard equipment including the exemplary SAFETEC safety system and many items that enhance comfort and convenience, such as electrically adjustable, heated outside mirrors, power windows with anti-trap protection, an Easy Entry system for the front seats with memory function, cruise control, tinted windows, a height and reach adjustable steering column, electro-hydraulic power steering, seat height adjustment for the driver and a central locking system with radio-operated remote control. Standard equipment also includes another convenient function: The “Follow-Me-Home” light keeps the headlamps on for 30 seconds in a dark drive or garage, for instance, after the occupants have left the car. The Astra GTC Edition, Sport and Cosmo feature in addition air conditioning and an audio system with CD player.

Functional features, which are also available separately, and around 50 other optional extras offer further scope for customizing. In addition, buyers can benefit from price advantages when ordering from the choice of equipment packages. And: Optional extras for the GTC include a range of innovative technologies that were never available in this quantity in the compact car segment before the start of the new generation Astra.

Of particular note are the IDSPlus chassis system with electronic damping control and the networking of all dynamic driving systems and the steering-linked AFL-headlamp system (Adaptive Forward Lighting) with bi-xenon lamps and dynamic curve and adaptive highway light functions. Exclusively available for the GTC is a panorama windshield, having its world premiere in this new Astra model.

Here is an excerpt from available optional extras for the GTC:

* IDSPlus suspension with CDC electronic damping control
* IDS sports suspension
* Panorama windshield
* AFL Adaptive Forward Lighting including Bi-Xenon high-beam and low-beam headlamps, automatic headlamp beam angle adjustment, headlight cleaning system and fog lights
* Automatic Lighting Control (ALC)
* • TPMS Tire Pressure Monitoring System including a graphic info display and the DDS tire pressure loss monitoring system
* Hill-Start-Assist (HSA)
* Trailer Stability Program
* On-board computer with Check Control System
* Electronic climate control
* Rain sensor
* Leather upholstery and trim
* Quickheat heating system

Astra GTC buyers can also choose between state-of-the-art infotainment systems, which are known from the other Astra models, featuring many different functions and an intuitive operating concept. New is the DVD 90 Navi radio navigation system. In addition to the CD 70 Navi model, it provides a digital travel guide with a convenient search and select function and the major advantage that one DVD disk contains the map and navigation software for as many as 21 European countries.
Market and Model

* Shift: Modern three-door models outstrip traditional concepts
* Target group: Buyers value design, innovative technology and driving pleasure
* Planning: GTC expected to make up roughly one-sixth of total Astra sales

The compact class is changing: while traditional entry-level models designed according to the “five minus two doors” concept are losing market share, the so-called “modern three-door” sub-segment is steadily gaining popularity. This segment has significantly increased its share of the European compact three-door model market, from 28 percent in 1999 to 43 percent in 2003.

Buyers of the modern three-door are discerning, generally well-educated customers, who value expressive design, innovative technology and driving pleasure. And with its dynamic looks, state-of-the-art technology and wide range of powerful, fuel-efficient diesel and gasoline engines with outputs from 90 to 200 hp, these are exactly the new Astra GTC’s (Gran Turismo Compact) highlights. GM/Opel designers, engineers and marketing experts agree that all these elements add up to make the new GTC the most compelling and attractive model of the modern three-door generation.

Design, innovative technology and driving pleasure are among the key criteria in winning over car buyers in the modern three-door class. According to Opel marketing specialists, this premium-oriented segment includes cars such as the Alfa 147, the Audi A3 or the upcoming three-door BMW 1 series. In addition to the Audi A3 and the BMW 3 series Compact, models like the Renault Mégane Coach and Fiat Bravo were the first vanguards of this new, modern three-door class in the mid-nineties.

Models based on the traditional “five minus two doors” concept, on the other hand, are on the decline. Their share of the three-door segment in the hatchback compact class dropped from 72 percent or around 764,000 units in 1999 to 57 percent or about
420,000 units in 2003. One reason for this development is the increase of alternatives available to function-oriented car buyers over the past years.

These include models that have grown in size but are still referred to as small cars, as well as practical and versatile vans such as the Opel Meriva.

The Astra GTC offers high everyday functionality, too. For example, this sporty variant in the Astra model range has five seats and offers 380 liters (according to VDA norm) luggage compartment volume, just as much as the five-door Astra. It also features rear seat backs that fold down in a 60:40 split (optionally 40:20:40) for flexible use of interior space.

The GTC’s extensive standard equipment includes a wide range of comfort elements and the top-of-the-line SAFETEC safety system of the new Astra model range. In addition to the entry-level version, the new GTC is offered in three further model lines: Edition, Sport and Cosmo. Each version has a character of its own, thanks to distinctive visual and functional details.

Opel expects the Edition equipment line to top GTC buyers’ list, with a share of roughly
45 percent, followed by Cosmo with 25 percent. The trend toward high-end equipment
is also reflected in the choice of powerful engines. The four top-of-the-line gasoline and diesel engines – the 1.9 CDTI units with 120 and 150 hp, and the 2.0 turbo with 170 and 200 hp – are expected to have a share of 10 percent, four percent more than in the
five-door model in 2004. Roughly 35 percent of GTC buyers will choose the 105 hp
1.6 TWINPORT, with approximately 30 percent selecting the 1.7 CDTI, 100 hp unit.