RUF CTR3

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

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

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

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

RUF CTR3

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

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

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

RUF CTR3

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

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

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

RUF CTR3

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

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

RUF CTR3

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

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

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

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

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

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

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

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

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

Price
Euro 420,000.00

History of RUF

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

2008 Ford Mustang Shelby Cobra Gt500KR

2008 Ford Mustang Shelby Cobra GT500KR

Ford and Shelby Automobiles will soon launch the 2008 Shelby GT500KR — the most powerful Mustang to date. Inspired by the 1968 Shelby Cobra GT500KR, this “King of the Road” was originally slated to have 540 horsepower and 510 pound-feet of torque, but today Ford announced that the GT500KR will have 550 horsepower. No reason was given for the power increase.

At the New York Auto Show this year Ford will be unveiling the 2008 Ford Shelby GT500 KR “King of The Road” limited edition Mustang. The Shelby GT500 KR Mustang will feature a 540 horsepower 5.4L supercharged V8 with Ford Racing Power Pack upgrade, 3.73:1 rear axle ratio, short throw shifter and a beefed up suspension. The exterior of this beast will get a unique Carbon composite hood, 18-inch wheels and special 40th Anniversary badging along with GT500 KR striping.

2008 Ford Mustang Shelby Cobra Gt500KR

* Celebrating the fortieth anniversary of the original Shelby Cobra GT500KR, Ford and Shelby collaborate on a new ‘King of the Road’ Mustang with the 2008 Shelby GT500KR.
* Shelby GT500KR features an estimated 540-hp 5.4-liter supercharged V-8 with a Ford Racing Power Upgrade Pack, 3.73:1 rear axle ratio, short-throw shifter, and unique suspension tuning.
* Exterior design draws inspiration from the classic Shelby KR Mustangs and features unique carbon composite hood, wheels, and special 40th Anniversary badging and unique striping.
* Shelby GT500KR arrives in spring 2008 in an exclusive run of only 1000 units

Ford and Shelby Automobiles are at it again, this time in celebration of the fortieth anniversary of the 1968 Shelby Cobra GT500KR. To be unveiled at the 2007 New York International Auto Show, the 2008 Shelby GT500KR-the most powerful Mustang to date-will once again mark Mustang as ‘King of the Road.’

Forty years ago, at the 1967 New York Auto Show, Ford introduced the most powerful Shelby Mustang ever. Like every Mustang that bore the name ‘Shelby,’ the GT500KR carries with it its own unique story.

The 1968 Shelby Cobra GT500KR was a mid-year introduction, based on the 1968 Shelby GT500. Ford added ‘Cobra’ to the Shelby’s moniker to help usher in the beginning of a new performance era at the company. The Cobra name referred to the new 428 Cobra Jet V-8 that was planted under the KR’s custom fiberglass hood. It was the engine that would once again vault the Mustang to the head of the pack.

Ford conservatively rated the 428 CJ at 335-horsepower, but in reality it made more than 400-horsepower and 440 pounds-feet of torque. The KR model was also equipped with a modified suspension and was offered both in fastback and convertible models. Ford dealers sold 1,570 GT500KR models in 1968, 1053 fastbacks and 517 convertibles.

2008 Ford Mustang Shelby Cobra Gt500KR

While the name ‘King of the Road’ may have been the perfect fit for the world’s most powerful Mustang, it also provided Shelby the chance to steal the thunder from cross-town rival General Motors. As the legend goes, Shelby learned that GM was planning to introduce a high-performance model and call it ‘King of the Road.’

Since he had always wanted to use the name, and as one to never miss an opportunity, Shelby set his organization in gear, registering the name and designing new badging for the Cobra Jet-powered Mustang, christening it the GT500KR, and bringing Ford’s ‘King of the Road’ to market before GM ever got a chance to apply the name to their product.

Thoroughbred Pedigree
Just like its 1968 namesake, the 2008 Ford Shelby GT500KR builds on the strong foundation of the Shelby GT500. Packing 40 more horses under its custom-designed carbon composite hood, the GT500KR is the most powerful production Ford Mustang ever produced.

The modern Shelby Mustang line-up started with the 2007 Shelby GT500 coupe and convertible. With the recent launch of the 2007 Shelby GT, the 2008 Shelby GT500KR becomes the third production high-performance Mustang brought to market through the relationship of Shelby Automobiles and Ford. Ford and Shelby Automobiles also partnered up with Hertz to produce a special limited run of 500 Shelby GT-H “rent-a-racer” Mustangs available only for rent.

The 2007 Shelby GT500 has been one of the most successful vehicle programs in the 14-year history of Ford Special Vehicle Team (SVT) and that success has opened the door for more performance collaborations with Shelby Automobiles and Ford Racing. Working together, these three performance powerhouses are driving Mustang momentum on the street and on the racetrack. Dealers cannot keep the cars on their lots, customers are clamoring for more, and racers are bringing home championships.

Shelby Mustangs have already achieved some impressive highlights showcasing an enthusiast demand that is unmatched in the business:
# The first 2007 Shelby GT500 available to the public sold for $600,000 dollars at the 2006 Barrett-Jackson Collector Car Auction in Scottsdale, AZ benefiting the Carroll Shelby Children’s Foundation.
# 2007 Shelby GT VIN#1 also went for $600,000 at charity auction, this time at the 2007 Barrett-Jackson Collector Car Auction (and the winning bidder also took the opportunity to purchase VIN#2 at MSRP).
# Shelby GT-H coupes auctioned off to Ford dealers after completion of Hertz rental duty consistently average $50,000, with high auction bids of $90,000.

The Shelby GT500KR will be produced in an exclusive run of 1000 units and will begin arriving in Ford dealers in the spring of 2008.

Crowning the New “King of the Road”
Doug Gaffka, Ford SVT chief designer, and his team worked closely with Carroll Shelby and the Shelby team to make certain the new KR was crafted in the spirit of the original Shelby muscle car.

“This was a great effort between Ford and Shelby Automobiles,” said Gaffka. “The Shelby team and I were in constant contact melding Carroll’s classic design cues with some modern concepts and ideas and finessing them into the design of the new KR.”

Gary Davis, vice president of production and product development for Shelby Automobiles, played a key role in defining the look of the custom designed carbon composite hood for the GT500KR. His knowledge of the original GT500KR helped sculpt a modern interpretation of the original’s bulging hood scoop, a visual indication of the extra horsepower packed beneath it. The hood is secured by a pair of stainless steel, twist-down hood pins. The composite front valance houses a pair of chrome-trimmed, functional brake ducts to cool the large 14-inch, vented Brembo front brakes.

Side stripes are true to the original KR right down to the font used for the ‘GT500KR’ lettering, while the classic LeMans-style striping that races down the center of the car has been deleted between the leading forward edge of the hood scoops and the front of the hood, accenting the scoops and giving the KR its distinctive face. “That was Shelby’s idea,” said Gaffka. “It’s a special touch that adds some down-the-road differentiation. There will be no doubt that it’s a ‘King of the Road’ Mustang that’s filling up your rearview mirrors.”

The show car wears exclusive, Shelby-designed 20-inch, forged, polished aluminum wheels with special custom center caps, mounted on Pirelli rubber. Production models will arrive with an 18-inch version of the design.

Each KR model is identified by special 40th Anniversary KR badges on the fenders and grille, distinctive body colored mirror caps and Shelby lettering stretching across the front of the hood and along the rear portion of the deck lid. A special Shelby VIN tag is affixed to each vehicle, mounted in the engine compartment.

The all-leather interior features Carroll Shelby signature embroidered headrests and an official Shelby CSM 40th Anniversary GT500KR dash plate mounted at the top of the center stack.

The KR’s 5.4-liter V-8 Gets the Royal Treatment
Just like its namesake, the 2008 ‘King of the Road’ packs a walloping dose of Ford performance power under its massive composite hood scoops. The Ford SVT-engineered 5.4-liter supercharged V-8 is treated to a Ford Racing Power Upgrade Pack that boosts horsepower to an estimated 540 and torque to 510 ft.-lbs., thanks to revised ignition and throttle calibration and a cold air intake system that replaces the stock unit.

Calibration modifications include advancing the ignition timing as well as re-mapping of the electronic throttle settings to provide quicker throttle response for better off-line and mid-range acceleration. Increased throttle response will be met with a sharper roar from the Ford Racing-inspired exhaust system.

Power is delivered to the rear wheels through a Tremec TR6060 six-speed manual transmission and 3.73:1 rear axle ratio, upgraded from the standard GT500’s 3.31:1. Gear selection is courtesy of an all-new Ford Racing short-throw shifter making its debut on the KR. Topped with a white ball, the new shifter is 25 percent shorter than the unit on the GT500 providing for crisper, sharper shifts.

Ford SVT, Ford Racing and Team Shelby worked together to develop the KR’s suspension tuning. Based on initial work by Ford Racing and the team at Shelby, often at Shelby’s own facility on the grounds of Las Vegas Motor Speedway, Ford SVT chassis engineers will apply fine tuning techniques to prepare it for the streets.

“The production Shelby GT500 was maximized to deliver the perfect balance between ride and handling,” said Jamal Hameedi, chief nameplate engineer, Ford SVT. “In that same ride versus handling continuum, the KR will lean heavier towards all-out handling while still making it drivable on the street.”

Chassis engineers worked closely with the engine department in a holistic approach to the development of the KR, tuning the suspension to best optimize the engine enhancements.

“We aren’t fixing our attention on one or two attributes, but working on the vehicle as a whole,” stated Gary Patterson, vice president of operations for Shelby Automobiles. “The throttle response, power delivery, exhaust note, and handling should all gel together to deliver a total driving experience.”

The GT500KR will feature unique spring rates, dampers, stabilizer bars, and strut tower brace, all designed specifically for the KR, to deliver the precision handling package.

Mustang Momentum Cannot be Stopped
Unwilling to wait for the impending pony car war to heat up, Ford is extending Mustang’s leadership position by feeding the enthusiast demand for more models, features, performance parts, and special editions. Ford has committed to at least one new Mustang ‘feature’ vehicle per year. For 2007, it is the Shelby GT, and for 2008, there will be at least two including the Shelby GT500KR and the previously announced Mustang Bullitt. Ford’s ‘Steed for Every Need’ strategy currently offers four horsepower options for Mustang, with pricing from $19,995 for a 240-hp V-6 Mustang coupe to $46,500 for a 500-hp Shelby GT500 convertible.

Ford has also introduced several special packages on Mustang further increasing its unique offerings, including the Pony Package and the California Special. In addition, Ford Racing offers a complete catalog of performance parts for Mustang fans, from custom wheels and exhausts to the complete, turn-key Ford Racing Mustang FR500C race car.

As a result, Ford offers Mustang enthusiasts the ability to buy, modify and drive the steed that perfectly fits their need.

* 2008 Ford Shelby GT500KR – Specifications and Design Highlights
* 5.4-liter supercharged V-8 producing an estimated 540-horsepower and 510 ft.-lbs. of torque
* Ford Racing Power Upgrade Pack featuring revised calibration and cold air intake system
* 6-speed manual transmission with 3.73:1 rear axle ratio
* Ford Racing performance exhaust system
* Unique performance suspension tuning: springs, dampers, and stabilizer bars
* Shelby-designed ‘GT500KR’ 20-inch wheels (18-inch version for production)
* Ford Racing short-throw shifter and front strut tower brace
* Unique carbon composite hood featuring classic Shelby ‘KR’ design
* Front brake cooling ducts
* ‘Shelby’ lettering across the front edge of hood and rear decklid
* 40th Anniversary badges on the front quarter panels
* Carroll Shelby signature embroidered headrests and floor mats
* Official Shelby CSM 40th Anniversary GT500KR dash plate

Alfa Romeo 156 GTA Rally

The Alfa Romeo 159 is a compact executive car produced by the Italian manufacturer Alfa Romeo since 2005.

The 159 was introduced in production form at the 2005 Geneva Motor Show as a replacement for the successful Alfa Romeo 156. The Giugiaro-designed sedan uses the GM/Fiat Premium platform, shared with the Brera, Spyder, and Kamal.

Stylistically, the 159 is designed to share features with the Maserati Quattroporte introduced in the same year. The 159 is available with either front or four-wheel drive.

A Sportswagon variant was introduced at the Geneva Motor Show in 2006. In 2007, Alfa Romeo will release a GTA variant with a 4.2 L 450+ hp Maserati V8 petrol engine.

Best of Lada

KTM X-Bow - www.robson.m3rlin.org

The KTM X-Bow is the first car to be developed by Austrian motorcycle manufacturer KTM, in partnership with Kiska Design, Audi, and Dallara. The X-Bow uses a turbocharged direct injected TFSI engine manufactured by Volkswagen Group, which produces 177 kilowatts (237 hp) at 5,500 rpm and 310 newton metres (230 lb·ft) of torque between 2,200 and 5,500 rpm.

Originally, KTM planned a production of 500 units per year, however, the company has increased production to 1,000 cars a year and has built a new plant near Graz due to high demand.The X-Bow’s driving dynamics profit not only from the car’s low centre of gravity but also from its superior chassis, which also draws on racing technology for its basic principles. Suspended on double triangular wishbone axles, the wheels feature suspension and damping elements by WP Suspension, with a pushrod arrangement up front.

The X-Bow’s powerful braking system consists of Brembo 305 mm discs at the front and 262 mm discs at the rear. The interaction of the X-Bow’s light weight, ideal balance, low centre of gravity and a 17-/18-inch tyre mix results in spectacular braking performance: when the brakes are warm, the KTM X-Bow needs only 33.1 metres to decelerate from 60 mph to a standstill.

KTM X-Bow - www.robson.m3rlin.org

Odd like the product of some unlikely union between Picasso’s pencil and a Formula 1 racing team’s software for computational fluid dynamics. Odd like something cleaved from a huge block of carbon fiber with a big, ugly axe. Odd like nothing the automotive world has seen since the Lamborghini Countach. Odd as in good, actually.

It is the 2008 KTM X-Bow, an Austrian-funded, German-powered, Italian-engineered pocket-size supercar. It is what you get if an ambitiously minded European motorcycle manufacturer (KTM) and an open-minded German car manufacturer (Audi) get jiggy in the back of a camper van. And it can be yours in February 2008 for about $50,000.

KTM X-Bow - www.robson.m3rlin.org

The Latest, Greatest Track Toy
With the X-Bow, — pronounced like “crossbow” — KTM is unashamedly taking on Ariel, Lotus, Noble and Radical, the core of British manufacturers that have created an ever-growing market in racetrack-ready cars for weekend driving enthusiasts. That’s one of the reasons we’re here at Brands Hatch. KTM is intrigued, as are we, to gauge the reaction from punters attending a typical British track day.

KTM Sales Manager Florian Kecht is astonished by the reaction. Four serious orders are taken on the spot. “We knew Britain was a significant market for us, but now that I’ve seen a track day, I know why,” he says. “We have nothing like this in Austria — nothing.”

KTM X-Bow - www.robson.m3rlin.org

For all its aesthetic bravura, the X-Bow is a speculative dip into an uncertain new market for KTM. In recent years, the Austrian manufacturer of expensive, high-tech off-road motorcycles has expanded into ATVs, and it began to explore the manufacture of a super-fast, super-sized ATV in the summer of 2005. For a short time Audi considered branding the project, but then decided it could only contribute the powertrain at a friendly price. Designed by KTM’s longtime partner Kiska Design, the X-Bow project was engineered by KTM with assistance from Dallara, the famous Italian manufacturer of open-wheel racing cars.

KTM didn’t finally decide to proceed with production until after the strong response to the X-Bow concept car at the 2007 Geneva Auto Show. Since then, demand has been so great that the initial batch of 100 cars has quickly sold out and another 600 orders have been registered. Dallara had been commissioned to build the first hundred X-Bows, but further production has been switched to Magna Steyr in Graz, Austria, and there’s talk of 1,000 cars being built in 2008.

KTM X-Bow - www.robson.m3rlin.org

Someone’s Turned This Car Inside Out
Originally penned by Kiska Design with a remarkably open design brief, the X-Bow is a striking union of dirt-bike aesthetics and track-car requirements. Kiska identified an opportunity to make the carbon-fiber structure not only a structural hanger for the components but also an aesthetic component.

Like a supermodel wearing the eensy-weensiest bikini, the X-Bow’s chassis — not its clothes — draws the eye in the bright Brands Hatch sunlight. In fact, so unashamedly does the X-Bow flounce its carbon-fiber tub that it’s hard to see where the chassis ends and the bodywork begins. Two flared, vaguely L-shaped panels appear to float over the front suspension components, then spear off toward the outer edges of the front crash structure.

At the rear a similar pair of L-shaped panels encloses the engine compartment, their role seemingly undefined other than providing something else that can be painted the signature corporate orange of KTM.

Like an Ariel Atom, the KTM X-Bow has that inside-out feel, a minimalist expression of high performance.

KTM X-Bow - www.robson.m3rlin.org

The carbon-fiber monocoque weighs 154 pounds and features an integral crashworthy structure. The KTM’s thickly woven carbon fiber might not be aesthetically pleasing, but its satin finish is deeply satisfying on a tactile level. (You just can’t stop stroking the bloody thing.) The wishbone-type suspension arms have been fabricated from aerodynamic sections of steel (aluminum would be too bulky), and the front, racing-type pushrod suspension units improve packaging.

The engine is Audi’s familiar direct-injected, turbocharged 2.0-liter inline-4. Apparently KTM had planned to work jointly with Audi on the X-Bow, but the German company’s reservations about a car without street-legal safety equipment (Audi wanted airbags) made it impossible to display the four rings of Audi anywhere on the car. Nevertheless, Audi has made its powertrain available.

KTM X-Bow - www.robson.m3rlin.org

Three engine options of the turbo 2.0-liter will be offered: the familiar 220-horsepower version, plus the chipped 260-hp and 300-hp alternatives. In either format, that’s a hell of a lot of horsepower for a car that weighs just 1,598 pounds when its 9.2-gallon fuel tank is full of gasoline and it’s equipped with a six-speed manual transmission or 1,644 pounds with its Audi S Tronic dual-clutch gearbox. KTM expects the majority of X-Bows to be spec’d with the twin-clutch gearbox with the shift paddles mounted on the steering wheel. Track-car one-upmanship gets no better than a DSG-equipped 300-hp X-Bow, you’d think.

KTM X-Bow - www.robson.m3rlin.org

KTM X-Bow - www.robson.m3rlin.org

There’s More to Life Than Looking Good
So KTM is on to a winner. The car has all the ingredients for success and demand is already looking increasingly like it will outstrip supply. Job done then? Not quite.

KTM X-Bow - www.robson.m3rlin.org

KTM X-Bow - www.robson.m3rlin.org

Such is the promise of the 2008 KTM X-Bow that it has to deliver like perhaps no other car of its type. It will have to be sensational to drive — rampant like a supercharged Atom, delicate like a Caterham, stable like a Radical and as well integrated as a Noble. It should deliver if it comes through with the 1.0g-capability on the skid pad that KTM promises. We’ll find out later this year.

KTM X-Bow - www.robson.m3rlin.org

KTM X-Bow - www.robson.m3rlin.org

And get this: KTM has not ruled out developing another car, which makes the X-Bow less of a car and more of a manifesto for Europe’s newest automobile manufacturer.

KTM X-Bow - www.robson.m3rlin.org

KTM X-Bow - www.robson.m3rlin.org

X-Bow
Manufacturer KTM
Production since 2008
Layout Rear-wheel drive
Engine(s) 2.0 L turbocharged I4
Transmission(s) 6-speed manual,
6-speed DSG sequential
Curb weight 700 kg (1,500 lb)
KTM X-Bow

X-Bow

Manufacturer	KTM
Production	since 2008
Layout	Rear-wheel drive
Engine(s)	2.0 L turbocharged I4
Transmission(s)	6-speed manual, 6-speed DSG sequential
Curb weight	700 kg (1,500 lb)

	KTM X-Bow
Problems listening to this file? See media help.

The KTM X-Bow is the first car to be developed by Austrian motorcycle manufacturer KTM, in partnership with Kiska Design, Audi, and Dallara. The X-Bow uses a turbocharged direct injected TFSI engine manufactured by Volkswagen Group, which produces 177 kilowatts (237 hp) at 5,500 rpm and 310 newton metres (230 lb·ft) of torque between 2,200 and 5,500 rpm.^[1]

Originally, KTM planned a production of 500 units per year, however, the company has increased production to 1,000 cars a year and has built a new plant near Graz due to high demand

2006 Audi S6 - www.robson.m3rlin.org

The Audi S6 is a high-performance version of the Audi A6, an executive car produced by German automaker Audi. It went on sale in 1994, shortly after the “A6″ designation was introduced, replacing the “100″ nameplate. The original S6 was largely the same car as the outgoing, original Audi S4, with the only visible differences being new body-cladding and badging.

The S6, like all Audi “S” models, is fitted as standard with Audi’s trademark quattro four-wheel drive (4WD) system, the S6 using the Torsen-based permanent 4WD.

2006 Audi S6 - www.robson.m3rlin.org

A refined flow of power in conjunction with superlative comfort and an elegantly understated appearance: this is the new Audi S6 / S6 Avant. It is the sporty top model in the luxury-class family of models comprising the Audi A6 saloon and A6 Avant, which took the market by storm following their launch in 2004 and have since garnered countless accolades worldwide from both customers and experts within the trade.
The S6, the latest product to result from the systematic application of Audi’s philosophy of sportiness, will go on sale in the spring of 2006. Its appearance will coincide with the launch of the S6 Avant, the estate-car version that combines the exemplary versatility and variability of an Avant with the decidedly sporty character of the new Audi S6.

In response to the challenge to deliver supreme performance that always remains perfectly under control, the new Audi S6 will be powered by a completely new ten-cylinder V-configuration engine. This engine, a virtually identical version of which is likewise fitted in the new Audi S8, makes maximum use of its resources: with a displacement of 5.2 litres, it mobilises an output of 420 bhp (309 kW) at 6,800 rpm. It reaches its peak torque of 540 Nm between 3,000 and 4,000 rpm. Between 2,500 and 5,500 rpm, torque of over 500 Nm is available. This engine, weighing only 220 kilograms, is thus able to guarantee superior pulling power in every driving situation.

2006 Audi S6 - www.robson.m3rlin.org

FSI petrol direct injection, a principle that has proved its worth in the most successful racing car ever built, the Le Mans winning Audi R8, plays an instrumental role in this model’s refined flow of power. The saloon is capable of racing from 0 to 100 km/h in 5.2 seconds (S6 Avant: 5.3 seconds); the top speed is electronically governed to 250 km/h.

Both the driveline and the steering and suspension have been modified to reflect the immense power potential of the new Audi S6. The six-speed tiptronic automatic transmission, supplied as standard, accomplishes swifter gear changes; the steel-spring suspension is configured for greater agility and a more direct response, as is the servotronic steering. The latest-generation quattro permanent four-wheel drive with a 40:60 torque split naturally ensures optimum propulsion in all conditions. Thanks to this concept, the new Audi S6 sets itself apart as the progressive alternative to all its competitors.

One of the key requirements in the development of the Audi S6 was to provide a high standard of comfort in every situation, for all its sporty emphasis. This vehicle consequently also demonstrates over long distances that there is no inherent contradiction between refined power and the scope for the driver and passengers to enjoy a highly relaxing form of travel.

The interior offers a luxurious atmosphere. It features, for instance, new sports seats complete with integral head restraints, exclusive leather/Alcantara upholstery on all five seats and deluxe automatic air conditioning plus, with separate temperature distribution for the driver’s and front passenger’s sides.

For all the uncompromising and methodical nature of the technical concept, the external appearance of the Audi S6 is decidedly understated and elegant. The
S6 saloon is characterised by such features as 19-inch wheels, subtly flared front wheel arches, the striking single-frame grille with vertical double struts and a harmoniously integrated rear spoiler, and the Avant has a modified roof spoiler.

The two daytime running light strips, each comprising five LEDs, are both a trendsetting safety element and an innovative masterstroke of design; they are integrated into the front bumper and, when switched on, serve as an unmistakable distinguishing feature of the S6.

Engine

Newly developed V10 with FSI technology and ample torque characteristic

Ten-cylinder petrol engines have long been regarded as a particularly sporty type of power unit. In the form of a V-engine they are short, compact and correspondingly light. The number of moving parts required for ten cylinders is moreover relatively low, bringing the added bonus of low friction losses. It is no coincidence that the Gallardo super sports car built by Lamborghini – an Audi subsidiary – is driven by a widely acclaimed V10 engine. The V10 in the new Audi S6 is a completely new engine which first appeared in the Audi S8 and has now been specifically retuned for use in the top model of Audi’s luxury class.

Its ten cylinders are divided into two cylinder banks arranged at an angle of 90 degrees to each other, and each with two overhead camshafts (DOHC principle); the spacing between cylinder centres is 90 millimetres – one of the reasons why this 220-kilogram, four-valve engine is so compact. A special intermediate frame reinforces the cast aluminium crankcase.

The bore is 84.5 millimetres and the stroke 92.8 millimetres, producing a swept volume of 5,204 cc. With its crankpin offset of 18 degrees, the V10 fires at an ideal spacing of 72 degrees crankshaft angle. A balancing shaft located between the cylinder banks eliminates the free inertial forces of the first degree and contributes equally towards the engine’s notable refinement.

All four camshafts are adjusted continuously through 40 degrees crankshaft angle depending on load and engine speed, thus optimising filling of the combustion chambers and consequently enhancing the power output. The camshafts are driven by no-maintenance chains and actuate the total of 40 valves via roller cam followers. The task of engine management is handled by two separate control units.

The V10 in the new Audi S6 uses FSI petrol direct injection. This permits a high compression ratio of up to 12.5:1 and therefore a highly efficient combustion process. The injection system delivers the fuel directly into the combustion chambers in precisely metered amounts, at a pressure of up to 100 bar.

The two-stage magnesium variable intake manifold incorporates electronically controlled tumble flaps; these induce a swirling movement in the air drawn in.

Innovative FSI technology has impressively demonstrated its potential in motor sport – the R8 racing car equipped with it participated five times in the Le Mans 24 Hours for Audi, winning the race on four of those occasions.

The powerful ten-cylinder engine is designed not simply with power in mind, but to an even greater extent for impressive torque. It achieves 420 bhp at 6,800 rpm, but delivers the peak torque of 540 Nm at engine speeds ranging from 3,000 to 4,000 rpm. Over 500 Nm of torque is on tap between 2,500 and 5,500 rpm. The engine exhibits spontaneous throttle response and very refined running, and under load it also produces sonorous acoustics, as befits this dynamic car.

The engine gives the Audi S6 the road performance of a high-calibre Gran Turismo. The Audi S6 saloon is capable of racing from 0 to 100 km/h in
5.2 seconds, and the S6 Avant takes a mere one-tenth of a second longer. The speed is not governed electronically until the needle reaches 250 km/h.

The engine consumes an average of approx. 13.4 litres of fuel per 100 kilometres.

The S6 weighs 1,910 kilograms (S6 Avant: 1,970 kg), including the dynamic, sure-footed quattro permanent four-wheel drive. Every horsepower consequently has to propel just 4.55 kilograms (S6 Avant: 4.69 kg) – the power-to-weight ratio of a top-notch sports car.

2006 Audi S6 - www.robson.m3rlin.org

Drivetrain

More direct for even greater dynamism

The entire drivetrain of the Audi S6 has been designed from scratch. The engine’s power on the S6 is translated into locomotion by a six-speed tiptronic as standard, which adapts to the driver’s style by means of an intelligent feature. The software program that controls this automatic transmission electronically has been optimised to deliver more dynamic gear changes compared with other Audi models; the gear changes are noticeably swifter.

The driver can call up the transmission’s ‘S’ sport mode via the selector lever – it still performs upshifts even at relatively high engine speeds. And it is possible to change gear manually in both modes by means of the aluminium-look shift paddles mounted to the steering wheel. The selector lever has an aluminium look and – like the steering wheel – is trimmed in smooth leather.

The servotronic steering with its variable ratio has a more direct response than in the A6. This, too, results in even more agile handling.

Power and control

Typically for an Audi, the new Audi S6 likewise takes quattro permanent four-wheel drive as its basis. Its virtues are already widely acknowledged: superior traction in all driving conditions. More than a quarter of a century of expertise acquired in this domain by the Ingolstadt-based brand has led to the development of a new quattro generation with asymmetric/dynamic torque split – further evidence of Audi’s guiding principle of ‘Vorsprung durch Technik’.

A centre differential, installed longitudinally in the driveline, distributes power between the front and rear wheels, always according to the prevailing situation. The split in the basic setting is 40 percent to the front wheels and 60 percent to the rear. This slightly rear-biased torque split has been chosen to place even greater emphasis on the sporty, dynamic character of the Audi S6.

If the surface conditions change – for instance if they are wet or slippery, or if the car is driven onto a different type of road surface – the purely mechanical differential responds without any delay; depending on the road situation at any given moment, it can divert up to 85 percent of power to the rear wheels or as much as 65 percent to the front wheels. If a wheel on one axle spins (wheel slip), it is moreover brought under control by the Electronic Differential Lock EDL, which applies the brakes.

The electronic stabilisation program (ESP) shuts down in two stages: when the ESP button is pressed once, only the ASR traction control system is deactivated; ESP remains active, to stabilise the car if needed. The instrument cluster briefly displays ‘ASR off’ and the ESP symbol remains permanently lit. This mode stays active in the S6 until ASR is switched back on by pressing the ESP button a further time. On the S6, ASR does not cut in automatically once a defined speed is exceeded (as is the case on the A6 / A6 Avant). If the ESP button is pressed for longer than three seconds, all ESP functions are switched off. Only the electronic differential lock EDL and ABS remain active. Pressing the ESP button a further time switches all ESP functions on again. As a result, the desired degree of electronic assistance can be determined by the driver via the ESP button. Without ASR traction control, the degree of stability can, within certain limits, be determined by the driver via the accelerator pedal. This permits a decidedly sporty driving style if desired.

The drivetrain concept of the new S6 always ensures that the enormous forces generated by the V10 engine can genuinely provide efficient, minimal-loss propulsion, something that vehicles with one driven axle only rarely achieve. It is consequently able to develop and use high levels of power all the time.

Chassis

Firmer and more spontaneous

The dynamic suspension layout of the new Audi S6 is based on a technology that has already demonstrated its sports calibre in the most challenging of conditions: the refined four-link front suspension acknowledged as a typical Audi feature and the self-tracking trapezoidal-link rear suspension carried over from the Audi A8. This combination gives the S6 one of the most complex and efficient rear suspension layouts currently available. In terms of its kinematic behaviour, this technical treat already provides a foretaste of the sporty, active characteristics of the Audi A8 – measures that enhance directional stability, steering precision and handling convenience. The entire layout is designed in such a way as to produce a neutral response with a moderate tendency to understeer when the very high limits of handling are approached.

The principal components of the chassis feature lightweight aluminium construction, resulting in decisively lower unsprung masses. The targeted use of sheet steel, on the other hand, achieves optimum rigidity wherever it is required. In selecting specific materials and manufacturing methods for each individual suspension link, Audi’s engineers have been able to ensure that the chassis represents an optimum blend of low weight, high rigidity and safety.

As a reflection of its explicitly sporty character, the suspension settings of the S6 have been made firmer, even compared with the A6 sports suspension, and at the same time assures a high standard of comfort for long-distance driving. As the elastokinematics have likewise undergone comprehensive modifications, the
Audi S6 is always noticeably more agile; meanwhile, driving stability and traction have been further optimised.

The Audi S6 is equipped ex works with 19-inch cast aluminium wheels of a 5-arm wing design. The wide tyres are of size 265/35 R19. An 18-inch brake system assures supreme braking performance and is resistant to fading even under high loads.

Its four large discs are ventilated, the discs on the front wheels measuring
385 millimetres in diameter and those at the rear measuring 335 mm. The brake calipers are painted black, and are adorned with an exclusive S6 badge at the front.

Design

Supremely athletic presence

The models in Audi’s S range have traditionally epitomised systematic sports appeal. This applies in equal measure to the new S6, which now dynamically hones the visual impact made by the A6. These models are renowned for their inherently light and elegant character – their very distinctive aesthetic appeal reflects their exceptional status as sports models in the luxury class.

The S6 cuts an even more supremely athletic figure out on the roads – but without even the slightest hint of aggression. The most striking differences are to be found at the front end. The eye-catching single-frame grille displays the S6 emblem, and its vertical aluminium-look struts are of a double design by way of further differentiation. There is an air inlet beneath the grille. A spoiler lip at the front end of the car provides an additional sporty highlight.

Another innovation in the front bumper is a pioneering development in terms of both safety and style: the separate LED daytime running lights, each of which consists of five white light-emitting diodes and consumes only a minimal amount of energy. When these light strips are switched on, the effect is utterly distinctive: they make it incredibly easy to identify the new Audi S6, and the low-down position of the daytime running lights gives the car a dynamically flat appearance. To accommodate this concept, the fog lights have been incorporated into the main headlights, the covers of which are tinted grey. Xenon plus headlights are provided as standard; Audi adaptive light with dynamic cornering light is optional. The rear light units incorporate LED brake lights as standard, and the
S6 Avant in addition has tail lights using LED technology.

The front wheel arches are flared by 14 millimetres. The door trim strips are likewise wider, to accentuate the ‘S’ characteristics, and are painted in the body colour. Other striking differentiating features are door sill trims bearing the
S6 logo at all four doors, the rear spoiler integrated subtly into the luggage compartment lid – whereas the S6 Avant has a roof spoiler – aluminium-look exterior mirrors, the V10 emblem at the front beneath the side turn indicators, and an S6 logo on the rear end. The vehicle’s tail end also displays a colour-contrasting diffuser in the bumper and the four ellipsoidal tailpipes of the exhaust system, with its notably sporty acoustics.

Interior

Luxury and refinement in detail

In the same way as the body’s styling, the interior of the new Audi S6, too, reflects a character of dynamic elegance and high quality – from the architecture of the driving area that surrounds the driver to the Audi MMI user interface (Multi Media Interface), which remains unequalled by any competitor thanks to its logical, intuitive operating principle.

The luxurious interior of the S6 features specific highlights. For instance, there is a new generation of sports seats. They have integral head restraints and pronounced lateral supports, and are upholstered in Alcantara/Leather; Silk Nappa leather is available as an option. The front seats are electrically adjustable in multiple directions as standard, and include a lumbar support. The three rear seats, which display the same material, are equipped with L-shape head restraints which afford a better view to the rear.

The three-spoke multifunction leather sports steering wheel with the S logo is a typical example of the hand-crafted character that Audi so often achieves in its attention to detail: it is trimmed in smooth leather and displays a colour-contrasting double seam with a special seam pattern.

The shift paddles, which are mounted to the steering wheel (in other words, they move as it is turned), have an aluminium-look finish. The selector lever, too, has an aluminium look and is trimmed in smooth leather.

Carbon fibre is used as the material for the applications. The material on the instrument panel represents a further innovation in the S6: it goes by the name of ‘Flexmetallic’ and correspondingly exhibits an anthracite-coloured metallic surface characteristic. Anthracite is also the predominant colour featured on the other sections of the instrument panel. The centre console, on the other hand, is in black.

The instrument needles and numbers are in white, using characteristic S-style italics; the dials are in dark grey.

The standard Driver Information System DIS has an additional digital speedometer in the new S6. The Audi MMI with 7-inch monitor in the cockpit is likewise included as standard. There is a welcome screen customised specifically to the S6. The MMI furthermore integrates the extended-specification radio system with double tuner and the DSP sound system with ten speakers and a
CD changer in the glove box. The optional tyre pressure monitoring system displays the pressure and temperature of each tyre individually in the S6.

Audi is likewise innovative when it comes to phoning in the car: the new optional telephone system combines all the advantages of a built-in phone with those of the mobile phone preparation. The mobile phone is connected up to the vehicle’s own GSM module by means of Bluetooth interface. This renders an adaptor-type connection unnecessary and the driver can leave their mobile phone in their pocket while on the move. Operation of the Bluetooth car phone is likewise via the MMI system. A handset in the centre armrest can also be supplied as an option.

Safety

Whereas the high standard of active safety of the new Audi S6 stems principally from its superior engine power, pioneering quattro four-wheel drive and ESP, the sporty range-topping model also boasts a full complement of passive safety systems. This model comes complete with a package of restraint systems that are perfectly matched to the highly rigid aluminium body, including two full-size front airbags, side airbags for the front seats and large-area Audi sideguard curtain head airbags. Side airbags for the rear seats are available as an optional extra. All five three-point belts in the Audi S6 are of course fitted with belt force limiters; belt tensioners are fitted on the front seats as standard.

*  Competes with: BMW M5, Mercedes-Benz E55 AMG, Cadillac STS-V
* Looks like: An Audi A6, on which it’s based
* Drivetrain: 420-horsepower, 5.2-liter V-10 with six-speed-automatic transmission with manual shifting; all-wheel drive
* Hits dealerships: Fall 2006

The Audi RS6 is the highest performing version of the Audi A6 (above the Audi S6). It is a mid-size sports car-focussed executive car produced by quattro GmbH for German automaker Audi AG, and is only available with Audis’ famed quattro permanent four-wheel drive. Production of the first-generation RS6 began in June 2002 and ended in October 2004. The second-generation was introduced at the 2007 Frankfurt Motor Show. Its main rivals are the Mercedes-Benz E-Class AMG and BMW M5.

The C5 RS6 (2004) was the third model to come out of Audi’s quattro GmbH; first was Porsche/quattro GmbH RS2 Avant, second the B5 RS4 (2001); fourth the A4 DTM edition saloon, and (as of 2007) the current is the B7 RS4. It was the first RS model to reach the United States and Canada, aside from many owners converting the B5 S4 saloon version into an RS4 spec 4 door replica.

The “RS” stands for RennSport, and is Audi’s ultimate high performance trim level, positioned above the “S” (“Sport”) specification level of Audi’s regular line-up.

BMW has officially unveiled the new 2007 BMW 335i and 328i coupes, which arrive in U.S. showrooms this September. The 335 has a new 300 horsepower inline six-cylinder with twin-turbochargers, high-precision fuel injection, and an all-aluminum crankcase, pushing the car to 60 mph in just 5.3 seconds.

The 335i Coupe will be joined in the U.S. by the 230 horsepower 328i Coupe, which hits 60 mph in 6.2 seconds. In addition to the standard six-speed manual, both models will be offered with an available six-speed Steptronic automatic transmission.

The 2007 3-Series coupe also includes the option of xDrive all-wheel drive for the first time ever in a BMW coupe. It will be available this fall in the 328xi Coupe. Adaptive Xenon headlights and Horizontal LED taillights are standard equipment.
When the 2007 BMW 335i coupe arrives in showrooms on September 1, it will be the first gasoline-powered Bimmer in a generation to incorporate a turbocharger. With a sleek, newly designed body, the 300-horsepower 335i is the most powerful non-M3-series BMW coupe ever, and is also the most high-tech. Driving the sport-tuned 335i is a pleasure: bucket loads of torque in each gear are made usable by precise steering and magnetic handling. Our tester was equipped with the optional Sport package, which gave us sport seats with power-adjustable backrest width, 18-inch alloy wheels with W-rated run-flat tires, and an increased limited top speed of 155mph. Also available is the Cold Weather package, which adds a headlight cleaning system, heated front seats with expanded heating area, and a ski bag. (We venture to suggest, however, that those wishing to muck around in the new 3-series coupe in the snow wait for the launch of the all-wheel-drive new 328xi later this year.)

In the cabin, the 335i delivers all of BMW’s latest optional tech systems: Bluetooth hands-free calling, GPS navigation via the second-generation iDrive interface, and adaptive cruise control are all offered as stand-alone options. A surround-sound Logic7 audio system with the ability to play advanced digital audio formats (MP3, WMA) comes standard, as does a generic auxiliary input jack for those wishing to stream their iPod libraries through the car’s 13 speakers. Other standard tech includes adaptive headlights, adaptive brake lights, and a unique seatbelt presenter, which (in theory) saves you the trouble of stretching. Those looking to buy the 2007 335i coupe will have to stretch to $41,295 for the basic model, and a bit further according to their a la carte option preferences.

Supercars used to be savage, one-dimensional beasts that tore up the tarmac like a nuclear-powered drill. They were uncomfortable, hot and sometimes dangerous, but they were fast and that was all that mattered. Not anymore, now even the warp-speed hypercars are iron fists wrapped in the velvet gloves and the Ascari KZ1 has the softest touch of the current breed.

Niche marques have taken on the fast and brutal role for far less money, the hypercar world is heading in a different direction. The new breed have creature comforts like air-con, sound insulation, suspension that doesn’t break the driver’s newly purchased teeth on a speed bump and a car that is safe to drive. It’s a much harder task, but Ascari has created a near masterpiece .

The £235,000 KZ1 was never intended to be a pared down racer, despite its final kerb weight of 2810lb. This is a luxury GT with comfy, Connolly leather seats, a fully decked out interior and a set-up geared as much for comfort through town as a committed assault on the apex.

Considering the five-litre, BMW E39 M5 engine, tuned in house at Banbury and clearly visible, Ferrari style through the rear window, delivers 500bhp and 386lb/ft of torque through the rear wheels, that’s no mean feat. This engine has a split personality. It’s a pussycat beneath 4000rpm, after that the beast is unleashed.

This car races to 60mph in 3.8s, to 100mph in 8.3s, which is frankly ballistic. It won’t run out of steam until it hits 200mph and it will stop pretty much as fast, too, thanks to AP Racing six-piston callipers on the front and four-pots on the rear clamping on to drilled and ventilated discs. But far more important than the raw performance is the relatively civilised manner in which it gets there.

Soft suspension helps transmit the power to the road, as well as stopping the car spinning violently on every bend, and despite a lack of electronic traction taming measured the KZ1 rarely lights up those 19” rear wheels without serious provocation.

The manufacturers have woken up to the fact that most with people that have the £235,000 it takes to buy this machine don’t necessarily have the ability or inclination to ride the ragged edge For them it’s ability to cruise past nightclubs is just as important as its talents at 200mph in off-camber bends.

The steering feels alive from the moment you turn the key and the car jinks in response to the slightest movement at speed. It’s not nervous, thanks to the natural tendency to push wide at the first sign of trouble, but it’s still go-kart instant. Incidentally the first sign of trouble was so far beyond the remit of a normal road car that, had the local police witnessed the test, I would probably be on a ‘career break’ by now.

It will mooch through town happy as your average saloon and reversing and tight manoeuvres, traumatic experiences in almost every other hypercar of this ilk, become second nature in no time. It’s only 20cm shorter and narrower than the Lamborghini Murcielago, but it’s like a rapier next to a broadsword at parking speeds and those lithe dimensions make the world of difference when facing oncoming traffic. It’s a genuine go anywhere supercar, which had no trouble with kerbs, ditches, towns or countryside park roads – near insurmountable obstacles for others in its class.

The KZ1 a hellishly beautiful machine and every organic panel flows towards that rear end in a display of cohesive design missing from the Ferrari Enzo and Lamborghini Murcielago. Everything is carbon-fiber, from the monocoque that one man can lift to the swooping panels that are manufactured in sufficiently low numbers not to worry about simplification.

There are mass production components, including Peugeot headlights and a Vauxhall VX220 starter button and those wing mirrors look like they came off something far cheaper and nastier. But the savings went into three years of development and most prospective buyers will be so wrapped up in the sense of occasion that such details will pass them by.

There will never be lots of these cars around, this is no common or garden Ferrari, and that alone will be worth the price of admission to this exclusive club for some. Only 50 will ever be made, so get on the phone right now if you’re one of the elite few that could even contemplate an impulse buy of this magnitude.

When Klaas Zwart took the reigns of the company it was a traditional English supercar manufacturers, knocking out road rockets from what looked like an old greenhouse. Now Klaas has a glass-fronted workshop in Banbury, within spitting distance of BAR’s headquarters, and a unique race resort and test in Marbella, where the super rich can while away their time driving supercars and even an old Formula One, replete with road silencers.

It’s a hard life, well no it isn’t, and there are people that genuinely live like this, wafting from society get-together to race circuit, to polo match, the kind of men that have a blonde for the morning and a brunette to end the day. These are the kind of people that will drive a KZ1 and they indeed are the privileged few.

Ascari Cars was originally established in Dorset, England in 1995. In 2000 Ascari moved to new facilities in Banbury, to develop the Ascari KZ1, and to house Team Ascari’s racing assets. Prior to the KZ1, Ascari had produced the Ascari Ecosse.

The Banbury factory were the KZ1 is produced is a modern state of the art facility containing research and development, design and production resources all under one roof.

Inspired by the achievements of Alberto Ascari, the first double world champion in the history of Formula One, the Ascari KZ1 gives unparalleled performance and driveability in one of the world’s most exclusive supercars.
The KZ1’s carbon fiber monocoque structure gives lightness and strength to the sleek mid-engined design, resulting in an aerodynamic drag coefficient (CD) ratio of a mere 0.35.
The normally aspirated 5 litre V8, 32 valve engine gives an effortless 500 brake horse power through a six speed manual gearbox to the rear wheels.
Beautifully designed, hand-crafted and built to exceptional standards, the exclusivity of the Ascari KZ1 is assured by the creation of only 50 cars.

The Ascari KZ1’s opulent sporting interior cossets the driver in fully adjustable leather sports seats which give great lateral support during high speed cornering. Uniquely designed polished aluminium controls sit on a leather trimmed dashboard with central ‘Start’ button emphasising Ascari’s sporting heritage.

Luxurys such as climate controlled air conditioning help keep the KZ1’s generous interior space cool. Subtle back-lighting of the fascia gauges and controls set a relaxed mood whilst conveying all the vital information accurately at all times. Electric windows and door mirrors, CD player and remote central locking with Thatcham category 1 alarm and immobiliser complete the specification.
Interior colour schemes match the exterior paint options and are entirely at the owners discretion, with all colour combinations offered for the ultimate in creating a bespoke supercar.

The roof was also interesting in a couple of other ways. First, it gave a glimpse of the quarter window and C-pillar treatment of the 1958 Chevrolet line, much like the Biscayne did a year later. Secondly, the addition of a fastback roof did not alter the Corvair’s interior layout. One would have expected that it would have had a finished-off cargo area, perhaps even equipped with fitted luggage, as was a common practice with sports cars at the time. Instead, the body appeared to have the roof grafted right on to a production Corvette, as there is no storage area behind the seats. The stock trunk area is used with a decklid contoured to the new roofline. The seats had the production fiberglass divider between them, just like a stock Corvette roadster. The area is even body-colored, which actually makes for a very attractive, albeit unusual interior layout for a closed coupe. The remainder of the interior is largely stock, with custom white seat covers and chromed interior C-pillar trim pieces.

Unfortunately for this particular machine, it was the only one of the three that did not reach production in some form. With Corvette sales becoming sluggish during the 1954 model year, it was seen by product planners as too high a gamble. The time for a Corvette fastback eventually did come, though nearly a decade later and on a new-generation machine.

The Chevrolet Corvair is a automobile produced by the Chevrolet division of General Motors from 1959 to 1969, for the 1960–1969 model years. The Corvair was offered in a wide range of body styles, including four-door sedans, two-door coupes, convertibles, and station wagons. In addition, it was built as a compact van similar to the Volkswagen bus, with styles including a pickup, panel van, and a passenger van called the Greenbrier. The cargo floor was raised above the rear engine, and some pickups featured an unusual side-loading ramp.

The Corvair — like the Ford Falcon, Studebaker Lark, Nash Rambler, and the Plymouth Valiant— was one of the first of a new compact class. These were offered in response to the small, sporty and fuel-efficient automobiles being imported from Europe by Volkswagen, Renault and others.

But the Corvair stood out with its significantly different engineering approach from other American offerings. The Corvair was part of GM’s innovative Y-body (“Z”-Body from 1965-on) line of cars, but this was by far the most unusual, due to the location and design of its engine. It was an air-cooled flat / opposed rear-engined vehicle inspired by the Volkswagen Beetle and the Porsche 356. The 1948 Tucker Torpedo had also used this layout to mixed reviews. Most other compacts such as the Chevy II / Nova, and later, the subcompact Vega, were smaller versions of conventional automobiles with in-line water-cooled front-mounted iron 4 or 6 cylinder engines. In contrast, the Corvair’s powerplant was an aluminum, air-cooled 140 in³ (2.3 L) flat-6 engine. The first Chevrolet Corvair engine produced as little as 80 hp (60 kW). Later versions developed as much as 180 hp (134 kW), comparable to V6 engines of the 1980s.

Although the Corvair was initially marketed as an economy sedan, with the development of a coupe, it was offered as a sporty sedan before the Mustang became popular in the compact segment. Its final design evoked the later Camaro, and is considered by many[weasel words] to still look contemporary in the 21st century.

History
Corvair convertible
The Corvair’s innovative flat-6 engine left room for the spare tire, creating even more room in the forward trunk.

The Corvair name originated as a fastback show car in 1954, which, like many Chevrolet concept cars of the period, including the Chevrolet Nomad and Chevrolet Impala, was based on the Corvette. The design was championed by Ed Cole, Chevrolet’s chief engineer in the early 1950s and general manager in the late 1950s, as an answer to the growing popularity of small, lightweight imported cars.

Design began in 1956 under the auspices of Ed Cole; the first vehicles rolled off the assembly line in late 1959 as part of the 1960 model year. For 24 hours, two Corvairs were tested at the Riverside International Raceway in Riverside, California. One car rolled over, but the other completed the drive, only losing a quart (0.946 L) of oil.The Corvair was introduced to the public early in 1960, as actress Shirley Bonne unveiled the first model.

The Corvair represented a major breakthrough in unibody construction for mass-produced Detroit vehicles, the most successful automobile of this type up to that time, with 1,786,243 cars being produced between 1960 and 1969. Among its many other forward-thinking and breakthrough technologies for its day, the Corvair was built from uniform molds and relied on the shaping of the glass and doors for help with structural integrity[4]. Convertible versions needed special supports welded underneath to compensate for the missing shape on the top.

The Corvair enjoyed a ten model year run, and was finally discontinued in May 1969 due to plummeting sales. A variety of factors contributed to the model’s 96-percent drop in sales from 1965 to the last 1969 models. The Corvair faced increasing competition from the Ford Mustang and other “pony cars” — ironically, a market pioneered by the 1960 Corvair Monza. Safety issues were raised, especially by Ralph Nader’s 1965 book Unsafe at Any Speed. The car’s design was costly to produce and did not command a premium price on the showroom floor. Engineers experienced difficulties adapting the basic engine design to the tighter emissions standards proposed for 1972. Lastly, a general lack of interest at General Motors, including an almost complete lack of advertising from 1967 onwards (the company’s “by-request-only” 1969 Corvair brochure was a mere four pages long, and the 500 Sport Coupe wasn’t even illustrated) contributed to the model’s demise.

The Corvair was a successful model for Chevrolet, with annual unit sales exceeding 200,000 for many years. Chevrolet deliberately designed the Corvair as a radical departure from the conventional Chevrolet. The rear engine offered enormous packaging and economy advantages, providing the car with a lower silhouette, flattening passenger compartment floor, obviating the need for power assists, reducing the need for air conditioning (due to the absence of engine heat blowing over the passenger compartment), and offering dramatic improvements in ride comfort, traction and braking balance. The radically different design also attracted customers from other makes, primarily imports. This was an important, and often under-emphasized, cause of the Corvair’s success.

Unlike the Falcon and Valiant nameplates, whose conventional designs tended to poach customers from the cheaper but profit-driving full-size models from their respective manufacturers, the Corvair siphoned customers from makes such as Volvo or VW. Because such customers had not been likely to contemplate a larger Chevrolet Biscayne (which cost only slightly more), each Corvair sold did not translate into a Biscayne that was lost. This was in direct contrast to the situation at Ford, where the Falcon nearly ate its maker alive by stealing sales from the basic large Ford sedan. Corvair sales were almost entirely “extra business” for Chevrolet.

Corvair was named Motor Trend magazine’s Car of the Year for 1960.

The early four door 1960 models, the 500 and the 700, were conceived as economy cars offering few amenities in order to keep sticker prices down for Chevrolet customers. Powered by an 80 hp (60 kW) engine and unsynchronized three speed manual or two speed Powerglide automatic transmission, the Corvair was less powerful than other cars in its class; however, the horsepower and torque fit the size of the car rather well. Despite the relatively expensive and unique power train, the car sold for around $1,500 for a base model 500.

Introduced in January 1960, two-door models boasted a fold-down rear seat for added storage capacity, which was greatly needed as the spare tire was stowed in the forward trunk compartment. The passenger compartment was heated by a gasoline heater mounted next to the spare tire in the luggage compartment. While it offered immediate hot air, customers complained of what they thought might be decreased gas milage on cold days and through long winters. Chevrolet redesigned the heating system for the 1961 model year, yet left it up to customers to choose the gas heater until the end of the 1964 model year.

Monza

The line quickly grew from utilitarian bench seat sedans and coupes to the more plushly appointed bucket seat interiors of the 900 line now called Monza. It hit showroom floors in the Spring 1960. Two available options on Monza were a more powerful engine, rated at 95 horsepower (71 kW) thanks to a more radical camshaft paired with low-restriction exhaust, and the introduction of a fully synchronized four speed transmission.

Despite its late introduction, the Monza sold 12,000 units, making it one of the most popular Corvairs.

1961 Chevrolet added an optional four-speed manual transmission (late in 1960, few produced prior to 1961 introduction) to augment the standard three-speed manual and optional two-speed Powerglide automatic. The Corvair engine received its first size increase to 145 in³ courtesy of a slight increase in bore size. The base engine was still rated at 80 hp (60 kW) when paired with the manual transmissions and 84 hp (63 kW) when mated to the optional automatic transmission in Monza models. The high-performance engine was rated at 98 hp (73 kW). To increase luggage capacity in the front the spare tire was relocated to the engine compartment in cars not ordered with All Weather air conditioning and the gasoline heater was replaced by a system of ducts that redirected warmed air from the cylinder heads to the passenger compartment. The gasoline heater remained available as an option through 1964.

Corvair was the first of the compacts to offer factory air conditioning, as a mid 1961 option introduction. The large condenser lay flat atop the horizontal engine fan. A large, green painted reverse rotation version of the standard GM Frigidaire air conditioning compressor was used, and an evaporator housing was added under the dash with integrated outlets surrounding the radio housing. All Weather Air Conditioning was not available on wagons, Greenbrier/Corvair 95, or the turbocharged models introduced later due to space conflicts in those body styles.

A station wagon, the Lakewood, was also added to the lineup in 1961. This was similar in layout to the Volkswagen Squareback also introduced that year which placed a flat engine under the cargo floor. It contained a total of 68 ft³ (1.9 m³) of cargo room — 58 in the main passenger compartment, and another 10 in the “trunk” under the hood.

That same year, Chevrolet also introduced the Corvair 95 line of light-duty truck, which used the Corvair driveline and were forward-control, with the driver sitting over the front wheels, as in the Volkswagen Type 2. The Corvan model was available in myriad configurations as both a panel van and a window van. There were also two models of pickup available. The Loadside was a fairly typical pickup of the era, except for the rear engine, forward controls, and a strange pit in the middle of the bed, The more popular pickup was the Rampside model, which, as its name implies, had a large fold-down ramp on the side of the pickup bed. Rampsides were used by the Bell System because of the ease with which cable reels could be rolled in and out of the bed. Fleet sales of Corvair commercial vehicles were poor due to an approximately $100 premium over competitive Ford products: If you bought 25 trucks, you essentially got one extra Ford for free. This disadvantage would seriously affect Corvair 95 sales, and ultimately cause the line to be discontinued in favor of a basic Chevy II-based panel truck in 1964.

The Greenbrier Sportswagon used the same body as the Corvan with window option, but was marketed as a station wagon like the Lakewood, and was available with trim and paint options similar to the cars, arguably making it the first American minivan.

Continuing from the end of the previous year was the Monza, heavily promoted and sometimes considered “the poor man’s Porsche.” The Monza was expanded to a four-door as well as a two-door coupe and garnered around 144,000 sales.

1962 – 1963
The Corvair’s innovative turbocharged engine

In 1962, Chevrolet introduced the 150 hp (112 kW) turbocharged Monza Spyder option for Monza coupes and convertibles mid year, making the Corvair one of the first two production automobiles to come with a turbocharger as a factory option, with the Oldsmobile F-85 Turbo Jetfire of the same year. The 500 station wagon was dropped in favor of the Monza wagon at introduction, however all station wagons were discontinued mid year to create more capacity for new models like the convertible and Chevy II. Metallic brake linings and a heavy duty suspension consisting of a front anti roll bar, rear axle limit straps, revised spring rates and recalibrated shock absorbers were introduced as optional equipment and recommended for Spyders. Monza Spyder featured a multi-gauge instrument cluster which included a tachometer, cylinder head temperature gauge and intake manifold pressure gauge in addition to the turbocharged high performance engine.

The 1963 model year saw the end of the Loadside pickup, and the availability of a long 3.08 gear for improved fuel economy, but the Corvair otherwise remained largely carryover with minor trim and engineering changes (self adjusting brakes) from 1962.

Significant engineering and safety changes occurred in 1964, while the bodies and models available remained the same.

The lineup remained relatively unchanged for the 1964 model year, with the exception of the engine growing from 145 to 164 in³ (2.3 to 2.7 L) due to an increase in stroke; the base power growing from 80 to 95 hp (60 to 70 kW), and the high performance engine growing from 95 to 110 hp (70 to 80 kW). The Spyder engine remained rated at 150 hp (112 kW) despite the displacement increase of the engine. The Rampside pickup was discontinued at the end of the model year.

1964 also saw a critical improvement in the Corvair’s suspension; the car’s swing axle rear suspension was tamed by use of an additional transverse leaf spring carrying a high proportion of the rear weight in an effort to diminish rear roll stiffness and foster more neutral handling attributes. Spring rates were much softer at both ends of the car in 1964 compared to previous models, and the heavy duty suspension was no longer optional although all models now had an (even larger) front anti roll bar standard. Brakes were mildly improved by finned rear drums.

However, a young lawyer named Ralph Nader had written a book called Unsafe at Any Speed in which the 1960-63 Corvair (accused by Nader of a greater tendency to cause loss of driver control, spin out or even roll over in many situations) was used as a dramatic case study. The Nader book, which was published in 1965, came as a blow to sales of the Corvair line. The sporty, inexpensive Ford Mustang, based on the conventionally designed Ford Falcon and introduced in April 1964 in response to the market pioneered by the Corvair Monza, also hurt Corvair sales.

1966 Chevrolet Corvair

A dramatic redesign of the Corvair body and suspension and two powerful new engines came in 1965. The new body style showed influence from Chevrolet Corvette Stingray and the 1963 Buick Riviera, with ‘coke bottle styling’ that set the trend for GM cars for the next fifteen years- foreshadowing the 1967 Chevrolet Camaro that eventually replaced the Corvair. Many consider the second generation to still look contemporary in contrast to the first generation body. A new fully independent suspension similar to that used on the Corvette replaced the original swing axle rear suspension. Car and Driver magazine’s David E. Davis Jr. showed wild enthusiasm for the 1965 Corvair in their October 1964 issue. For the first time, none of the passenger cars had a “B” pillar, making all closed models true hardtops.

“And it is here too, that we have to go on record and say that the Corvair is – in our opinion – the most important new car of the entire crop of ‘65 models, and the most beautiful car to appear in this country since before World War II.”

“When the pictures of the ‘65 Corvair arrived in our offices, the man who opened the envelope actually let out a great shout of delight and amazement on first seeing the car, and in thirty seconds the whole staff was charging around, each wanting to be the first to show somebody else, each wanting the vicarious kick of hearing that characteristic war-whoop from the first-time viewer.”

“Our ardor had cooled a little by the time we got to drive the cars – then we went nuts all over again. The new rear suspension, the new softer spring rates in front, the bigger brakes, the addition of some more power, all these factors had us driving around like idiots – zooming around the handling loop dragging with each other, standing on the brakes – until we had to reluctantly turn the car over to some other impatient journalist. We were actually annoyed about having to drive the new Sting Ray and the new Impala SS with a great, storming 409 to propel it”

“The ‘65 Corvair is an outstanding car. It doesn’t go fast enough, but we love it.”

Many new options and refinements appeared in the beautiful[7] new 1965 redesign. Fully integrated in-dash All Weather Air Conditioning, a much better heater system, larger brakes borrowed from the Chevelle, a stronger differential ring gear, a Delcotron alternator and significant carburetor and small chassis refinements all occurred. AM/FM radio, FM stereo, telescopically adjustable steering column, and a Special Purpose Chassis Equipment (“Z17″) handling package, consisting of a special performance suspension and quick ratio steering box, were significant new options that became available for 1965.

The previous 150 hp (112 kW) Monza Spyder was replaced by the normally-aspirated 140 hp (104 kW) Corsa and the 180 hp (134 kW) Turbocharged engine. The Corsa came standard with an instrument panel featuring a 140 mph (230 km/h) speedometer with resettable trip odometer, a 6,000 rpm tachometer, cylinder head temperature gauge, analog clock with a sweeping second hand, a manifold vacuum/pressure gauge and fuel gauge. Powerglide automatic transmission was not offered on the Corsa, however the Corsa’s standard 140 hp (100 kW) four-carburetor engine was available for $79 in the 500 and Monza series Corvairs with Powerglide, if so desired by a customer. The standard equipment Corsa 140 hp (104 kW) engine was notable for the fact that the engine used 4 single-throat carburetors, larger valves, and dual exhaust — the factory’s response to a modification hot-rodders had been making since the car first appeared; it was available as an option on other Corvair trim levels. The base 95 hp (71 kW) and 110 hp (82 kW) high performance engines were carried forward from 1964 for the 500 and Monza models.

By this point, the more utilitarian station wagon, panel van, and pickup body styles had all been dropped in favor of the sportier coupe, hardtop sedan and convertible styles. 1965 would be the last year for the Greenbrier window van, which was retained only because of a few fleet orders, with 1528 being built. Chevrolet replaced the Corvair-based vans with the Chevrolet Sportvan/GMC Handi-Van, which used a traditional front engine/rear drive axle borrowed from the Chevy II.

1966 – 1969

The 1966 lineup remained essentially unchanged from 1965, and sales began to decline as a result of Nader’s book, the very popular new Mustang that offered V8s up to 271 hp (202 kW) compared to Corvair’s 180 hp (130 kW) top powertrain, and rumors of the upcoming “Panther’- the code name for the forthcoming 1967 Camaro slated as the replacement for the Corvair in the sporty car market. The sales decline was also accelerated by a decision at GM to discontinue further development of the Corvair. One change of note was a more robust 4 speed synchromesh transmission for 1966, using the standard Saginaw gear set with 3.11:1 first gear ratio used by other GM 6 cylinder vehicles. The new 3 and 4 speed transmission was capable of handling more stress, though generally much more truck-like in operation than the prior 4 speed transmission which was modeled more along the lines of a Warner, but also a Saginaw product. It was a great improvement over the older 3 speed transmission, having a synchronized first gear. Also, the gear ratios were carried over from other GM cars, and were not optimal for a street-driven Corvair. A small flexible plastic air dam (“spoiler”) was installed below the front apron to conceal the front suspension and underbody, and lessen crosswind sensitivity to virtually nil. It is a popular retrofit to the 1965 models both for functional and aesthetic reasons. Corvair fans can easily tell the difference between the 1965 and ‘66 models by the taillights; the ‘66-’69 lenses protrude further from the bezels, and the backup light is less obvious, located inside the inboard lens. In front, the Chevy emblem is painted red on the ’65s; ‘66-’69s are blue. ‘65 models carried “Corvair” script on the right side of the hood; for 1966, the script was moved further down to the “grille” area, just to the left of the right headlight bezel. The Monza emblem featured a thinner vertical bar.
1967 Corvair Monza

In 1967 the Camaro was introduced and the Corvair line was trimmed to the base 500 sedan and coupe, and the Monza sedan, coupe and convertible. The 140 hp (104 kW) and 180 hp (134 kW) engine options were deleted as well, although the 140 hp (100 kW) option would be later reintroduced as a regular production option and would remain available until Corvair production ended. This model year was the first equipped (along with all other domestic GM lines) with true collapsible steering columns, a final response to one of the most valid safety criticisms. GM introduced a 50,000-mile (80,000 km) engine warranty on all 1967 models, including the Corvair. Dual circuit master cylinder with warning light, nylon reinforced brake hoses, stronger steel (instead of aluminum) door hinges and soft contoured instrument panel knobs and a vinyl edged day/night mirror were all made standard equipment as well.

In 1968 the line was trimmed even further by discontinuing the four door hardtop models, leaving just three models; 500 Sport Coupe, and Monza Sport Coupe and Convertible. Sales were down to 15,400. All Weather air conditioning was dropped as an option, due to concerns about thermal loading added by the now-standard air injection reactor (“smog pump”) which probably hurt sales as factory air became more popular generally in automobiles. Additional safety features, including side marker lights, and shoulder belts for closed models, were fitted per the Federal government’s requirements.

According to researchers such as noted GM historian Dave Newell, GM had already planned on ceasing Corvair production after the 1966 model year to make way for the Camaro. But the timing of Nader’s book turned out to be an inconvenience. Not wanting to appear as though they were buckling to Nader’s pressure, GM kept the Corvair in production for another three years. The only developmental changes made were to keep in line with government safety and emissions requirements. Another indication of the Corvair’s imminent demise was when the 1969 models were introduced: GM equipped its 1969 models one year ahead of Government requirements, with a steering column-mounted, anti-theft ignition switch, and a new, square-shaped ignition key. In 1969, Corvairs got the new key but were the only GM cars to retain the ignition switch on the dashboard, no doubt due to the lack of interest by GM engineering to adapt the Corvair steering column accordingly. How those last 1969 Corvairs were assembled (and the press event held by Chevrolet when car number 6000 rolled off the assembly line) is an interesting part of the Corvair story.

1969 Corvairs and Novas were being assembled at the same facility in the Chevrolet/Fisher plant complex in Willow Run, Michigan. However, demand for Novas was high and almost nonexistent for Corvairs, so a decision was made in November, 1968, to move Corvair assembly to a special area in the plant, dubbed the “Corvair Room,” making Corvairs built between that time and May 14, 1969 essentially hand-built (once the bodies were delivered from Fisher Body). A number of well-known Chevy collectors and GM executives expressed interest in purchasing the last Corvair, number 6000, but GM management decided that the Olympic Gold Monza hardtop would not be sold. Most accounts relate that GM scrapped it shortly after it was built. Representatives from the press, along with corporate bigwigs, were present at the small ceremony when car number 6000 got its final fittings and drove off the line to where railroad cars full of new ‘69 Novas were ready to be shipped to dealers. Reaction to the death of this sporty car was mixed, and extended to both ends of the spectrum, from sadness and regret that such a fine car couldn’t make it in the marketplace, to sharp criticism of Chevrolet’s decision to continue building the car at all. It should be noted that GM’s policy has always been to forbid non-employees from visiting their assembly plants, and certainly, photographing the area. It was the Corvair that again, proved to be the exception.

General Motors did have plans for a 1970-on model Corvair, essentially a re-skin of the 1965-69 body with new exterior sheetmetal. The car likely would have debuted as a “1970 1/2″ model, much as Corvette and Camaro did for 1970. The overall appearance of this third generation Corvair was very similar to the 1973 GM A Body intermediates– particularly the 1973 Pontiac Grand Am. It retained Corvair proportions, with a rounded sweeping body, terminating in a tapered tail with a glassy roof, featuring fixed quarter windows. This program progressed past the point of full scale clay models before being dropped in early 1968. One interesting project at GM was the Turbo Hydramatic 350 transmission, introduced in the 1968 Camaro and later adopted by most Chevrolet models. It was laid out in a manner that would permit its use in the Corvair, unlike the Turbo Hydramatic 400 and most other designs. Had the 1970-on Corvair been built, it is clear this transmission would have been adapted for the Corvair. The last word on the 1970+ “third generation” Corvair was, “Mr. Cole (GM President Ed Cole, ex-Chevrolet General Manager during Corvair development) is not enthused about this program…”

In what may be the automotive industry’s greatest irony, NHTSA, the federal agency created from Nader’s consumer advocacy, investigated the Corvair and issued a report in 1971 clearing the car’s design, two years after the car went out of production.

Part of Nader’s evidence against the Corvair was a promotional film created by Ford Motor Company, in which a Ford test driver purposely turned the Corvair in a way to make it spin around. Such films were not uncommon. GM also had films showing the Ford Econoline pickups standing on their noses under heavy braking.

Engineering
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The Chevrolet Corvair engine, unique for an American car, presented a different set of requirements for mechanics, many of whom treated the engine in the same way as they would an engine of normal design, leading to problems.

An engineering weakness not generally highlighted related to fumes and gases entering the passenger area via the heater system, a problem endemic to an air-cooled engine that uses heat radiated from the engine directly to heat air for the passenger compartment. Carbon monoxide and other noxious or deadly gases could enter the passenger areas if exhaust system gaskets aged or failed using this system, since the gaskets were inside the heater box air intakes and air for engine cooling was used for passenger–compartment heating when the heater was on (or leaking). The 1960 model Corvairs used a GM Harrison division gasoline heater located in the front trunk area as its standard heater, similar to the Eberspächer heater offered as an auxiliary heater by Volkswagen as a dealer-installed option. This feature became optional in 1961 and was dropped in 1965 due to weak consumer demand.

Chronic oil leakage from the pushrod tubes, caused by GM’s poor choice of pushrod tube seal material, also contaminated the passenger heating air. That air might also become noxious if a 6-inch (152 mm) wide rubber seal almost 16 feet (5 m) long, located between the engine assembly and the body, was not maintained in like-new condition. Another common problem in the earlier years was oil leakage caused by dissimilar metal thermal expansion on the aluminum–and–steel engine. Chevrolet wrestled with several problems of this nature the entire time the Corvair was in production with varying degrees of success. Sandwiching cast iron cylinders between an aluminium case and alloy heads is highly magnified by putting another cylinder on each bank.

The interior air would also be contaminated if the voltage regulator allowed an over-voltage condition and the original battery vent hoses were not attached. The battery, which was mounted in the engine compartment, could emit hydrogen if overcharged. Chevrolet installed special battery caps and hoses that vented the battery to air outside the engine compartment, but these were often discarded by owners during the car’s life.

The Volkswagen Beetle (Type I), another automobile with an air cooled engine, had a heater system which better isolated fresh air from engine cooling air fumes, and was only susceptible to carbon monoxide contamination from the two heat exchanger to muffler seals at the rear of the engine, as opposed to the eight exhaust joints in the Corvair system. This air contamination problem is illustrated by the fact that many American cities’ taxi regulations had prohibited air-cooled engine cars from being used as taxicabs when they derived their heated air from engine exhaust heat, decades before the Corvair and VW Beetle entered the market.

Another problem that the Corvair did not share with Type I Beetles was the fan on top of the engine. The fan and generator were operated by a belt on the rear of the crankshaft. It had to turn around two ninety degree pulleys (each twisting it sideways) to get to the fan pulley, and was described, at the time, as the worlds longest belt.

A criticism in Lawyer Ralph Nader’s 1965 book concerned the steering column design. Like most cars of its era, the Corvair’s steering column was rigid and could impale the driver in a front-end collision. While the Corvair’s steering box was mounted ahead of the front cross-member, it was well behind the frame horns, in what would later be called a “crumple zone,” and could, in a severe front-end collision, push the steering column and steering wheel toward the driver. In practice, most driver chest injuries were sustained due to the lack of a shoulder belt, rather than steering column intrusion. Any increase in risk of injury due to steering column intrusion in a front-end collision was, however, more than offset by the absence of an incompressible engine and transmission in the front of the vehicle, which commonly intruded into passenger compartments on vehicles of the era. Chevrolet, aware of Nader’s criticism, changed the steering shaft to a two-part design with a frangible joint late in the 1965 model year, and a collapsible steering column was provided in 1967, towards the end of the model’s life span.

The criticism of the 1960-’63 Corvair handling was not entirely groundless. Although it was a competent handling vehicle as delivered from the factory, with characteristics quite similar to many imported cars, such as Mercedes and Volkswagen, which also used swing axle suspensions with similar handling attributes, there was room for improvement. Advertising in 1960 from domestic competitors showing the results of shooting an arrow weighted at the rear end missing its target widely did little to foster confidence in many minds about the stability of the car.

Chevrolet had tailored the handling of the Corvair by using very wide tires for such a light car (6.50-13, considered wide at the time, even contemporary Corvette used only a 6.70) to bear the weight of the rear and reduced front pressures by about 11 psi to increase front slip angles to balance traction and maintain confident control. If this pressure difference was not maintained, the handling could become dangerous. In very hard cornering, the rear slip angles would exceed the front slip angles, and could lead to oversteer at high speeds.

Swing axles were a common suspension design during the Corvair era. The advantages of swing axles are numerous, good handling not being one of them ; very compact packaging, tremendous strength and durability on rough surfaces, very good isolation of road harshness and a very smooth ride due to the camber changes forcing the tire carcass to absorb blows sideways as well as radially on severe bumps.

The primary deficiency of swing axle suspensions is they create a high “roll center;” the theoretical point that the cars center of mass pivots around- as it leans in cornering. A high roll center increases body roll in cornering; however, it reduces sensitivity to uneven roads and crosswinds. Having a high “roll center” transfers a large amount of weight to the outboard tire during cornering. Pre-1965 Corvair has a rear roll center approximately 13″ above the road surface and front roll center just slightly below the road surface. This concentration of roll loading on the rear wheels means that as the cornering force increased, the weight was transferred to the already heavily loaded rear tire. The cornering force combined with the already heavily loaded rear tires (from the weight of the engine) increased its slip angle, and could eventually pushing the car into lift-off oversteer

Chevrolet had considered adding a front anti-roll bar for the original 1960 car, which would have shifted a significant part of this weight transfer to the front outboard tire and reduced the rear slip angles considerably in severe cornering. Unfortunately, GM decided that the extra cost ($6 per car is often cited), with the confidence in tire pressures adequately compensating for the inclination for oversteer- led GM to delete the front anti–roll bar from production models (GM used different low front and high rear tire pressures to combat the oversteer). This decision would come back to haunt GM later. The anti–roll bar did become available as an option in 1962, and was made standard finally in 1964. The 1964 rear suspension was modified considerably with a transverse leaf spring carrying much of the rear weight and vastly softer coil springs. The redesigned 1965 suspension was a total solution, cutting the rear roll center down to half its previous height, using fully articulated half-axles that offered constant camber on the rear tires in all driving situations. Although much is said about ‘jacking’ (tendency for swing axle suspensions to go into very severe positive camber in extreme corners), the bias ply tires used at the time were very insensitive to camber and did not have severely reduce cornering grip (unlike radial tires which later became commonplace). Due to the swing axle design, the rear tires would undergo large camber changes during fast cornering, and the improvements in 1965 only improved this design element.

Contemporary Mercedes W120 Ponton sedans along with rear-engined Volkswagens, Renaults, Porsches and other cars used swing axles, with mixed results. As Corvair was designed to avoid terminal oversteer by using very low air pressure in the front tires, typically 15 to 19 pounds-force (85 N) per square inch, so that they would begin to understeer (increase slip angles faster than the rear) before the swing axle oversteer would come into play, this pressure was quite adequate for the very lightweight Corvair front end on the already quite wide tire. Owners and mechanics, either through ignorance of the necessity for this pressure differential between front and rear or thinking that the pressure was too low for the front, would frequently inflate the front tires to current “average” pressures. It should be mentioned that the Corvair is by no means unique in requiring dissimilar front and rear tire pressures for normal controllability; even the front–wheel–drive Cadillac Eldorado years later used very low rear pressures (16 psi) to balance handling. This may seem contrary to many ideas about a tires contact patch, but it’s important to remember how tires of different materials and sizes will be affected in dissimilar ways.

Wheel camber change on the early models created a “tuck under” and “air out” condition in one or both of the rear tires during hard cornering. According to Nader, a son of a member of the GM Board of Directors died in an early Corvair as a result of this characteristic. In this regard, Nader’s book, along with On a Clear Day You Can See General Motors by John Z. DeLorean and J. Patrick Wright, was highly critical of Ed Cole’s obsession with building and marketing a rear-engined, air-cooled car to sell at a low price.

Although Nader arguably overstated the severity of these handling problems, as was later claimed by U.S. National Highway Traffic Safety Administration investigators, DeLorean ultimately backed Nader’s findings in his book. Whatever the reason, Chevrolet did make changes to the suspension for 1964 models. GM added as standard what had previously been an option, namely, a transverse leaf spring extending between the rear wheels, to limit rear wheel camber change.

In 1965 the Corvair got a state–of–the–art fully independent rear suspension closely resembling that of the contemporary Corvette, and even sharing some components. Motor Trend referred to the 1965 model as “the first American production automobile on the road with fully-independent rear suspension, (the Corvette considered limited production).” These changes were, however, viewed by critics as an admission by Chevrolet of problems with the original design.

Being launched as a centrepiece to the company’s Centenary celebrations, the VX Lightning is a two-seater roadster based on the same technical foundation as the Pontiac concept Solstice, first seen at the 2002 North American International Auto Show in Detroit. Under the long bonnet of the VX Lightning is a new version of Vauxhall’s all aluminium 2.2 ECOTEC engine, reworked with a supercharger to produce a maximum power of 240hp and 305Nm of torque. A six-speed manual gearbox is mated to the engine, driving the rear wheels.

The chassis incorporates independent suspension, the front end using a simple and reliable strut configuration with a rack and pinion steering. At the rear, the independent suspension is all aluminium for weight saving. Overall, the car manages a near perfect 50:50 weight distribution for the best in handling and agility.

Designed in the UK, the VX Lightning is a classically proportioned sports car with a long bonnet and short rear overhang. There are also some subtle echoes of the past, including the rollover hoops sculptured into the rear deck and bodywork which flows down into the cabin. Inside, deeply sculptured seats are finished in black and red leather, while red leather has also been used to trim the sweeping dashboard.

May 14, 2003 – Although much of the attention – at least in the United States – is on the centennial of the Ford Motor Company, which will be officially celebrated on June 16, this year is also the 100th anniversary of another motor firm: Vauxhall, which has been part of General Motors since 1925. Perhaps as a move to shine some light on the company, it unveiled the VX Lightning concept at the Dorchester Hotel in London this week.

The VX Lightning is based on the same platform used for the Pontiac Solstice concept that was shown at the 2002 North American International Auto Show in Detroit.

The Vauxhall Lightning concept was a joint project between the GM North America (GMNA) Advanced Design Studio in England and the Opel/Vauxhall Design Center in Rüsselsheim, Germany. The programme was initiated by Wayne Cherry, vice president, General Motors Design, and carried out under the overall direction of Anne Asensio, Executive Director of Advanced Design, and Martin Smith, GM Europe Director of Design.

The Lightning was designed and developed at the GMNA studio in Birmingham. The team was headed by GMNA Advanced Design Director and chief designer on the Lightning, Simon Cox. The joint design team included Opel Advanced Chief Designer Stefan Arndt, Dale Grewer (exterior), and Jochen Werner (interior).

As a commemorative vehicle the emphasis in the grille and elsewhere is the Vauxhall ‘V’ motif. It provides a bold front, as the front fascia flares back with two hood lines completing the arrow-like shape that seems to drive the long-hooded vehicle forward. Reinforcing the ‘V’ theme is the creased centerline of the hood, rear decklid and facias. The angular headlamps continue the themes introduced on the VX220, integrating with the dramatically peaked front fenders.

In classic British roadster style, the hood is long and the rear overhang short. The VX Lightning shows a further evolution of the Opel/Vauxhall form language from the VX220/Speedster, with a more subtle softening up of the surfaces. The rollover hoops beautifully sculpted into the rear deck, with just the touch of a crease, is an indication of the new softer, but still edgy direction this European team is taking. An interesting detail is the polished metal air vent panel in the bodyside air outlet. The rear view mirrors seem to have been formed by high-velocity air, stretching them to a speed shape.

Inside, deeply sculptured seats are finished in black and red leather, while red leather has also been used to trim the sweeping dashboard.The seats, inpired by Italian motorcycle racing gloves, are untreated red aniline leather with a thick buffalo-type grain. Pads of dark charcoal leather are added over the surface or in the case of the door and the IP hood, the red leather floats as a panel over the surface, slightly offset from the main structure. The ebony piano lacquer used as an accent on the center console and framing the instrument dials adds a note of elegance that moves this car up a few levels from the Vauxhall VX220.

The VX Lightning has a new version of Vauxhall’s all aluminium 2.2 ECOTEC engine, reworked with a supercharger to produce a maximum power of 240hp and 305Nm of torque. A six-speed manual gearbox is mated to the new engine, which drives the rear wheels. The chassis incorporates independent suspension, the front end using a simple and reliable strut configuration with a rack and pinion steering.

At the rear, the independent suspension is all aluminium for weight saving. Overall, the car manages a near perfect 50:50 weight distribution for handling and agility. The vehicle has a 95-inch wheelbase, is 45 inches high, 153.1 inches long, 71 inches wide and weighs 2,900 pounds. It rides on 19-inch alloy wheels in the front and 20-inch alloys in the rear, with Michelin Pilot rubber.

Kevin Wale, Vauxhall chairman and managing director, said the Lightning is “a return to our early performance roots when Vauxhall was famous as the manufacturer of the first true British sports car – while we continue to be both innovative and bold in exterior and interior design.” He added, “Ultimately, the VX Lightning, as a classic roadster, represents the best of our past, and our future – a vehicle that is quintessentially British.”

While rumors swirl in and around Detroit that the production Solstice will go ahead, there is no word on whether the Lightning will be put into production, but along with the GTC Geneve concept, it is an indication of Opel/Vauxhalls new design direction, and a prequel to the Frankfurt Motor Show in September.

People the world over are dreaming of a better future based on energy derived from hydrogen.

The tiniest molecule in the universe could solve the Earth’s greatest problems: dependence on fossil fuels, coupled with global warming from steadily rising carbon dioxide emissions. The fact is that fossil reserves, such as oil, natural gas and coal, are in decline. Nobody knows precisely when, but one day these resources will have ebbed away. At the same time, mankind’s energy requirements are growing. Its sensibleness look around for alternatives before it is too late.

Researchers and energy experts agree that hydrogen is the up-and-coming energy carrier. It is the simplest, oldest and most common element in the universe. The Earth harbors a virtually endless store of hydrogen in the form of the compoundH20, or water. One way of extracting pure hydrogen from water is through electrolysis. This requires electricity, which can be derived from such renewable sources as sun, wind or water power, among others. This hydrogen could then be transported anywhere for conversion into energy by engines or fuel cells. Industry already consumes around 6.5 trillion cubic feet of hydrogen a year in a wide range of applications.

When hydrogen is recombined with oxygen, a high energy reaction occurs.

In the BMW engine, the hydrogen is burned with the same controlled precision as a conventional air-fuel mixture. But there’s one key difference: when hydrogen gas is burned in optimal conditions, the only significant emission is pure water vapor. BMW has a long and unrivaled experience in hydrogen technology, and has been actively committed to promoting “sustainable mobility” since the 1980s.

The future lies in as liver-blue BMW7 Series Sedan. The engineering in this automobile makes it one of the rarest production cars in the world. Unlike cool  sports cars and extravagant luxury sedans, this new car doesn’t have people stopping in their tracks and peering with curiosity through the windows. At first glance there isn’t anything unusual about the luxurious interior, and the engine purrs quite normally. However, what sets this car apart is the small button on the steering wheel, labeled “H2.” Even BMW a aficionados could before given for not noticing it right away. H2 – just a letter and a number, but they stand fora daring, trailblazing concept that hasled to an extraordinary feat of engineering, unequaled anywhere in the world.

H2 is the designation for the hydrogen molecule. Hydrogen is the most common element in our universe, considered by many to be a fuel with a big future. Experts predict cars will run on hydrogen when the oil wells dry up. Drivers of the new BMW Hydrogen 7 are already embarking on this future. In hydrogen mode,the engine runs entirely on hydrogen. Its combustion generates hardly any harmful emissions, and the exhaust emits a little haze of water vapor. Engineers around the world have been researching vehicles with hydrogen drive trains for decades. BMW took on the challenge and has become a dedicated pioneer in hydrogen technology, committed to driving this development forward.
That’s why BMW has now taken the decisive step. Series production of the Hydrogen 7 starts at the end of the year with a limited-production run at BMW’s Din golfing plant in Bavaria. These vehicles will not be sold on the open market. Instead, they will be made available to influential public figures who,by driving the sen ear-zero-emission BMWs, will demonstrate the start of an exciting new era of clean energy.

Cruising the California Hydrogen Highway in 2010

Along with an official state tree (redwood) and motto (“Eureka”), California may well become the first state to
have an official state element: hydrogen. Long known for its strict emissions standards, California is now setting the pace for clean, hydrogen-fueled mobility. In afar-reaching initiative, the state has built more than a dozen hydrogen refueling stations, with plans calling for a total network of 150 to 200fuelstations, spaced every 20 miles, on major highways through out the state by the year201O. This “Hydrogen Highway” will allow drivers to invest in hydrogen-powered vehicles without fear of running on empty. A joint project of both government and industry, costs are projected to run anywhere from $75 – $200 million. The government will provide approximately $6.5 million for hydrogen demonstration projects; the bulk of the funding will corn from private investment by energy companies, automakers, high-tech firms and others with as take in developing clean, sustainable energy.

BMW helps in creating a network of hydrogen fueling stations.

BMW is partnering with fuel companies with the goal of setting up liquid hydrogen fueling stations
in the United States and Europe. Drivers of liquid hydrogen-powered vehicles in Germany can now fill up at four stations – two in Berlin, two in Munich- where liquid hydrogen is available. An additional European refueling station is under construction in Brussels, the home of the European Union. Herein the United States, Californians are able to fill their tanks with liquid hydrogen in Oxnard, while in Washington, DC, federal lawmakers can experience a hydrogen station in operation.

Hydrogen Highway for Europe?

With a view toward testing the practicalities of the large-scale application of hydrogen, German technology group Linde presented the “European Hydrogen Highway” initiative in 2005 on International Hydrogen Day. Research by Linde suggests that a network of highways across Germany could be supplied with hydrogen refueling stations within a relatively short time spans. A second and third phase would integrate European neighbors into the plan.

Mobile hydrogen refueling unit.

To increase the availability of liquid-hydrogen fuel before a comprehensive network of filling stations is in place, Linde recently developed “trail H2TM” – an innovative mobile liquid-hydrogen filling station. Successfully tested in Germany during the 2006 Soccer World Cup, “trailH2″ is designed for cars and buses in the public sector, and will also be made available for BMW vehicles.

New partners for the Clean Energy Partnership.

The Clean Energy Partner ship (CEP) is emerging as the most important European project in the field of hydrogen powered mobility. The CEP is an international consortium of energy companies, vehicle manufacturers and
transportation services. It is currently running a fleet of 17 hydrogen vehicles – the big get demonstration
project for this future technology. In addition to BMW, members of the CEP include Daimler Chrysler, Ford,
GM/Opel, Linde, TOTA Land Volkswagen.

Japan plans hybrid rail system.

Japanese railroad company JR East has developed the world’s first hybrid hydrogen rail car. The “New Energy
Train” began test runs on October 19, 2006. By the middle of next year, these trains are scheduled to operate
on regular tracks. Power is supplied by two fuel cells generating 65 kilowatts each, along with a diesel-powered generator. The new railway system is expected to cut energy consumption by 20% and run significantly more quietly than conventional trains. Hybrid trains of this kind, moreover, do not require costly overhead lines.

Norway’s first hydrogen filling station goes on-stream.

August 2006 saw Norway take the wraps off its very first hydrogen refueling station – the first step towards
a hydrogen high way that is being constructed between Stavanger in the southwest and Oslo in the southeast. It’s all part of the comprehensive HyNor project, a partnership of 30 companies whose aim is to promote the use of hydrogen power in Norway’s transportation sector. The second fueling station is expected to open in spring
2007 in the Grenland district. By2009, Norway’s hydrogen highway should offer a seamless supply of hydrogen.

How does the hydrogen get to the filling stations?

At normal temperatures, hydrogen is a gas.So it is transported in a highly compressed liquid form.To
achieve that, it is chilled to -418°F and then pumped into tanker vehicles that feature special heat insulation known as “vacuum super-insulation.” Hydrogen fueling stations also have “cryogenic tanks” that can keep the hydrogen in a liquid state for months.

How does filling up on hydrogen actually work?

It isa process comparable with refueling a gasoline or diesel vehicle today. To fill up a liquid-hydrogen car, you need a special coupling system. With the BMW Hydrogen 7, for example, the coupling links the pump nozzle with the filler neck of the vehicle. The actual filling process is fully automatic and can take as little as eight minutes.

When will hydrogen cars become an everyday sight on the roads?

That can’t be accurately forecaster. What we do know is that the price of fossil fuels will steadily rise in the coming decades, bringing ever closer the point at which hydrogen car swill become prevalent. The prospect of volume production is more realistically imminent: that will happen as soon as hydrogen can be generated in quantity by economical methods, and the relevant infrastructure is in place.

Will hydrogen be affordable?

Yes, once an appropriate hydrogen industry and supply infrastructure have been set up. It’s worth remembering
that fuel for the earliest automobiles had to be bought at the drugstore! Developments over the last 120 years
show how far we have progressed since those days and their “over-the-counter” prices.

How is the liquid hydrogen stored in the car?

Basically the same way it is stored in the tanker truck, i.e., in a cryogenic tank. Thanks to rapid advances in
insulation technology, these tanks are shrinking in size, so that eventually they will take up barely more space than conventional fuel tanks.

How does hydrogen burn?

Normally, combustion processes are  based on carbon reacting with atmospheric oxygen under heat to produce
carbon dioxide. Hydrogen, on the other hand, combines with atmospheric oxygen to be come water vapor, and
in doing so releases the energy stored inside it. This process also generates a great deal of heat. The hydrogen flame is virtually invisible in daylight because it radiates in the ultraviolet region.

What is the difference between a combustion engine and a fuel cell?

A fuel cell uses a chemical process to convert hydrogen and atmospheric oxygen into power to drive an electric
motor. In a combustion engine, on the other hand, the hydrogen is ignited directly by spark plugs – just as gasoline is today.

How long will hydrogen resources last?

As long as planet Earth survives. The world’s oceans contain a virtually unlimited source of hydrogen. The key
factor is that it will never be used up because the production and burning of hydrogen form a never-ending cycle.

What emissions are produced by burning hydrogen?

From an environmental point of view, nearly none. Whereas the extraction of hydrogen can release CO2,
the combustion processitself hasvirtually no impact on the environment, producing onlytiny amounts of
nitrogen oxideand miniscule quantities of hydrocarbons from lubricants.

The BMW Compact was a compact car / small family car, basically a truncated liftback version of the BMW 3 Series, produced by the German automaker BMW between 1993 and 2004. The wheelbase remained the same as the full-size sibling. From 1994, it was based on the BMW E36 platform, switching to the BMW E46 platform in 2001. Production of BMW Compact ceased in 2004 when it was succeeded by the 1 Series.The car was available in 316i, 316g (compressed natural gas), 318ti, 318tds (diesel) and later as a 323ti. The title ‘Ti’(Touring International) used on the more powerful versions, harking back to the ti models of the sixties.

E36/E

The BMW E36/5 Compact shares its suspension with the BMW Z3, M Coupe/Roadster, which has E36 front suspension and rear suspension based on the E30. From front bumper to A pillar, the Compact looks identical to the E36 sedan, sharing both front fenders, bumpers, lights and the hood.

In order to save space, the E36/5 made use of a smaller semi-trailing arm rear axle derived from the older 3-series (E30). The inherent design of the trailing arm suspension was that it favoured oversteer. Consequently, the Compact received mixed reviews from the automotive press, some claiming the chassis was the most balanced of the E36 range, while others said that the car wandered and darted in a straight line, and was uncomposed in the corners.

Trims

In North America, these models were equipped with a 1.8 litre, 138 bhp (103 kW) four-cylinder M42 engine for the 1995 model year. In 1996, the engine was expanded to 1.9 liters (M44), a treatment given to all 318i/318is. As some changes were required to make the car compliant with OBD-II, power curve adjustments occurred at the same time. European buyers had the option of a smaller 1.6 litre engine, a four-cylinder diesel, and German buyers had the exclusive and rare 323ti option with a 2.5L, 170 hp (130 kW) Inline-6.

The interior was all BMW: apart from a simple one piece dashboard, it shared the same seats and trim as the full-sized 3-series. 318ti came in different trim levels, including the base, Active and Sport. Sport package is similar to the ones offered to coupe/sedan models, giving the car the suspension upgrade, colour coded bumpers, foglights, alloy wheels, sport seats and the like. Active package offered comfort items such as OBC(On-board computer), cruise control, sunroof and remote keyless entry.

The Clubsport edition was only offered in the model year 1995. It received the treatment of BMW Individual, much like the 1995 M3 lightweight and 1995 BMW E34 540i M-sport. The car had upgraded suspension, limited slip differential, sport seats, and full M-aerodynamic package including front and rear bumpers as well as side mirrors. It should be noted the Sport package for 1995 318ti had all the performance upgrade with no exterior distinction from the base model. Starting 1996, the sport package included the M-aerodynamic package like the Clubsport model, with the exception using the standard side mirror. Also there is a rare California edition of the vehicle, introduced in 1996, featured a Webasto style folding canvas roof reminiscent of those used in the Citroën 2CV. 1999 is a unique year for 318ti in US, since the introduction of E46 sedan/coupe models, BMW has made a decision not to offer the four-cylindered cars available to the rest of the world. All 1999 318ti’s came with the sport package. It is the rarest and most sought after of the E36 318 lineup by enthusiasts, being the lightest, fastest, best handling and least expensive.

To celebrate the 50th birthday of the German automobile magazine “Auto Motor und Sport”, BMW M GmbH handbuilt (at least) one M3 compact. The car embodied all the technical and optical characteristics of the stock E36 M3, but in the compact body, and more. A quad exhaust tip, Recaro sports seats, four-point seatbelts and an alcantara steering wheel and gear lever were specific for this model. The car was donated to the automobile magazine, but there are no details of the car’s present whereabouts.

Sales

The car was offered in the United States and Canada for model years 1995 through 1999. Despite being reasonably priced, starting at $19,900, the 318ti never enjoyed popularity in North America, selling much better in Europe. While consumers desired a less expensive BMW, two factors conspired to keep sales low in the US. First, the US market only sporadically supports the hatchback body style. Second, the SUV craze was beginning to surge.

The E36 automobile platform was the basis for the 1991-1999 BMW 3 Series entry-level luxury car / compact executive car. It was the successor to the BMW E30 and was eventually replaced by the BMW E46 in 1999. The 4 door models were discontinued for 1999. Replacing it was the all-new E46. The 2 door E36 was still made for the 1999 year. So in 1999 you could only choose between a 2 door E36 and a 4 door E46. In 2000, the E36 was officially discontinued. The E36 was introduced in late 1990 (1991 model) for Europe and as a 1992 model for US and Canada.

E36 experienced enormous success in the market. It laid strong foundations for the success that the BMW E46 experienced in subsequent years.

Also known as the “Dolphin shape.” The E36 was sold from 1991 through 1999. It employed the “Z-axle” multilink suspension in the rear which had been proven in the Z1. DOHC engines were used across the range, with VANOS variable valve timing introduced in 1993.

The four-door E36 was sold from Autumn, 1991, in the United States but the E30 coupes were retained until well into 1992. The E36 convertible was delayed until 1994. The hatchback 318ti Compact was introduced in 1995, was very popular in Europe, but it was not very successful in North America. The BMW Compact was identical to the regular E36 sedan from front bumper to A-Pillar. Everything else was unique, namely its rear semi-trailing arm suspension, based on the old E30, instead of the Z-Axle Multilink employed in all other E36’s. The Z3 and M Coupe have similar rear suspension setups as well. The “Touring” station wagon was sold in Europe from 1995, but was not offered in the United States.

The 2.5 L M50B25 used in the 325 models was replaced in 1996 with the 2.8 L M52B28, creating the 328 line. Another 2.5 L engine, the M52B25, was reintroduced for 1998 but the cars were sold as 323 rather than 325.

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.

Statistics

A typical American car dealership in Fremont, California. Between 2002 and 2003 alone the number of vehicles in the United States increased by three million.
The United States Department of Transportation’s Federal Highway Administration as well as the National Automobile Dealers Association have published data in regard to the total number of vehicles, growth trends, and ratios between licensed drivers, the general population, and the increasing number of vehicles on American roads. Overall passenger vehicles have been outnumbering licensed drivers since 1972 at an ever increasing rate, while light trucks and vehicles manufactured by foreign marques have gained a larger share of the automotive market in the United States. In 2001, 90% of Americans drove to work in cars. New York City is the only locality in the country where more than half of all households do not own a car (the figure is even higher in Manhattan, over 75%; nationally, the rate is 8%).

According to the US Bureau of Transit Statistics for 2004 there are 243,023,485 registered passenger vehicles in the US. Out of these roughly 243 million vehicles, 136,430,651 (56.13%) were classified as cars, while 91,845,327 (37.79%) were classified as “Other 2 axle, 4 tire vehicles,” presumably SUVs and pick-up trucks. Yet another 6,161,028 (2.53%) were classified as vehicles with 2 axles and 6 tires and 2,010,335 (0.82%) were classified as “Truck, combination.” There were approximately 5,780,870 motorcycles in the US in 2004, which accounts for 2.37% of all registered passenger vehicles.
According to cumulative data by the Federal Highway Administration (FHA) the number of motor vehicles has also increased steadily since 1960, only stagnating once in 1997 and declining from 1990 to 1991. Otherwise the number of motor vehicles has been rising by an estimated 3.69 million each year since 1960 with the largest annual growth between 1998 and 1999 as well as between 2000 and 2001 when the number of motor vehicles in the United States increased by eight million. Since the study by the FHA the number of vehicles has increased by approximately eleven million, one of the largest recorded increases. The largest percentage increase was between the years of 1972 and 1973 when the number of cars increased by 5.88%.

Age of vehicles in operation
In the year 2001, the National Automobile Dealers Association conducted a study revealing the average age of vehicles in operation in the US. The study found that of vehicles in operation in the US, 38.3% were older than ten years, 22.3% were between seven and ten years old, 25.8% were between three and six years old and 13.5% were less than two years old. According to this study the majority of vehicles, 60.6%, of vehicles were older than seven years in 2001. This relatively high age of automobiles in the US might be explained through gradually declining sales figures since 1998.
The median and mean age of automobiles has steadily increased since 1969. In 2005 the overall median age for automobiles was 8.9 years, a significant increase over 1990 when the median age of vehicles in operation in the US was 6.5 years and 1969 when the mean age for automobiles was 5.1 years. Of all body styles, pick-up trucks had the highest mean age (9.4 years), followed by cars with a mean age of 8.4 years and van with a mean age of 7.0 years. As SUVs are part of a relatively new consumer trend originating mostly in the 1990s, SUVs had the lowest mean age of any body style in the US (6.1 years). The average recreational vehicle was even older with a mean age of 12.5. The mean age has increased continuously for all body styles from 1969 to 2005.

Sales
In the year 2004, 7,505,932 passengers cars were sold in the United States according to the US Department of Transportation. This figure “Includes domestic and imported vehicles.” (Department of Transportation) The number of vehicles sold in the US has been decreasing at a gradual yet continuous rate since 1999, when nearly 8.7 million vehicles were sold in the US. Looking back at history however, reveals that such decline is only part of normal market trends and most likely only a temporary affair. Overall, 1985 was a record year with cars sales totaling just over eleven million. While imports have been gaining ground in terms of units sold during the 2000s and have regained roughly the same market share they held in 1992, the sales of domestic vehicles are still more than double those of imported vehicles. It should be noted however that the US Bureau of Transportation Statistics “Includes cars produced in Canada and Mexico” as domestic vehicles as both countries are part of the North American Free Trade Agreement (NAFTA). In 2004 the sales of vehicles made in NAFTA states totaled 5.4 million, while the sale of imported vehicles totaled 2.1 million. 798,000 vehicles were imported from Japan, making it the greatest exporter of vehicles to the US. Germany was the second largest exporter of vehicles to the US, with 542,000 units exported to the US in 2004. Imports from all other nations, except Germany and Japan, totaled 809,000.

Pricing

Full-size SUVs such as the Chevrolet Suburban had an average sticker price of $42k, but were sold for an average 22% discount, bringing the net price down to $33k. Overall, large non-luxury SUVs featured the largest discounts in the SUV segment (Edmunds.com).
In July 2004, Edmunds.com published a report stating that the average sticker price on a vehicle sold in the United States was $29,746. However, in the US, passenger vehicles are commonly sold at considerable discounts and customers rarely pay the sticker price or MSRP (Manufacturer’s Suggested Retail Price). The discount is commonly determined by the company’s marketing strategies and tends to be larger the slower selling a vehicle is. Due to what many American consumers have perceived as a declining quality among the automobiles manufactured by the “Big Three” and large fixed labor and capital costs, discounts tend to be larger on domestic vehicles. In 2003 the average discount on a domestic vehicle was 20.6% below MSRP. For Japanese and Korean vehicles the average discount was 10% and 12.8%. The lowest discounts were given on vehicles from European manufacturers, where the average discount was 7.7% below MSRP. Overall, the average discount in July 2004 was $4,982 (16.8%), meaning that while the average MSRP was almost $30,000, the average buyer of a new car paid only $24,764.[9] Dr. Jane Liu, the Vice President of Data Analysis for Edmunds.com further stated that, “New models are being introduced at higher price points, but the competitiveness of the market is dramatically pushing down net prices, resulting in a record average discount.” The lowest discounts among all car segments were given on luxury SUVs, where buyers received an average 10% discount, resulting in a $43,725 net price, versus the sticker price of $48,586.
Fuel economy

A Hummer H2, with an estimated fuel economy of 9 miles per gallon, is often criticized by environmentalist groups for its abysmal fuel economy.

A Toyota Prius Hybrid, features an EPA fuel economy rating of 55 miles per gallon (45% above national average). It was recently named the most fuel efficient vehicle in the United States by the Sierra Club, and has been cited as an example by environmentalists and celebrities to make a statement in favor of more fuel efficient vehicles.
The American automobile industry became notorious for the manufacture of gas guzzlers during the 1960s and 1970s when fuel prices and consumer awareness concerning fuel economy were at an all-time low. In the 1960s and 1970s, American-made cars took on enormous proportions as consumers placed their emphasis on comfort, power and style. Large sedans from this era came to be known as land yachts, often rivaling today’s largest pick-up trucks in terms of length and width. In 1977, the Lincoln Continental Mark V was reviewed by the German automobile magazine, auto motor und sport and still holds the record for the worst fuel economy of any vehicle ever tested by the magazine with an average of seven miles to the gallon.
Following the oil crisis of the early 1970s, however, smaller vehicles, often imported from Japan, became more and more popular with the American public as these vehicles featured better fuel economy ratings. In the late 1970s, the US government passed minimum fuel economy standards and in the 1980s American automobile manufacturers drastically downsized their cars, only a few vehicles, such as those using the Ford Panther platform retained their over-sized glory. The downsizing did, however, backfire in some cases. After downsizing nearly the entire Cadillac line-up in the late 1980s, General Motors scrambled to save its most prestigious marques. Many American manufacturers again increased the size of their vehicles in the 1990s, while better technology allowed for better fuel economy ratings among sedans.
According to the United States Department of Transportation, the average motor vehicle, including light trucks, in the US had a fuel economy rating of 17.1 miles a gallon or 13.8 liters per 100 kilometers. The average fuel economy for passenger vehicles in the United States has remained stagnant throughout the 1990s and 2000s, peaking in 2001 and 2004. Overall, the past decade has seen the slowest increase in fuel economy since 1960, with fuel economy increasing from 16.4 miles a gallon in 1990 to 17.1 miles a gallon today. This is in contrast to the 1980s when the average fuel economy improved somewhat more significantly from 13.3 miles a gallon in 1980 to 16.4 miles a gallon in 1990. The lackluster increase in fuel economy during the 1990s is largely due to the rising popularity of Sport Utility Vehicles (SUVs), whose status as light trucks gains them exception from the fuel economy restrictions placed on sedans and other cars. According to the Sierra Club “In 1997 all three US automakers violated CAFE standards for light trucks.” The Sierra Club is one of many environmental organizations who warn of the low fuel economy of SUV and hold these vehicles largely responsible for the low average fuel economy of vehicles in the United States.

Average fuel economy in miles per gallon according to the US Department of Transportation.

Year 1960 1965 1970 1975 1980 1985 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004
MPG 12.4 12.5 12.0 12.2 13.3 14.6 16.4 16.9 16.9 16.7 16.7 16.8 16.9 17.0 16.9 16.7 16.9 17.1 16.9 17.0 17.1
L/100 km 19.0 18.8 19.6 19.3 17.7 16.1 14.3 13.9 13.9 14.1 14.1 14.0 13.9 13.8 13.9 14.1 13.9 13.7 13.9 13.8 13.7
Vehicle and population ratios since 1960
Year Population Drivers Motor
vehicles Increase
in vehicles % Growth
1960 180 87 74 N/A N/A
1961 183 89 76 2 +2.72
1962 186 91 79 2 +2.63
1963 188 94 83 3 +3.79
1964 191 95 86 3 +3.61
1965 194 99 90 4 +4.65
1966 196 101 94 4 +4.44
1967 197 103 97 3 +3.19
1968 199 105 101 4 +4.12
1969 201 108 105 4 +3.96
1970 204 112 108 3 +2.85
1971 207 114 113 5 +4.62
1972 209 118 119 6 +5.30
1973 211 122 126 7 +5.88
1974 213 125 130 4 +3.17
1975 215 130 133 3 +2.30
1976 218 134 139 6 +4.51
1977 220 138 142 3 +2.15
1978 222 141 148 6 +4.22
1979 225 143 152 4 +2.70
1980 227 145 156 4 +2.63
1981 230 147 158 2 +1.28
1982 232 150 160 2 +1.26
1983 234 154 164 4 +2.50
1984 236 155 166 2 +1.21
1985 239 157 172 6 +3.61
1986 241 159 176 4 +2.32
1987 243 161 179 3 +1.70
1988 246 163 184 5 +2.79
1989 248 166 187 3 +1.63
1990 248 167 189 2 +1.01
1991 252 169 188 -1 -0.52
1992 255 173 190 2 +1.06
1993 258 173 194 4 +2.10
1994 260 175 198 4 +2.06
1995 263 177 202 4 +2.02
1996 265 180 206 4 +1.98
1997 268 183 208 4 +1.94
1998 270 185 208 0 +/-0
1999 273 187 216 8 +3.84
2000 281 191 218 2 +0.92
2001 281 191 226 8 +3.66
2002 288 195 230 4 +1.76
2003 291 196 231 1 +0.43
All numbers in millions;

SOURCE: US Department of Transportation
Since 1960, the number of passenger vehicles has steadily risen, and since 1972 has exceeded the number of licensed drivers. Considering the population in the United States of 293,655,404 during the 2004 economic survey,[14] there is one passenger vehicles for every 1.20 persons in the United States, meaning that there are 833.34 passenger vehicles for every 1,000 Americans. According to the Federal Highway Administration there were an estimated 196 million licensed drivers in the United States in the year 2003. Considering the slightly lower number of motor vehicles for 2003, there were an estimated 1.17 motor vehicles per licensed driver, meaning that there are more vehicles than drivers in the US, with vehicles outnumbering drivers 1.2 to one.
The number of motor vehicles in the US has risen by 157 million (212.16%) since 1960, while the population of licensed drivers grew by 109 million (125.28%). Between 1971 and 1972, the number of motor vehicles in the US increased by four million, a record at the time. Since then, the gap between the number of cars and drivers has continuously risen. While in 1972 there were only one million more motor vehicles than drivers, cars outnumber drivers by 35 million in 2003. This means that while there were 0.84% more motor vehicles than drivers in 1972, there are now 17.85% more vehicles than drivers.

Body style and size
Mainstream mid-size sedans such as the Toyota Camry or Ford Taurus are often perceived to be the typical and most common body style in the United States. While mid-size sedans are indeed among the country’s best selling vehicles, pick-up trucks currently hold the top positions, rivaling sedans in the terms of total numbers sold. In the year 2006, the best selling models were the Ford F Series with 796,039 units sold and the Chevrolet Silverado with 636,069 units sold. The Toyota Camry, Dodge Ram, and Honda Accord held the next three positions as the best selling cars

Manufacturing

The Mercury Milan, despite being manufactured in Mexico, is still considered a domestic vehicle.

The Saab 9-7X, despite being manufactured in the US by GM, is still considered an import vehicle.
The US was the largest producer of vehicles in the world in 2003, followed by Japan and Germany. While most vehicles sold in the US were manufactured by the Big Three, foreign corporations such as Japan’s Toyota Motor Company have starting manufacturing in the US and are now an integrated part of the US automobile industry. According to many sources, the extended US operations of foreign based companies now rival those of American automobile manufacturers. For example, Toyota Motor Company now operates twelve manufacturing plants in the US, producing 1.55 million vehicles, 61.66% of the roughly 2.5 million vehicles the company sells in the US each year.
A wide variety of vehicles are manufactured in the United States, from compacts to full-size luxury vehicles. The American automobile industry itself is probably best known for the manufacture of large cars, leading to the common public perception of American cars being larger than those from other countries and making the US well known for the production of so called land yachts. Currently, light trucks (including SUVs) of all sizes and full-sized sedans constitute the majority of vehicles made by workers of the United Auto Workers union (UAW).] The Lincoln Town Car is currently the most expensive and largest car made in the US by an American manufacturer, while the Cadillac Escalade ESV Platinum is the most expensive SUV (This title used to held by the Hummer H1 until it was cancelled in May 2006). The largest passenger vehicle currently produced in the United States is the Dodge Ram Extended Cab.

Domestic vehicles
While the denotation of domestic vehicle includes all vehicles made in the United States, the term Domestic vehicle in the United States is usually only applied to vehicles made by the “Big Three” and their traditional marques. The term domestic vehicle does not include vehicles sold under marques who used to be headquartered outside the United States and are now owned by the Ford Motor Company or General Motors. Ironically, vehicles made outside the US by the traditional marques of the “Big Three” are considered to be domestic vehicles, while vehicles made inside the US by foreign manufacturers are not considered domestic, but rather import vehicles.

The Mercedes-Benz R-Class is one of many vehicles that is marketed as an import vehicle due to the national origin of its manufacturer, yet is manufactured in the United States.
Import vehicles
As with the term domestic vehicles, there is a legal definition for import vehicles but popular usage of the term, and popular views of what constitutes an “import” vehicle, vary widely.
For the purposes of Federal regulations, such as Corporate Average Fuel Economy (CAFE) and the American Automobile Labeling Act of 1994 (AALA), vehicles produced in the United States, regardless of brand, are considered “domestic”, while vehicles produced outside the United States are considered “imported”.
However, many Americans view a Toyota vehicle made in Kentucky, or a Mercedes-Benz vehicle made in Alabama as an “import”, while others view a Pontiac vehicle made in Australia as a “domestic” vehicle. This perception is due to the respective brands’ longstanding association with their parent countries: Toyota with Japan, Mercedes-Benz with Germany and Pontiac with the United States.

The country of origin of any particular vehicle can be easily determined:
• The AALA requires that passenger vehicles manufactured after October 1, 1994 must have labels specifying their percentage value of U.S./Canadian parts content, the country of assembly, and countries of origin of the engine and transmission. These are typically part of, or adjacent, to the vehicle’s Monroney Label.
• Each vehicle sold in the United States carries a Vehicle Identification Number, as required by NHTSA regulation — Title 49, Part 565 of the U.S. Code. The VIN identifies the vehicle’s country of manufacture, and the company responsible for its production. Vehicles manufactured in the United States have VINs beginning with the numbers 1, 4, and 5 — regardless of where the company is based. Thus, a Toyota Camry made in the U.S. will have a 1, 4 or 5 at the start of its VIN, while one imported from Japan will begin with the letter J.
In the year 2000, according to an article in the magazine Motor BMW attempted to label its “X5″ Sport Utility Vehicle, made in Spartanburg, South Carolina with a VIN beginning with the letter W — indicating the vehicle was made in Germany. A spokesman for the Society of Automotive Engineers, the agency responsible for assigning the three-digit “World Manufacturer Identifier” that begins the VIN label, was quoted as saying “We assign (codes) according to the dirt the plant’s built on, not the headquarters of the company.”
The Big Three
“The Big Three” refers to the three largest automobile manufacturers headquartered in the United States. While there have been roughly 1,800 car manufacturers in the US over the course of the 20th century, only three large corporations with considerable sales numbers were left by the 1980s. The terms is applied to General Motors, the Ford Motor Company, and the Chrysler Corporation.
General Motors

The Renaissance Center in downtown Detroit serves as the global headquarters of General Motors.
See General Motors for a complete overview of the corporation

General Motors is the largest automobile manufacturer in the United States and the world. GM is headquartered at the Renaissance Center in downtown Detroit, employs approximately 327,000 people, sold 9.17 million cars world-wide, and had a $192.6 billion revenue for the year 2005. The corporation sells its vehicles in the United States under the following divisions and subsidiaries:
• Buick
• Cadillac
• Chevrolet
• GMC
• Hummer
• Pontiac
• Saab
• Saturn

Ford Motor Company

A Ford assembly line in 1913, ten years after the company was founded in 1903.
See Ford Motor Company for a complete overview of the corporation

The Ford Motor Company (FoMoCo) was founded in 1904 by Henry Ford, and is America’s second largest and the world’s third largest vehicle manufacturer according to total sales volume. In 2005, the Ford Motor Company had a total revenue of $178.1 billion. The corporation sells vehicles under the following brand names and subsidiaries:
• Aston Martin (Ford retains a roughly 7.7% stake[27])
• Ford
• Jaguar (also has the rights to the Daimler brand in some markets)
• Land Rover (both Land Rover and Jaguar were sold in 2008 to Tata Motors)
• Lincoln
• Mazda
• Mercury
•

Chrysler

The Chrysler 300 has become one of the best selling American sedans and has marked Chrysler’s revival, according to many critics.
See Chrysler for more detailed description

Formed in 1925 by Walter Percy Chrysler, the Chrysler Corporation has since been one of the most important American automobile manufacturers, consistently ranking as the third-biggest for most of the post-war period.
In 1998, the Chrysler Corporation officially merged with Daimler-Benz of Germany, into a new entity, DaimlerChrysler (DCX), which is headquartered both in Stuttgart, Germany and Auburn Hills, Michigan (where the pre-merger headquarters of DaimlerBenz and Chrysler, respectively, were located). This raised a dispute on whether Chrysler (or, more specifically, the Chrysler Group within DCX, which consists of most former Chrysler Corporation operations and is headquartered in Auburn Hills) can still be seen as a domestic manufacturer. Nevertheless, the term “Big Three” still applied. Chrysler is once again an independent American corporation as of 2007.
In 2005, the Chrysler Group employed 83,130 people and sold 2.83 million vehicles globally, generating $57.4 billion in revenue. Chrysler manufactures and sells vehicles under the following brands:
• Chrysler
• Dodge
• Jeep
Other automakers with manufacturing operations in United States

The best-selling passenger car in the United States is not one from the Big Three, but the Toyota Camry, although it is also manufactured in the US
BMW
See BMW AG for a complete overview of the corporation
BMW opened its American manufacturing plant in Spartanburg, South Carolina in 1994, to manufacture the Z3 roadster, later replaced by the Z4 model. Since 2000, the plant also manufactures the X5 SUV. All those models are made exclusively at Spartanburg for both the domestic market and worldwide exports (not counting CKD operations in some countries).

Honda
See Honda for a complete overview of the corporation
Honda was the first Japanese automaker to build a factory in the United States. Following the success of the Accord, the company opened a new plant in Marysville, Ohio in 1982 to assemble the model, which went on to become the most popular car in the US in 1989. Honda expanded their operations and the scope of models manufactured in the US, building the Anna engine plant and East Liberty automobile assembly plant, and in 2001 opening Honda Manufacturing of Alabama in Lincoln. Most models sold under the Honda and Acura brands in North America are currently manufactured in either the U.S. or Canada. Others, such as the Honda Fit, Honda S2000, Acura TSX, and Acura RL, are imported from Japan. Some vehicles, such as the older CR-V (in the eastern United States) and the Civic SI hatchback, were imported from the UK. Some Accord passenger cars were imported from Mexico in the early 2000s.

Hyundai
See Hyundai Motor Manufacturing Alabama for more detailed description
Hyundai Motor Company started manufacturing in the United States in 2005, when their plant in Montgomery, Alabama started the production of the Sonata sedan. It was joined in 2006 by the new Santa Fe SUV.

Mazda
See AutoAlliance International for more detailed description
Ford Motor Company and Mazda Motor Corporation jointly operate an automobile assembly plant in Michigan that currently produces the Mazda6 and the Ford Mustang.

Mercedes-Benz
See Mercedes-Benz U.S. International for more detailed description
In 1997, a year before the merger of Damiler-Benz and Chrysler, the former Daimler-Benz followed the steps of their Bavarian competitor and opened a plant in Tuscaloosa County, Alabama, to serve as a worldwide production location for the new M-Class. The M-Class has since then been replaced by a new generation and joined by the new R-Class and GL-Class, also manufactured exclusively in Alabama.

Mitsubishi Motors Corporation
See Diamond-Star Motors for more detailed description
Mitsubishi Motors entered the American market through a long-standing partnership with Chrysler Corporation, and later this partnership was extended into a 50/50 joint venture manufacturing operation named Diamond-Star Motors (DSM) in Normal, Illinois. In 1991, Mitsubishi took over Chrysler’s share in DSM and in 1995 renamed it Mitsubishi Motors North America, Inc. (MMNA) Manufacturing Division. The plant has produced a number of Mitsubishi models and their Chrysler, Dodge, Plymouth and Eagle derivatives, and currently manufactures vehicles based on the American-designed PS platform – the Galant, Eclipse and Endeavor. Manufacturing of related Chrysler-branded vehicles was taken over by Chrysler Group, and while other related Mitsubishi vehicles are sold worldwide.

Nissan
See Nissan Motors for a complete overview of the corporation
Nissan opened their first factory in the 1980s in Smyrna, Tennessee, joined in the new millennium by another plant in Canton, Mississippi. Most models sold under the Nissan brand in United States, as well as Infiniti QX56, are currently manufactured there – contrary to Toyota or Honda, the company does not have any manufacturing operation in Canada. However, Nissan maintains manufacturing operations in Mexico, from which its smaller U.S.-market cars are imported from. Most North American models are specific to this market, although some models, like the Murano and Quest, are exported to other continents.

Subaru
See Subaru of Indiana Automotive, Inc. for more detailed description
Subaru teamed up with fellow Japanese manufacturer Isuzu, forming a joint-venture called Subaru Isuzu Automotive to build and operate a manufacturing plant in Lafayette, Indiana. The plant made Subaru cars and Isuzu SUVs mostly for the American market until 2003, when Isuzu, facing faltering sales in America, decided to quit the venture selling their share to Subaru for $1. The plant continued to build Isuzu Rodeos under contract until the end of that vehicle’s production run. From then on, the production was limited to Subaru models such as Legacy and its derivatives Outback and Baja, as well as the new B9 Tribeca. The two latter models are only built in Indiana for all markets where they are sold. After Toyota acquired a stake in Fuji Heavy Industries, the parent company of Subaru, it shifted some of the Toyota Camry production to the Lafayette plant.

Toyota Motor Corporation

See Toyota Motor Manufacturing North America for more detailed description
Toyota’s first foray into automobile manufacturing in the United States was NUMMI, a joint venture with General Motors based on the latter’s production facility in California, which started in 1984 and has been manufacturing Toyota models and their versions branded as Geo, Chevrolet and Pontiac. Toyota went on to establish a number of wholly owned plants in states such as Kentucky, Indiana, California, West Virginia and Alabama, as well as in Canada. It does not, however, operate a plant in Mexico. More than half of Toyota-branded vehicles sold in the United States come from American plants. Conversely, all Scions are imported from Japan. Lexus-branded models are imported from Japan or Canada (RX only).

Truth is Hummer claims that this vehicle is manufactured by Geiger in Germany. Quit Building Small Cars — All small cars built by GM should rely on imports. 5-cylinder engine developing 220 hp, it would seem to be considered otherwise GM will be relegated to operating as a midsized SUV. If you are expecting.

Few trucks attract as much attention rolling down the highway as the Hummer H2. Its large size and U.S. military Humvee-inspired styling make it stand out like a sweaty heavyweight prizefighter attending a Friday-night knitting class. It’s also extremely capable when taken off-road and easy to customize with factory options and dealer accessories. When examined solely in terms of these qualities, the H2 seems like a stellar pick for an SUV.

Unfortunately, it’s burdened with some design flaws that make it ill-suited for everyday use. Though smaller than the original Hummer, it’s still quite bulky and heavy. This poses a problem on many fronts, from the obvious sap on fuel mileage to the more mundane trickiness of trying to parallel park or drive into a low-slung parking garage entrance. The truck also suffers from a less-than-competitive amount of cargo space, a short list of luxury features and mediocre interior materials.

For the right type of buyer, the Hummer H2’s strengths will outweigh its negatives. Those with a true need for Herculean off-road ability in open terrain or for towing a rolling billboard for a small business will find it endearing. For everyone else, our editors believe there are better choices available for a large, luxury-oriented SUV.

The Hummer H2 is a large SUV. Its creation came about as a desire by Hummer and parent company General Motors to offer something a bit more practical than the exotic H1. Though the H2 unmistakably apes its bigger brother in terms of styling, a significant amount of its hardware comes from other GM truck products.

Underneath the hood are a 6.0-liter V8 and a four-speed automatic transmission. Power is directed to the truck’s meaty tires through a full-time dual-range transfer case. Advanced features include a driver-selectable rear differential locker and a drive-by-wire throttle setup that changes sensitivity when low-range gearing is selected.

Through our Hummer H2 reviews, we’ve found that this vehicle has few equals when taken off-road. Thanks to nearly 10 inches of ground clearance, 42-degree approach and 38-degree departure angles, generous wheel travel and a protected underbody, it can roll over just about any type of terrain without getting stuck or taking damage. On tight trails, however, the vehicle can be difficult to maneuver as its body is quite wide.

In urban environments, such as densely packed highways, the H2’s size is also a liability. Its tall height also creates large blind spots and prevents it from being parked in some garages. Inside, the H2 offers comfortable seating for five passengers. An additional third-row seat is also available. Compared to other top large luxury SUVs, however, it is more difficult to enter and exit and is lacking in overall cargo room and interior materials quality.

Current H2 owners do comment negatively about these aspects, but they also tend to say that they are happy with their vehicles overall. They are keen on the security and comfort that the truck provides when driven on poorly maintained roads or rough terrain. They also defend the H2’s dismal fuel mileage, noting that it’s similar to other large SUVs or 2500-series pickups and more than made up for by the truck’s style, capabilities and customization potential.

The Hummer H2 has been on sale since its introduction for the 2003 model year and is still in its first generation. Because little has changed since then in terms of features or hardware, potential buyers of a used model can focus mainly on the condition and price of the vehicle rather than the specific year.

In the near future, technology and robots are a trusted part of everyday life. In „I, ROBOT“, that trust is broken and one man, alone against the system, sees it coming. The film employs spectacular visual effects innovations beyond any ever put on screen, to bring a world of robots to life. The film is directed
by Alex Proyas (Dark City, The Crow) and is set in a world created by famed science fiction writer Isaac Asimov in his short story collection “I, ROBOT“.

For the first time ever, Audi developed a car specifically for a major Hollywood motion picture. Audi engineers created a car for „I, ROBOT’s” incredible world of 2035.

The resulting Audi RSQ sport coupe is a visionary interpretation of Audi’s typical design language. The most important thing was that despite its extreme character the car should still be recognized as an Audi. The cinemagoer will therefore see the new Audi front-end with the typical single-frame grille in the movie.

The RSQ includes special features suggested by movie director Alex Proyas. The mid-engined sports car operated by the story’s police department, races through the Chicago of the future not on wheels but on spheres. Its two doors are rear-hinged to the C-posts of the body and open according to the butterfly principle.

In addition to the RSQ concept car, Audi supplied further volume-production cars which appear – in disguised shapes – in the movie’s traffic scenes. Audi also supplied the interior mock-up used for interior car scenes.

With this project Audi opens up a new chapter in product placement. Previously, the brand with the four rings has always supplied volume-production cars to movie productions. In individual cases, such as “Mission: Impossible II,” these cars were even used in movies before their market launch. With „I, ROBOT“ and the systematic development of a “car of the future,” Audi goes far beyond its previous product placement activities.

Audi has been participating as an automobile partner in major movie productions for several years. In addition to John Frankenheimer’s action classic “Ronin” with Jean Reno and Robert de Niro (1998), the brand with the four rings played the automobile lead in “The Insider” (1999) featuring Academy Award Winner Russell Crowe, “Mission Impossible II” (starring Tom Cruise, 2000), “The Mothman Prophecies” (starring Richard Gere, 2002), “About a Boy” (starring Hugh Grant, 2002) and Reese Witherspoon’s “Legally Blond 2“ (2003).

BMW E90 Hartge H50 V10

People say it’s better than pleasure with…..

Audi S5 on the Road.

Just a personal choice of bmw cars i like.
Love those BMW cars,especially the new 2007-2008 versions,but also the m3’s.

Also I add list of BMW Models which show this Video.

2007 BMW E92 M3
2007 BMW 3 series convertible
2006 BMW Hamann M6 Widebody
2003 BMW Uber M3 by Craig Lieberman
2004 BMW ACS6 Cabriolet by AC Schnitzer
2006 BMW AC Schnitzer Tension Concept Air Ducts
2005 BMW M5
2006 BMW AC Schnitzer ACS6 Sport BMW R
2006 BMW M6
2006 BMW M5 Hamann
2006 BMW Hamann BMW M5 Edition Race Blue
2006 BMW Hamann BMW M5 Edition Race Black
2006 BMW HARTGE H50 V10
2007 BMW AC Schnitzer BMW E92 3 Series Coupe
2007 BMW AC Schnitzer S3 Cabrio based on BMW 3 Series Cabriolet
2007 BMW Hamann BMW Z4 M Coupe
2007 BMW Lumma Design CLR 500 RS based on BMW M5
2007 BMW Lumma Design CLR 500 RS BMW M5
2006 BMW CLR600 M6 Orange
2006 BMW CLR600 M6 White
2006 BMW hamann BMW m6
2005 BMW Lumma design BMW CLR600 black
2007 Lumma design E90

5-speed or 6-speed manual gearbox, alternatively 6-speed tiptronic (for quattro models) or continuously variable multitronic automatic transmission (in combination with front-wheel drive)
- Front-wheel drive or quattro permanent four-wheel drive
- Dynamic chassis: optimised four-link front suspension and self-tracking trapezoidal-link rear suspension for agile, sporty handling, brake system with improved performance, latest-generation ESP
- New: adaptive light (dynamic cornering light) with daytime running light.

Driving pleasure, superior technology, exciting styling and a level of luxury that even satisfies the demands made in the top car class: Audi is presenting the new generation of its best-selling models, the A4, A4 Avant and the high-performance S4.

This is a new model generation that is obvious at first glance. The front-end styling of both saloon and Avant models is new, with the addition of the characteristic Audi single-frame grille. The rear end, with its emphatically horizontal lines, and the sides, where the shoulder line accentuates the panels in an emphatically sporty manner, are new.

The models’ technology lives up to the promise made by their new exterior styling: customers can choose from no fewer than ten powerful engines, including four completely new units developing an output of up to 255 bhp. The S4 comes with the 4.2-litre V8 power pack which delivers 344 bhp.

FSI and turbo technology represent the most advanced state of the art for petrol engines, as do the revolutionary piezo injectors in the three-litre TDI. The sporty yet comfortable dynamic chassis converts the power delivered by these units into sheer driving pleasure, on every bend, on every mile of the journey.

Innovative and high sophisticated technologies are an integral part of practically all vehicle areas and components: the optional xenon plus headlights with dynamic adaptive light technology are proof of this, as are the continuously variable multitronic transmission, which is still unique, and quattro permanent four-wheel drive.

The quality of materials and workmanship in the interior are of a standard that need not fear comparison with the luxury class. The architecture of the driver’s area, especially the cockpit, a perfect synthesis of design, ergonomics and function, is pioneering.

Unmistakeably Audi: the new generation of the A4 and A4 Avant once again exhibit the brand’s typical design features. Their sports character is immediately visible at first glance.

The ratio of the large, clearly shaped body surfaces to the flat, equally bold strip formed by the windows is significant. The discreetly rising shoulder line accentuates a powerful, dynamic stature, even when the car is stationary. Clear proportions, the gentle curve of the roof, the striking, visibly flared wheel arches: even its silhouette immediately identifies the new A4 as a genuine Audi.

The new A4 has grown slightly compared with its predecessor: the saloon is 38 millimetres longer, the Avant 41 millimetres. The front end with its more substantial single-frame grille and new bumpers accounts for 12 millimetres of this additional length, the rear end for 28 or 31 millimetres.

The new design elements, however, are even more eye-catching, especially at the front end: the striking single-frame grille and the newly styled clear-glass headlights with their sweeping bottom edge and inward taper give the new Audi A4 a completely new face.

The larger tubes of the main-beam headlights catch the eye under the clear-glass covers of the light unit. With their visible technology they form the visual focus of the headlights and are bordered to the side by round, orange-coloured indicators.

The bumpers, which are fully painted in the body colour at both front and rear, are also a new design. Thanks to their greater bulge and the fact that they reach a long way down, they accentuate the new Audi A4’s low centre of gravity, seemingly bringing the car closer to the road.

The front-end styling deliberately echoes design elements of the Audi Nuvolari quattro coupe study, thus emphasising that this model also belongs to the same family as the other new Audi models, the A8 6.0 quattro, A6 and A3 Sportback: a new Audi generation.

The formal idiom of the Nuvolari quattro can also be found at the rear end where the low-positioned two-piece light units, which also arch a long way inwards, emphasise the horizontal design of the vehicle body. The saloon and Avant both sit squarely on the road, the voluminous bottom section and very flat window area combining to produce sports car proportions.

A clearly crafted horizontal light-refracting edge gives the bumpers additional shape. No less eye-catching at the rear end are the exhaust tailpipes which are now 10 millimetres larger at 80 millimetres, a clear indication of just what the new A4 models’ engines are capable of.

The side panel sections under the window area are also a completely new design on both the saloon and Avant. The gently rising arch of the shoulder line begins above the front mudguard and runs along the side of the body as a light-refracting edge. It finally merges with the rear lights where it is continued in their upwardly arching top edge. Proportions of the kind typically found on sports cars are the characteristic feature of the side design: high body panels and a flat window area.

Another sign of the family resemblance that the new A4 has with the Nuvolari quattro study and also the current Audi A6 is the striking but ever-discreet dialogue of concave and convex arches, of curved surfaces facing towards and away from the light. The result is an extremely stimulating interplay of light and shadow, giving the car its own very special appeal from every perspective.

The perfect tailor-made suit: a metaphor frequently used to describe vehicle interiors. But this image will come to the mind of anyone getting behind the characteristic wheel of the new Audi A4, with its hallmark feature of the single-frame element at the centre. This, after all, is a car that unites two apparent opposites to produce an amazing synthesis of exceptional ergonomics and subjective comfort.

On the other hand, the new A4’s cockpit is characterised by lines extending a long way into the door trim and centre console areas, which quite literally appear to embrace the driver. This “wrap around” effect, to use the designers’ technical term, is accentuated additionally by the A4’s high waistline. This feature is something that many customers value very highly, not least because of the remarkable sense of security that it imparts.

The architecture of the dashboard and centre console also provide scope for positioning a wide range of instruments and controls high up, in other words ideally within the driver’s field of vision. This is an ergonomic strategy that is adopted in every aircraft cockpit for very good reasons.

The lines of the driving area create a lively interplay of distinctly rounded, tangible shapes and graphically clear edges and notches.

This area is thus divided up into clearly defined zones. These can be distinguished at a glance, a worthwhile ergonomic bonus that speeds up intuitive access to the individual information units and function groups. This process of locating involves both the visual and tactile senses: groups of controls and displays can also be identified by the materials used.

As far as the instruments are concerned, the most important information elements are located under a dome-shaped cover. The dial graphics of the large round instruments dispense with all fashionable gimmicks. Together with the standard central display, the white instrument lighting ensures optimum readability.

The most important controls for the occupants’ well-being are located in the centre console: automatic air conditioning, audio system and the optional navigation system plus. The air conditioning controls are within easy reach of both driver and front passenger.

The door trim design reflects the differing needs of the driver and front passenger. Because no grab handle is needed on the driver’s side, the electric window buttons and door mirror adjusters are integrated here, a long way forward in the best location ergonomically. The front passenger, on the other hand, has the grab handle precisely where it is ergonomically most appreciated. The padded door armrests and the optional centre armrest are immaculate touches on both sides.

However, there are more benefits to the interior design than sheer practicality. The design of the self-contained zones also creates a basis for a wide range of combination options for materials and colours. From the designers’ viewpoint this opens up entirely new horizons, and for A4 drivers it provides scope for an unprecedented degree of customisation.

The customer’s tastes and imagination are almost unrestricted when it comes to the choice of equipment and trim. The fact that the craftsmanship and quality of all fabrics and upholstery materials are of a standard you would expect to find on a luxury car is a fitting reflection of how Audi perceives itself.

Funny Car Crashes and Accidents

Only the fastest boosted turbocharged and supercharged cars.

Nice concept!!!!!!!

People, here you have the best E90 3 Series version with four doors that’s likely to happen during the model’s shelf life, which is sort of a pity to be so good so freakin’ early on. But, let’s find a way to cope with the goodness. The E92 M3 will struggle to impress me the way this remarkable Hartge just has.

A 3 Series 4.0-liter V8 with more than 400 bhp at high revs? How about a thoroughly transformed 330i with a 5.0-liter V10 gushing 542 SAE horses at screaming revs? (That’s 412 poncelets for all you 19th century French projective geometrists out there.) You want a piece o’ that?

Rico Suave takes over my inner child whenever I get to drive these Hartges at full tilt on the Saarland’s un-cluttered rural roads. This one, called the H50 V10, is now sky-high on my want-it-bad-should-I-win-a-lottery list.

First, the E90 3 Series’ whole damned family has been voted car of the year by more reputable and un-reputable sources than I care to go into. This is funny since the initial reception to the car at the launch drives near Valencia in Spain at the dawn of 2005 was very good but just slightly un-glowing. What I still have a hard time with is the Any Car design of the nose and tush. Great-driving cars don’t honestly always need to be perfect on the outside, but in BMW’s case, the E46 3 is like Peter Sellers walking on water at the end of Being There. Stand in front of the current M3, for instance, and you know what you’re looking at and you love it. Stand in front of this E90 body, and from a few angles, you need a reminder that it’s a BMW or that you should adore it unconditionally. I hope the full E92 M3 look does for the car what the new M5 did for the 5 Series. While we all wait anxiously for that, however, I arrived in Beckingen, Germany, loaded for bear.

Like I said, poke the Power button on the center console of the H50 V10 and you promptly get 542 bhp peaking at 7750 rpm. Torque maxes at 384 lb-ft at 6100 rpm just as on the original M5 or M6. Go ahead and think, “Yeah, big whoop.” But, in a 3 Series package, you will not have the wherewithal even to formulate such a witless thought. The E90 is the perfect size car for me-and for many others-and getting something greater than the M5 or M6 on a hotter, smaller chassis reeks of Manifest Destiny. The H50 curbs in at 3,686 pounds, while an M5 properly loaded is near 4,100 pounds, and the M6 coupe not much under 4,000 on public scales.

And despite what I may feel about the E90 family look, I can find only greatness in the new 3 Series chassis. Versus this E90 architecture, the E46 is frankly a bit of a boat. Hate me for saying it, go right ahead. But, it is true. Granted, an E46 “boat” outshines any similarly configured car currently produced, but this E90 sled is intensely solid stuff. That it can carry this S85 motor and other E60 bits with such aplomb speaks volumes. In fact, the upcoming E90 two-door with bi-turbo straight-six and then the next M3 with its V8 will be easy as pie on this chassis.

I was flicking, chucking, and pushing this H50 to infinity and beyond, and the balance in every sense can take your breath away. Want a donut? Just pull one after offing the DTC and making sure the little Power light is aglow. Smoke rings in an instant.

Beyond such shenanigans, everyday use is absolutely not out of the question. Just leave DTC on and Power off. The default setting for the seven-speed SMG III (pulled also from the E60) shift rhythm, however, is always at Level Five. For me, this is great since I do that anyway in either the M5 or M6. You can tell Hartge that you don’t want full-time Level Five as the default, sure, but that would, in turn, make you a wuss. Get real or leave.

For the V10 to fit in the engine bay, all four inner walls have been pushed outward a bit and the engine allowed to sit as far back in the compartment as physically possible. The headers are specially made for the V10 so as to let it sit low enough under the hood, as well. Nevertheless, look at that boss hood. I fell in love with that chunky thing the first time I saw it. And the ten air slats up top just kill me. This special hood uses the original 330i lid on the sides, but the bold center section is welded into place and the slats punched into it right in Hartge’s workshops. The next more mass-produced H50 will use the upcoming coupe body and, sadly, the power bulge will mostly go away. In addition, the hood and front fenders are now in steel but will be in fiberglass on the Hartge H50 coupe. Notice the air holes now behind the front wheels and the Z4 roundels with side indicator lights.

As the Mach III exhaust system stretches back under the car, the twin pipes, in Hartge tradition, have been pushed together so the four tips exit the rear close together. To achieve this, it was necessary to cut out the rear bay that holds the spare tire so the pipes could pass straight through.

So, back to the smoke circles, these treads are prototype Conti SportContact 3s with a 20-inch hole that are still in final tests. The 245/30 dimensions in front are great, but the rear at 295/25 just stabilizes this sucker as though on rails. These, together with fatter stabilizer bars fore and aft, PSS9 B16 multi-adjustable Bilstein dampers, and rigid Eibach springs, add to the invincibility factor. The prop shaft is a shortened one from an E60 M5, and driveshafts and surrounding structures are an amalgam of E60 M5, 330i, and E46 M3. Don’t need to gush anymore about how well this all behaves, do I?

Acceleration from zero to 60 mph takes only 4.3 seconds, and top speed is set free to 202 mph. Hartge has also upgraded the ECU for faster throttle response, so this package is tight as tight can be. The 15-inch drilled rotors in front sourced from Mercedes-Benz coupled with Brembo eight-piston floating calipers (will be fixed units on the coupe) make certain everything stops alarmingly soon.

Inside, the steering wheel is pulled from the E90 M5 and heavily modified to be more Hartge. Also, the dials will change to Hartge units, the tach reaching 9000 rpm and speedo 330 km/h (205 mph). An extra nice touch in the driver’s view is the third dashboard hump in the middle that shows crystal clear and digitally exactly where you’re at in the gearbox, which shift program you’re in, and the exact water or oil temperature. I have always bitched about not being able to rapidly see my gear number in high-pressure driving situations and this flat-out solves it.

And Hartge has done us all the honor of stripping away all of the bad BMW engine plastic masking, so that we can actually check the oil ourselves and not let the beautiful term “dipstick” vanish from our common parlance.

While this exact V10 setup is not yet available to Americans, all of the outstanding suspension, aero, exhaust, and wheel/tire wizardry can be fitted well to your existing E90.