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Increase in power and sporty styling for the Skoda Octavia RS
Abt Sportsline has created power increasing tuning packages for the sporty Czech compact car with 2.0 TFSI engine. Through common chip tuning the performance of the standard 200 HP model is increased to 240 HP. In addition, Abt Sportsline�s innovative iS-technology is also applicable to this model. With iS, or intelligent Sport, the potential of modern control electronic is used in a perfect way and combined with a modification of the standard gearing unit, thus bringing about reduced consumption data. The Skoda Octavia RS with iS technology gains greater speeds at lower engine speed and a reduction in fuel consumption by up to four litres per 100 kilometres as well as a surge in driving pleasure at the same time.Maximum power is gained by fitting an exhaust turbo charger with intercooling. The Skoda Octavia RS TFSI now performs 270 HP at 5700 rpm. Maximum torque tops 350 Nm at 2900 rpm (standard model: 280 Nm). The Octavia sprints to the 100 km/h mark in 6.5 seconds (standard: 7.3 seconds) and top speed reaches 251 km/h (standard: 240 km/h).

Accessories for the Skoda Octavia RS

With wheels by Abt Sportsline the Octavia RS does not only look sportier but also more elegant at first glance. Wheels type Z4 are available in the size 17 inch and Z6 in 18 inch. In addition, the wheels type SP0 (18 inch) and SP1 (19 inch) are available in silver and titanium design. In combination with tyres they are sold, among others, with tyres 225/35R19 SportContact 2 of Continental. For everybody wanting to improve road holding of their Octavia RS and make it look even sportier, Abt Sportsline also offers suspension springs which lower the car by as much as 25 millimetres.

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The spectacular success of the 2005 Mustang has put Ford in a giddy mood. The suits invited Carroll Shelby to Dearborn for consultation. The result is the Ford Shelby Cobra GT500 on these pages, a faithful preview of a 450-plus-hp 2007 production model you’ll be able to purchase in the fall of ‘06 for less than $40,000.

If you crave Corvette speed but need a back seat, you might consider switching allegiance to the blue oval. Before he cleaned out his desk early this year, John Coletti and his loyal SVT coconspirators conjured up the makings of a Stingray spoiler: the revitalized Mustang muscled up with fatter rubber, bigger brakes, aero accessories, and a totally irresponsible load of horsepower. Shelby spent five hours riding Coletti’s mule before filing this succinct assessment: “Wow!”

With eighty-two years under his hat, Shel has seen and done it all. When he says “Wow!” it’s not because his bursitis is flaring up.

The Shelby tie-in is perfect, because this is another ride back to the glory days of Ford’s Total Performance period. Ford’s 1962-70 juggernaut left burned-rubber traces all over the drag, road-course, off-road, rally, stock-car, Indy-car, and Formula 1 racing worlds. In June 1962, Ford said “Screw you!” (in so many words) to the Automobile Manufacturers Association’s ban on factory motorsports participation. Agents were dispatched to buy Ferrari; when that initiative failed, Ford signed a blank check to beat the Scuderia at Le Mans with the GT40 and its derivatives.

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Shelby was equally low on Enzo Ferrari’s Christmas-card list in the early 1960s. After being rebuked by GM, Shelby in 1961 asked Ford to supply engines for his Cobra sports cars. Four years later, he returned the favor by removing the back seats from Ford Mustangs to convince the Sports Car Club of America that the cars deserved eligibility in the club’s B Production ranks. Three dozen R-model Shelby GT350s built with Ford’s blessing gave amateur racers the ammunition necessary to break Corvette’s lock on the B Production championship. The Ford-Shelby courtship also yielded an interesting run of steroidal Mustangs for street use. The second car in that series was the 1967 Shelby-Mustang GT500 fastback, powered by a 7.0-liter big-block V-8 that inhaled through two Holley four-barrel carburetors to produce 355 (gross) hp.

Forty years later, it’s dj vu all over again. Ford and Shelby are still doing deals. The new Mustang is striped and spoilered as a salute to its illustrious forefathers. This time, the cast-iron block under the hood is gorged with double overhead cams, thirty-two valves, and an Eaton supercharger. And that old live axle is back for another dance.

Dolled up for this spring’s New York auto show, the nuevo GT500 follows ’60s-era recipes to the letter. It’s the classic big engine stuffed into a barely modified standard car. Suspension alterations are mainly tuning tweaks. The only sheetmetal change is an aluminum hood bulked up like a football captain on prom night. According to Hau Thai-Tang, Ford’s new director of advanced product creation and SVT programs, this project is the first tangible evidence of SVT’s revised game plan. Instead of well-meaning but ultimately half-finished attempts to reinvent the high-performance automobile, SVT hereafter will focus on more circumspect alterations of mainstream products delivered with a significantly higher level of execution.

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Even though SVT’s leash is tighter, the new GT500 is a credible step beyond the last Mustang Cobra (2003-04). That 390-hp snake had a 4.6-liter four-cam V-8 at the core, whereas the new Shelby edition moves to the 5.4-liter block that powers the Ford GT and various large trucks. Mixing and matching parts, the GT500’s powerplant gets the Eaton Lysholm screw-type supercharger, air-to-water intercooler, and four-valve DOHC heads from the Ford GT mated to the iron block found in the workaday trucks. As the result of a stroke that’s 17 percent larger than the bore, this engine will be a growler, not a screamer; the redline on the show car’s tach is stuck at the standard Mustang’s 6000 rpm.

While the engineers are still tuning, expectations are that the 500 badge won’t be that boastful. Today’s spec sheet lists “450-plus” hp with 450 lb-ft of torque and 8.5 psi of boost (versus the 550-hp Ford GT’s 12.0 psi). Don’t be surprised if market conditions nudge the final figure upward. Backing up the blown motor is a wide-ratio Tremec T-56 transmission with six forward gears-two of which are overdrive ratios. (Standard and GT Mustangs currently get by with five-speed manual transmissions.)

Exterior alterations are more than two-tone frosting on the GT500’s fortieth birthday cake. Chief designer Doug Gaffka re-beveled the grille opening, lowered the driving lights, and sent the horsey badge galloping. New twin apertures, filled with black diamond mesh and a side snake, mouth the appropriate “Outta the way, sucker!” visual statement. Two slots in the hood exhaust some of the air rammed through the intercooler, radiator, and A/C condenser heat exchangers. A discreet black splitter at the lower edge of the front fascia helps cancel high-speed lift. The black-skirt theme continues down the sides of the car and across the tail in a simulated diffuser panel. While the side and rear trim are nonfunctional, the requisite trunk-lid spoiler does cancel some of the aerodynamic lift at the rear. All four views of the exterior show a hissing snake, and the Shelby name is writ conspicuously across the trailing edge of the trunk lid in racetrack typeface. SVT identification is relegated to the wheel-center caps.

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Patterned after the Ford GT’s forged-aluminum wheels, the cast rims that adorn the GT500 concept are a meaty 9.5 inches wide. Goodyear Eagle F1 rubber in a 255/40YR-19 size plants a tread approximately 0.4 inch wider than the standard Mustang’s seventeen-inch four-season radials. Expect eighteens on the ‘07, with nineteens optional. Neither will be enough; count on billowing white smoke trailing the GT500’s every move.

When that cloud clears, there’s a nice view of the upgraded braking equipment through the machined wheel spokes. Black-painted Brembo calipers-with four pistons in front, two in back-hug cross-drilled and radially vented brake rotors. The gain in rotor diameter is a substantial 1.6 inches in front (to 14 inches) and 1.5 inches in back (to 13 inches). Suspension changes, which currently are under development, likely will be limited to recalibrated springs and dampers, though preliminary specifications also list a stiffer rear antiroll bar. While we’re skeptical about this much power delivered via a live rear axle, a race-prepped 2005 Mustang did win its Grand-Am Cup class at Daytona in February. Electronic traction control will continue (with a disabling switch), but there are no plans to add stability assistance.

The show car’s interior theme can be summed up in one word: leather. The standard Mustang’s molded-plastic surfaces are swathed by an uninterrupted layer of stitched black hide. It trims the door panels, steering wheel, shifter, parking-brake handle, dash top, and console. The seat center panels are red perforated leather in the classic tuck-and-roll motif. A matte-aluminum finish for the shift knob, steering-wheel spokes, instrument rings, and vent registers replaces the standard Mustang’s blindingly bright metal decor. Metal trim plates running across the middle of the dash are subdued with a black-dot pattern, while the gauge faces-which Ford calls titanium-look pitch black to us. The 7000-rpm tachometer was moved from the left to the right tube to enhance its visibility.

Predicting how much of this hide and horsepower will make the leap to production is a fool’s game right now. However, this much we can say: With the weight gain held to 200 pounds and the power curve clearing the 470-hp hurdle, the GT500 could arrive with a Corvette-trumping power-to-weight ratio. Carroll Shelby wouldn’t have it any other way.

The new model variant SLR 722 Edition is a homage by Mercedes-Benz to the unforgettable victory won by the British racing legend Stirling Moss and his co-driver Denis Jenkinson in a Mercedes-Benz 300 SLR with the starting number 722 (indicating a start time of 7.22 a.m.) at the Mille Miglia in 1955. With an output of 650 bhp and a corresponding performance, the new super sports car, which goes on sale on July 11, 2006, will not only make the hearts of car enthusiasts beat faster.

The supercharged 5.5-liter V8 engine in the 722 Edition, which is hand-built in the AMG engine shop in Affalterbach, generates 650 bhp. The particular strengths of this high-performance engine are immediate response to movements of the accelerator, highly emphatic torque build-up and an unmistakable V8 sound. The performance figures are outstanding even for a high-end sports car: the 722 Edition accelerates from standstill to 62 mph in only 3.6 seconds, and 124 mph is reached in just 10.2 seconds. The top speed (209 mph) is above the 207 mph previously achieved by the SLR.

2007 Mercedes Benz SLR 722 Edition

Handling characteristics worthy of the racetrack are also provided by the sophisticated suspension, with 19-inch light-alloy wheels, a stiffer damper configuration and 0.4 inches lower body. Larger brake discs with a diameter of 390 mm ensure excellent braking performance.

Discreet visual modifications mark the Mercedes-Benz SLR 722 Edition out as special, in line with the wishes of the enthusiastic gentleman drivers and wealthy sports car collectors who make up the core target group. The modified front spoiler with an air splitter, as well as the rear diffuser, improve both the aerodynamics and contact pressure at high speeds, and reflect the transfer of cutting-edge technology from motor racing. At the same time, the use of clear-lacquered carbon as an extremely strong yet lightweight material symbolizes the practicality of these technical features. Bucket-type sports seats upholstered in leather/Alcantara provide outstanding lateral support, while the grippier racing steering wheel with a hunting-leather lining, gearshift paddles and black carbon highlights lend a thoroughbred racing touch to the interior.

2007 Mercedes Benz SLR 722 Edition

Exclusive “SLR. Club” for SLR owners

Before the sales release date, customers and selected guests will have the advance opportunity to appraise the new SLR 722 Edition. This is to mark the foundation of the worldwide “SLR. Club” at the Circuit Paul Ricard in Le Castellet, southern France. As an ultra-exclusive community of which SLR customers automatically become members, the “SLR Club” provides an attractive platform for outstanding events related to the SLR, as well as numerous other benefits. Another exciting feature is the club’s SLR Safety & Speed Academy, which offers special driver training courses and seminars. David Coulthard, Jochen Mass, Klaus Ludwig, Chris Goodwin and Christina Surer are among the highly skilled and well-known instructors.

2007 Mercedes Benz SLR 722 Edition

2007 Mercedes-Benz SLR 722 Edition Specifications Chassis
Brakes F/R: ABS, vented disc/vented disc
Tires F-R: 255/35 R19 – 295/30 R19
Driveline: Rear Wheel Drive
Engine
Type: Supercharged V8
Displacement cu in (cc): 332 (5439)
Power bhp (kW) at RPM: 650(485) / 6500
Torque lb-ft (Nm) at RPM: 605(820) / 4000
Redline at RPM: n.a.
Exterior
Length × Width × Height in: 181.6 × 74.4 × 48.8
Weight lb (kg): 3800 (1724)
Performance
Acceleration 0-60 mph s: 3.6
Top Speed mph (km/h): 209 (337)
Fuel Economy EPA city/highway mpg (l/100 km): n.a.

Base Price: 2007 Mercedes-Benz SLR 722 Edition – $455,750 regular SLR

2007 Mercedes Benz SLR 722 Edition

2007 Mercedes Benz SLR 722 Edition

H2R Design Consulting have studied the concept of the car, developing the design completely in Virtual Reality, and MAZEL-GROUP have executed the physical model. Both companies, located in Barcelona, demonstrate with this project their high technological capacity in the execution of this kind of projects.
The chassis, studied in composite material will be developed with ATR, a prestigious Italian company with a great experience in this field. The development of the body in white (in RTM and composite material) is on its execution phase by Studio Linea 2 in Turin (Italy)The engine, an aluminum eight cylinder in central position with rear wheel drive with an robotized six gear Gearbox guarantees high performances and an excellent road performance.

The exterior, following the best European tradition, is characterized by generous dimensions (4,43m long per 1,92m wide, is only 1,26 m high) combined with the remarkable tires size of 19” in the front and 20” in the rear, gives the car an exclusive and sporty image. Furthermore the strong character of its designs originates not only a “pure race” sports car but also a design able to characterize a whole new brand.

The front part, consisting of three main volumes, have a lower main air intake, clearly inspirited in aeronautical solutions, which is, beyond all doubt, its most important part. The remarkable intakes for the front brake refrigeration makes up a dynamic ensemble with a strong sports character. The upper air intake, refined and perfectly integrated in the bumpers volume and the head lights in vertical position, emphasize the important width of the vehicle.

The side part is characterized by a new treatment of the surfaces, bringing together new design trends and classic solutions, which permits to obtain a product really different in relation to the solutions actually on the market. The doors, which are opening vertically, reinforce its extremely personal presence. Here, the perfectly integrated external mirror has a new lighting system developed by FICOSA.

The rear part, characterized by its separated rear lights and its remarkable lower engine cover part which is used as an air outlet conductor with a ventury effect, is easily recognizable from afar. This contribute to reach the purpose to make a car with an own, strong character.

The interior, a two seats, has been developed against the traditional solutions searching a sporty elegance combined with a high sensation of space, using a new distribution of the internal mechanical components.

All the control components of the vehicle are situated in the central panel where the Shift by Wire and the Brake by Wire solutions have permitted a new distribution of the gear and hand brake in the interior of the vehicle. This solution gives a new drive sensation. These elements have been developed by FICOSA, who also cooperated with the realization of the design.

To resume, it is not only a concept car proposal but also the realization of a project focused on its future production

Mazda Kazamai Concept Car

Mazda Kazamai is an impressive combination of packaging requirements and design aesthetics. With a width of 1,930mm and a length of 4,520mm, it is slightly larger than the current Mazda3, with room for SUV comfort and functionality on the inside. Yet, because it is only 1,500mm high, has a flat roofline and very short rear overhangs, it also has a sporty coupe look with the promise of driving fun.
2008 Mazda Kazamai Concept news, pictures, and information
Mazda Kazamai means ’swirling crosswinds’ in Japanese, and was chosen to express the powerful yet nimble character of this stylish and compact crossover. Mazda Kazamai Concept is dynamic and athletic looking on the outside and displays an evolved Mazda Nagare ‘flow’ design. Unlike previous concept cars, Mazda Kazamai’s styling represents powerful natural movements that are emotionally expressed through three-dimensional motifs stretching over the whole body, representing a fusion of design and functionality.

Mazda Kazamai Concept Car

The innovative body design features flared fenders that emphasise SUV-like strength and a cabin befitting a sports car. The wedge-shaped profile was designed to evoke the image of a sleek arrow cutting through a mighty wind. In particular, the body design between the front wheel arches and the roof pillars is intended to express the agility and dynamism of wind gusting along the side of the vehicle. The panel lines on the sides represent swift and elegant crosswinds, further accentuating the dynamic and stylish body design. The bonnet itself is lower in the centre than at the sides, which emphasises the car’s powerful front fenders that accommodate large, 22-inch diameter wheels with 265/45 R22 tyres.

The alloy wheel design continues the crosswinds motif with each spoke carefully twisted and larger at the perimeter than in the centre, providing a strong sense of movement. The five-point Mazda grille is integrated into the body to create a clean and light image which, together with the flared front lower sides, contributes to excellent aerodynamic characteristics. The aerodynamics are further improved by making the air intakes as small as possible. The side sill panels and rear combination light covers also help to control the wind flow and reduce drag even further.

Mazda Kazamai Concept Car

Interior – SUV Functionality with Driving Safety

Mazda Kazamai is not only a pure expression of speed and power, it also accommodates up to four passengers with compact SUV comfort and functionality. It was designed to fulfil many driver and vehicle interfaces so as to support the driver in enjoying safe and stress-free driving, with a well considered man/machine relationship, good visibility and an easy to operate cockpit. This is one of Mazda’s important areas of the Sustainable Zoom-Zoom plan.

Lightweight and Aerodynamic

Weight reduction and superior aerodynamic performance are core technologies to improve both driving pleasure and environmental performance, especially improving fuel economy. Mazda will further focus on these crucial factors in order to achieve the goals of the Sustainable Zoom-Zoom plan. Despite its powerful exterior look, the Mazda Kazamai Concept’s excellent aerodynamic performance is achieved through a flat floor panel, a rear diffuser, and a low roof line. The aim was to make the Mazda Kazamai’s aerodynamics more than 10% better than other vehicles in its class.

When Mazda set about reducing the bodyweight, they leveraged CAE applications and focused on four major areas: collision safety, handling, NVH, and strength. At the same time, lightweight materials and new processing/joining technologies were put to effective use. Aluminium or aluminium-alloy is used for the bonnet, chassis and engine block. The designers aimed to make Mazda Kazamai 100 kilograms lighter than similar models by employing plastics for the panels, fenders and the engine cover. These features also contribute to advanced handling and improved fuel economy and CO2 emissions.

Mazda Kazamai Concept Car

Next-Generation Powertrain – 30 Percent Improvement in Fuel Consumption

The ideal powertrain match for the Mazda Kazamai Concept would be the next-generation 2.0-litre direct-injection petrol engine, which Mazda engineers are currently developing. This engine delivers a balance of sporty driving – especially in a compact car like the Mazda Kazamai – with good environmental performance. Mazda Kazamai will feature a DISI engine based on the current Mazda CX-7’s engine, with advanced technologies to minimise energy loss and vastly improved thermal efficiency. Mazda’s next generation 2.0-litre DISI petrol engine also has combustion control technology and variable valve control that deliver strong torque throughout the rev-range for excellent engine response as well as superior fuel economy. A next-generation catalyst also ensures superior emissions performance.

This engine is coupled to a lightweight, next-generation compact six-speed automatic transmission that is highly responsive and delivers the direct feel of a manual transmission, and with four-wheel drive for superior traction. In combination with Mazda Kazamai’s next-generation aerodynamics and its lightweight body outlined above, this powertrain would deliver an estimated 30 percent improvement in fuel consumption and emissions (versus the current MZR 2.0-litre petrol) – without compromising driving pleasure.

Mazda Kazamai Concept Car

Advanced Safety and Security Features

Mazda Kazamai is not only lightweight, fuel-efficient and fun-to-drive, it is also designed with safety as a key element. Its advanced body shell is a product of a new body structure programme currently being refined at Mazda with a lightweight structure that provides high levels of crash safety. Mazda Kazamai also has a long list of active safety features including roll stability control, blind-spot monitoring to assist lane change, a pre-crash safety system and advanced dynamic stability control (DSC). And to meet future pedestrian safety requirements, it has soft plastic fenders and a shock-cone aluminium bonnet that is very efficient in absorbing impact energy.

Also onboard the Mazda Kazamai is a personal security system. This advanced system monitors the area around and inside the car, and has an automatic alert system which informs the driver in the event of an emergency to help to protect both the owner and occupants.

Source – Mazda

Mazda Kazamai Concept to Premiere at Moscow International Automobile Salon 2008

Mazda will unveil a sporty, compact crossover concept vehicle, Mazda Kazamai, at the Moscow International Automobile Salon (MIAS) on August 26. Kazamai, which means ’swirling crosswinds’ in Japanese, expresses the powerful yet nimble image of a stylish and compact crossover. The concept is based on Mazda’s long-term vision for technology development, Sustainable Zoom-Zoom, which aims to provide a unique balance between sporty driving fun and superior environmental and safety performance. Kazamai will be joined at MIAS by the Russian debut of Mazda’s CX-9 SUV, which was crowned 2008 North American Truck of the Year in February.

Mazda Kazamai Concept Car

The Kazamai concept further evolves Mazda’s ‘Nagare’ design language by fusing Nagare’s ‘flow’ design cues with aerodynamic proportions. The design features panel lines inspired by crosswinds in nature which evoke visual lightness. Its bold five-point grille, accentuated front wheel arches and sleek roof line, combined with large 22-inch wheels, lend it high emotional appeal.

Sporty to look at, Kazamai is meant to be spirited and fun to drive, with compact dimensions. Kazamai’s four-wheel drive powertrain will consist of a next-generation direct injection engine and a newly developed transmission. It is also aerodynamic, with an evolved lightweight body structure and enhanced the vehicle safety attributes. Were it to be built, Mazda’s latest show car would deliver exciting driving dynamics, frugal fuel consumption and greatly reduced CO2 emissions.

The Mazda Kazamai promises to be another ground-breaking show car from Mazda Design, winner of this year’s Grand Prix du Design in Paris. Created especially for the Moscow International Automobile Salon, it gives a good indication of where Mazda is going with a possible future compact crossover. And in Russia’s growing automotive market, compact SUVs are the second-largest segment, representing about 13 percent of all new car sales.

Source - Mazda

Audi A4 Avant Sportec - www.robson.m3rlin.org

Audi’s latest B8-generation Avant benefits from shared design elements with more overtly sensuous S5 coupe. Many cues from the low-slung two-door carry over such as the signature ‘tornado line’ crease in the sheetmetal. This trick bodily fold stretches from the edge of the car’s squinting LED daytime running lights, across the length of the car and carries over part of the taillight.

Audi A4 Avant Sportec - www.robson.m3rlin.org

Inside the lavishness of previous larger offerings from Ingolstadt carries over into the new A4. Audi’s latest level of interior design has been applied to the A4 and material quality continues to impress. The nautical-feel center console bedecked with MMI controls was once only for executive class Audis. An expansive two-paneled glass sunroof with sliding fore panel and power closing rear gate were both first seen in the Q7, now making the options list for the new Avant. There are the aluminum-tracked trunk storage accessories carried over from the latest A6, while the optional Bang & Olufsen audio system uses much of the same components as the S5. Useful equipment such as an optional plug-in socket for adapterless electrical supply, a trunk cargo blind that raises without retracting and a reversible luggage compartment floor with recessed easy-to-clean plastic surface on one side offer a new level of functionality.

Regular AUSmotive readers will know of my love for Euro wagons, a love nurtured by Audi’s über RS2 estate from the mid 90s. Having the keys to an RS4 Avant for 24 hours last year only strengthened these feelings of mine. To say I’m keen to check out the new A4 Avant would be an understatement. I know many don’t necessarily share my views about wagons, and if that’s you, well, you’re just wrong! One thing is certain, a Euro estate is a damn sight more cool than a new SUV-SAV-POS-whatever you want to call it. So, this new A4 number then, according to the press blurb, “it marries elegance with intelligent functionality”. Of course, I reckon Audi is bang on the money there.

At launch there will be two engine options on offer, the very sweet 118kW/250Nm 1.8-litre TFSI and the familiar 2-litre oil burner with 105kW/320Nm. Axle positioning has been shifted around a bit from the sedan to ensure the Avant keeps weight distribution under control. All the expected improvements in cabin and cargo space, along with increases saftey features, have been introduced over the previous model. You’re looking at an entry price of $56,400 for the 1.8 TFSI multitronic with no manual transmissions available at this stage.

If you’re looking for a stylish and convenient saloon that’s a bit more practical, then change your thinking and get on down to your local Audi dealer to check out their new A4 Avant. All the cool kids want one.

•Versatile, dynamic A4 Avant adds to successful range
•Two sophisticated direct injection engines
•Longer and wider, yet lighter
Audi’s dynamic, elegant and versatile new A4 Avant has been launched in Australia with a choice of two direct-injection engines.

Audi A4 Avant Sportec - www.robson.m3rlin.org

The most successful premium station wagon of its class offers excellent drivability, typically high Audi build quality and a range of storage solutions in its large, flexible load-carrying area.

It marries elegance with intelligent functionality, according to Audi’s managing director, Joerg Hofmann.

“The new A4 Avant is both versatile and dynamic. The estate concept is a highly successful part of the Audi range and this new A4 Avant will follow in the footsteps of its popular predecessor, and will add to the success to-date of its sedan sibling,” Mr Hofmann said.

Based on the same technology layout as the sedan, the newly developed five-link front axle has been shifted further forward, ensuring that the axle loads are ideally-distributed and guaranteeing the highest precision and handling agility.

In Australia, Audi will launch the A4 Avant with two engines to start, including the 118kW 1.8 TFSI with 250Nm, and a 105kW 2.0 TDI with 320 Nm.

Both engines feature the brand’s seamless, continuously variable multitronic transmission as a standard feature.

The design of the new Audi A4 Avant is exciting and dynamic. Compared to the forerunner model, the proportions have been reconfigured in a new and even sportier design. The front overhang has been shortened, and the engine hood and the wheel base have gained considerably in length.

The flat D-posts and extended, aerodynamic roofline lend the Audi A4 Avant a sleek, coupe-like silhouette, while the rear design focuses on width, with powerful, horizontal lines.

The new A4 Avant measures 4.70 m in length, almost 12 cm longer than its forerunner model. Its body is considerably more rigid and safer in build than its predecessor, yet is around 10% lighter.

Both engines are extremely economical with just 7.4 litres/100km for the 1.8 TFSI and 6.0 litres/100km for the 2.0 TDI version.

The new headlight design is proving extremely popular and distinctive and the Avant comes with daytime running lights as a standard feature.

With up to 1,430 litres in volume, the latest addition to the Audi family has a capacious luggage area which is lined with high-quality carpet and features intelligent details as standard such as a reversible cargo floor and a convenient cargo cover that retracts at a touch. Audi also offers luxury features such as an electro-mechanical drive for the rear tailgate or tie-down eyelets for securing luggage.

Audi A4 Avant Sportec - www.robson.m3rlin.org

The ambience inside the new A4 Avant is light and spacious. The legroom in the rear measures 895 mm – the best figure in the premium midsize segment – as is the headroom of 971 mm. The interior reflects Audi’s traditional strengths – a noble impression, uncompromising quality of workmanship with attention to every detail, and logical, intuitive operation.

The cockpit is driver-oriented, with the centre console tilted by eight degrees to the left. In the design of a great many details, the A4 Avant has taken cues from the larger A8. The instruments bear the classic Audi look, but have been newly-developed.

Thanks to the new electro-mechanical parking brake, the manual parking brake lever was no longer necessary. Even the standard climate control system is a completely redesigned component. It supplies 10% more cooling capacity, yet operates 20% more efficiently than the previous system – thus saving up to 0.2 litres of fuel per 100 km.

When it comes to safety, Audi has raised the bar once again. The adaptive airbags and two-stage belt force limiters have been even more finely-tuned, providing better passenger protection.

As with its sedan sibling, the new A4 Avant is available with an exceptional range of options including Side Assist, Lane Assist, Audi hold assist and radar assisted Adaptive Cruise Control to name a few.

Rinspeed Splash - www.robson.m3rlin.org

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

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

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

Rinspeed Splash – A Dream Comes True

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

Rinspeed “Splash”.

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

Rinspeed Splash - www.robson.m3rlin.org

On land, on water, and in the air

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

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

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

Rinspeed Splash - www.robson.m3rlin.org

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

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

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

Compact natural-gas power from just 750 cm3

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

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

Rinspeed Splash - www.robson.m3rlin.org

No bounds

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

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

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

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

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

Rinspeed Splash - www.robson.m3rlin.org

Aye aye, Captain

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

Hydroplaning – on water only

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

Swiss made

Esoro

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

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

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

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

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

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

Rinspeed Splash - www.robson.m3rlin.org

Gasmobil – A Strong Partner

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

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

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

Fuel supply – no problem in Europe

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

SwissEnergy’s Ongoing Commitment

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

Rinspeed Splash - www.robson.m3rlin.org

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

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

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

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

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

Continental

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

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

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

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

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

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

Rinspeed Splash - www.robson.m3rlin.org

Foila Tec® – A Companion In All Elements

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

Folia Tec® – Company Profile

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

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

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

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

Rinspeed Splash - www.robson.m3rlin.org

Everything That Makes Car Driving Fun

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

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

LED tail lights and indicators

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

Rinspeed Splash - www.robson.m3rlin.org

Bi-Xenon lights

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

KW automotive

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

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

Remus

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

Weber Motor

Introduction the Weber Motor AG

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

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

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

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

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

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

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

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

Downsizing Pure – The MPE 750 Multi-Purpose-Engine

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

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

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

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

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

1957 Chrysler Dart-Diablo Concept Car

The 1957 Chrysler Diablo is Going on the Block.

On August 15th, RM Auctions will offer the 1957 Chrysler Diablo at it’s Sports & Classics of Monterey. The Diablo, produced by Chrysler during what is today affectionately known as the “Virgil Exner Era”, is an impressive, one-of-a-kind concept car, designed by influential American stylist, Virgil Exner and bodied by Italian coachbuilders Ghia. It represents one example of a series of American designed, Italian built concept cars from the 1950s, and a special partnership formed between Chrysler and Ghia to produce a line of innovative ‘idea cars’ in order to compete with the industry’s other major players. The Diablo started life as the 1956 Chrysler Dart, a featured concept for the 1957 US auto show circuit, before being slightly modified by Virgil Exner in an effort to achieve a more production look. Styling changes included fitting the car with a new windscreen and conventional soft-top convertible roof, shortening of the fins and painting Diablo red. The look was completed by numerous Diablo insignias on both the interior and exterior.

The Diablo was reportedly Chrysler’s star concept car of the year in 1957 and was showcased to the public at the 1958 Chicago Auto Show, before being returned to Ghia in Italy for their corporate promotion. The car eventually found its way back to the United States and has been under the careful care of its current owner for over 25 years.

The legendary Diablo has been a featured attraction at various museums over the years, including the Cleveland Auto and Aviation Museum, the Petersen Automotive Museum and Chicago’s Museum of Science and Industry, as well as at such events as the Pebble Beach Concours d’Elegance and New York’s Louis Vuitton Classic.

Its offering at the upcoming RM Auctions’ Sports & Classics of Monterey on August 15th will mark the car’s auction debut – an exclusive ownership opportunity for dream car enthusiasts.

Can a concept car ever win Best of Show at Pebble Beach? That is a big question, but if there ever was a top of the line concept car, that could, the 1956/1957 Chrysler Ghia Dart/Diablo Hemi has to be the one. Chrysler took off the gloves for the 1956 show circuit, going after GM with one of the largest American concept cars ever made and undoubtedly one of the most impressive. The design of course was done by Virgil Exner, the head designer at Chrysler Corporation in the 1950’s and bodied by Ghia as were most of the Chrysler concept cars. This dream car was done on a 1956 Chrysler Imperial modified chassis with a modified Chrysler Hemi 392 displacement, 375 horsepower engine with 3 two-barrel carburetors, push button transmission, star wars dashboard, four bucket seats. Note: the door handles are built into the leading edge of the fins.

Many of the concept/dream cars/prototypes were used for two years. The first year would be modified for the second year rendition. This car was the Dart by Virgil Exner, Chrysler’s head designer in 1956 and the second edition being called the Diablo again by Ghia. In the Diablo form the car has many Diablo insignias on the trunk, under the hood and in the interior. The Diablo has four bucket seats. There are power windows, power brakes, power steering, high-intensity headlights, wrap around rear bumpers with the continuous stainless steel side molding. This car is even equipped with the original chrome C02 fire extinguisher with the Diablo emblem on it that was originally fitted in the trunk. Note: this car did not come with air conditioning originally and this was added on by a previous owner approximately 25 years ago and has not had the system charged up in the last fifteen years. The Diablo was one of the most expensive concept cars ever produced in the 1950’s.

This car has all the provenance and has been featured in many articles and was shown at Pebble Beach in the circle in front of the lodge in 1990 or 1991 on special invitation. The current condition is a high quality restoration done about 15 years ago. The car shows very well but for today’s Pebble Beach standards, the Best of Class and beyond would require detailing throughout. The odometer reading is believed to be actual mileage at 14,756 miles.

This car has been in the current collection for almost twenty years and during the 1970’s was part of the famous Paul Stern collection in Pennsylvania. Every top collector has their preference for one particular manufacturer which might be Bugatti, Delahaye, Duesenberg, etc. One thing for sure this Chrysler show car will stand tall next to any pre-war, post-war or 50’s or 60’s American prototype. Previously at the big Scottsdale auction in January, concept cars at this level have been selling from $3 to $3.5 Million. To avoid the wasting of time, bidding on this car has been opened at $1.8 million and those that wish to bid should use the phone number attached to ask any and all questions, make arrangements for an inspection if so desired and also to be qualified. If the car does not sell against the reserve (which will not be disclosed) the top three bidders will be contacted for another opportunity.

You could possibly spend another lifetime and never see a concept/prototype car of this provenance offered for public sale again. This is without a doubt, one of the most highly prized Chrysler Ghia concept cars ever produced and most likely the most desirable American concept car by a Detroit manufacturer between 1953 and 1963.

There has been a lot written about the 1956/1957 Dart/Diablo including the following articles:

Ride with the Devil, Mopar Action August 2006
Devilish Dream Car, High Performance, March 1992
Chrysler Diablo, Classic Auto Restorer December 1990
Not for Production, Special Interest Autos September/October 1975
The Diablo has been on display at various auto museums in the USA since 1985. The following is a list of some:

Crawford Auto-Aviation Museum in Cleveland
Museum of Science & Industry in Chicago
Peterson Museum in Los Angeles
Gilmore Museum near Kalamazoo, MI
Auburn-Cord-Duesenberg Museum in Auburn, IN

1953 Plymouth Belmont Concept Car - www.robson.m3rlin.org

The Plymouth Belmont was the first plastic-bodied (reinforced fiberglass) Chrysler “idea car,” an experiment in new materials and design brought out in the same year as the DeSoto Adventurer.

The Belmont was a two seat V8-powered sports car, which the dealers had high hopes for, as being aimed at the Thunderbird and the Corvette. Not to worry. In the usual Chrysler Board mentality, the car and the design was retired before 1955, as being “too old.” Plymouth just shook its head and dug in again, working against odds as it went about setting new records, sales, speed, and design for 1955. Possibly, Chrysler had seen the sales figures set by the 1953 and 1954 Corvette and were underwhelmed by them. However, surely after seeing the sales recorded for the 1955 T-Bird, they probably kicked themselves in the rear area a few times.
The Belmont was a convertible, made for the 1954 Chicago Auto Show by Briggs Manufacturing (rather than the usual Ghia, because Chrylser had just bought Briggs); it was designed in the Advanced Styling Studio, under the supervision of head stylist Virgil Exner. Underneath the fancy curves was a chassis shared by Plymouth and Dodge, with a 114 inch wheelbase. The V8 engine was, according to the numbers, the 14th allocated to Plymouth, which had no V8 powered cars at the time; it was used in Dodges as the Red Ram, and squeezed 150 horsepower out of its 241 cubic inches, good at the time. The transmission was the corporate semi-automatic, sold by Plymouth as the Hy-Drive.

The Plymouth Belmont was long (191.5 inches), low (49 inches), and sleek, painted light metallic blue (it would later be repainted in red), with what passed for an aerodynamic theme; it also had turbine styling cues, not surprising given that Chrysler was seriously intending to release a turbine engine at the time (“[Chrysler’s] gas turbine has solved high fuel consumption, exhaust heat problems usually associated with turbine engines.”) The roof itself was a soft top hidden behind the seats, with a hard cover.

According to Second Chance Garage, Belmont used a stock engine, except for chrome valve covers and a low-profile air cleaner (to allow the hood to close) on the standard Stromberg WW-3-108 carburetor. The wheels were stock Chrylser options, and tail lights were from the prior year’s Chryslers; various pieces were taken from standard cars across the Chrysler Corporation lines. The windshield itself was made of Plexiglass. Virgil Exner had gotten permission to keep the Belmont after it was shown; it was sold in 1968, and changed hands a couple of times before being left on its own a garage. It was later rescued and is now in Don Williams’ collection in New Jersey.

P-zonda F-15 - www.robson.m3rlin.org

A Pagani Zonda is never shy of a drive at the racetrack, a fact that was undermined numerous times in the past with records for production vehicles at the Nurburgring Nordschleife. With the input of its avid track focused customers, the Pagani team has created the Zonda R using bespoke engineering solutions to meet the performance
demands for a trackday version of the highly popular Zonda F.

P-zonda F-15 - www.robson.m3rlin.org

The central monocoque is made of a Carbon-Titanium composite, increasing rigidity while reducing significantly the weight. Bolted directly to the chassis is the Mercedes AMG 6.0 litre race derived V12 engine, with 750 hp and 710 Nm of torque. A direct throttle actuation via mechanical cable ensures immediate throttle response.
The Xtrac Magnesium cased dog ring gearbox combined with tha Automac Engineering AMT system performs gearshifts in 20ms, triggered by the drivers input on the paddles behind the steering wheel. A 12-way Bosch Motorsport traction control and ABS system allows the driver to fully adjust the settings while driving the Zonda R.
At the pits, each driver will be able to find a suitable setup thanks to a fully adjustable suspension and wing configuration. The effectiveness of the rear is matched by a complex new front bonnet, a masterpiece realised with the help of models by Ennegi, as well as the closed underbody and rear diffusor. Aerodynamic setups rage from a high downforce setting of 1.500kg to a 350kmh top speed setting.
Aspa forged AvionAl suspension components as well as machined structural ErgAl parts holding the engine and gearbox have been designed to reduce the weight of the overall car, Poggipolini Titanium screws are used on the whole car. These measures lead to a dry weight of 1.070 kg.

P-zonda F-15 - www.robson.m3rlin.org

The interior has been designed to offer a perfect environment for the driver. The controls are limited to the indispensable, but the quality finish reflects the usual demanding Pagani standards. The bespoke Toora seats are FIA homologated and comply to latest HANS standards, five-point safety belts and a CrMo roll-cage assure the occupants’ safety.
The lucky owners of the Zonda R will experience a level of performance on the track, that is simply not possible on the road. A power-to-weight ratio of 701 hp-per-ton will catapult them from 0 to 60 mph in less than 2,7 seconds, the Brembo carbon ceramic brakes ensure the car comes to a standstill even quicker.
The Zonda R is built in a limited production run and sold at a price of 1.460.000 Euro plus taxes, a performance machine, a track toy, a collectors item, a masterpiece signed by Horacio Pagani.

Legendary Italian supercar-maker Pagani first showed us its track version of the Zonda at the Vienna Auto Show in January and now they have released full specifications and plenty of photos. Called the Zonda R, this track-only machine weighs just 2,359 lbs and makes 750hp!

P-zonda F-15 - www.robson.m3rlin.org

Weight is kept to a bare minimum through the use of a carbon fiber body (as with all Zonda models), which sits over top of a new carbon-titanium composite monocoque. Cromoly parts are used for the front and rear suspension and all pieces are held together through the use of titanium bolts.

The engine is the same 6.0-liter V12 AMG powerplant that is the motivation behind all of Pagani’s model, except output has been increased to the 750 mark at 7500 rpm. Torque is rated at 524 ft-lbs at 5700 rpm. This is enough, says Pagani, to rocket the Zonda R to 60 mph in just 2.7 seconds.

Getting all that power to the ground is made possible thanks to an ultra-light magnesium Xtrac gearbox, operated by paddle shifters. Gear changes fly by in just 20 milliseconds. To put that in perspective, the current fastest gearbox in a street car is found int he Ferrari F430 Scuderia, which changes gears in 60 ms.

P-zonda F-15 - www.robson.m3rlin.org

Making the car a true track machine is the fully adjustable suspension, as well as adjustable aerodynamics. Pagani says the Zonda R can be set up to produce as much as 3,307 lbs of downforce – which is, theoretically, enough to to allow the Zonda R to drive upside down and still stick to a surface.

Alternatively, the car can be adapted for high speed, with a top speed rating of 217 mph.
As this is a dedicated track machine, the Zonda R comes equipped with a roll cage and an FIA homolgated racing seats with five-point safety belts.

Other state-of-the-art items include Brembo carbon-ceramic brakes and an inconel exhaust – the same sort of exhaust used of Formula 1 cars.

The Pagani Zonda R will be produced in a limited number with Horacio Pagani signing each vehicle. The cost of ownership is extraordinary, with an MSRP of 1,460,000 Euros or roughly $1.9 million.

P-zonda F-15 - www.robson.m3rlin.org

P-zonda F-15 - www.robson.m3rlin.org

Zonda R
Technical Data
Engine: Mercedes-Benz AMG – M120 – 12 cylinder V 60°, 48 valves;
displacement  5987 ccm, dry sump.
Max. Power: (kW) hp/rpm: (551) 750 / 7.500.
Max. Torque: Nm/rpm: 710/5.700.
Stroke: 80,20 mm.
Bore: 89,00 mm.
Traction control: 12 Stage – Bosch Motorsport traction control system.
Intake: Single throttle bodies, mechanically operated.
Exhaust system: Hydroformed Inconel, ceramic coated.
Transmission: Longitudinal mid engine; rear wheel drive
with self-locking differential.
Gearbox: XTRAC 672 bespoke magnesium casing gearbox,
6 speed sequential dog gearchange with Automac
Engineering AMT system.
Carbon-ceramic brakes: 4 ventilated Brembo disks, hydraulic power brake.
12 Stage – Bosch Motorsport Race ABS.
Dischi: Front 380×34 mm 6 piston caliper;
Rear  380×34 mm 4 piston caliper.
Wheels: Forged alloy APP wheels; 19” front, 20” rear.
Tyres: Pirelli P Zero Zonda R: ant. 255/35/19; post. 335/30/20.
Suspensions: 4 independent wheels with double A-arm;
Forged Avional suspension arms; pull rod helical springs and
Öhlins adjustable shock absorbers.
Structure: Central carbon-Titanium chassis, Engine is a stressed member;
front and rear Cr Mo space frames;
bodywork carbon fiber MD System.
Dimensions: Length 4886 mm; Width 2014 mm;
height 1141 mm; Wheelbase 2785 mm;
Dry weight 1070 kg.
Safety: Roll cage in Cr Mo steel; carbon fibre seats HANS compatible;
five point harness.
Performance: 0-100 km/h in 2,7 sec.; Top speed: > 350 km/h.
Weight-to-Power ratio: 1,43 kg/hp.

Mercedes-Benz Clk GTR - www.robson.m3rlin.org

The Mercedes-Benz CLK GTR is a grand tourer and race car that was built by Mercedes-AMG, performance and motorsports arm of Mercedes-Benz. Intended for racing in the new FIA GT Championship series in 1997, the CLK GTR was designed primarily as a race car, with the road cars necessary in order to meet homologation standards being secondary in the car’s design. Thus the limited production road going cars were considered racing cars for the road.

After competing successfully in 1997, the race car was upgraded in 1998 for the 24 Hours of Le Mans and renamed the CLK LM. Following the construction of the CLK LMs and the CLK GTR road cars, the project would end in 1999 by being replaced by the Mercedes-Benz CLR Le Mans prototype.

As the Deutsche Tourenwagen Meisterschaft/ITC had folded in late 1996, with both remaining competitors Opel and Alfa Romeo leaving due to the high costs of their 4WD designs, Mercedes-Benz had no top series to compete in. With the success of the BPR Global GT Series leading to the FIA taking over and turning it into an international series known as the FIA GT Championship, Mercedes-Benz saw an opportunity to go against manufacturers like Porsche and Ferrari.

Mercedes-Benz Clk GTR - www.robson.m3rlin.org

Following the design that Porsche had laid out with their 911 homologation special, Mercedes-AMG was tasked by Mercedes-Benz with creating an extreme racing car that still maintained some elements of a normal street legal car. AMG’s designers created a car which shared some design elements with the Mercedes-Benz CLK, yet had all the standard features of a racing car underneath. A Mercedes-Benz M120V12 engine would be at the heart of the car, mounted behind the cockpit. The bodywork would be made entirely of carbon fiber, and would feature many aerodynamic design elements and cooling openings in order to survive on the race track.

To test the CLK GTR before the first chassis were built, Mercedes-AMG actually took an unusual measure. Through secrecy, Mercedes-AMG was able to purchase a disused McLaren F1 GTR, the defending BPR GT series champion, from Larbre Compétition. This purchase first allowed Mercedes-AMG to see the kind of lap times that their competitors could run, to serve as a measurement of the CLK GTRs abilities. However, more importantly, Mercedes-AMG set about modifying this F1 GTR by attaching bodywork that was meant to go on the CLK GTRs. This allowed Mercedes-AMG to be able to perfect the aerodynamics of the car before it had even been built.

Mercedes-Benz Clk GTR - www.robson.m3rlin.org

Upon completion of the first two prototypes a mere 128 days after the initial drawings had been made, the CLK GTRs were entered into the 1997 FIA GT Championship season, debuting at the season-opener at one of Mercedes-Benz’s home tracks, the Hockenheimring. Unfortunately the new cars were not able to shine, as brake problems eliminated one car after five laps, and the other finished over 20 laps behind the winning McLaren. However by the next round at Silverstone, the CLK GTR began to show its pace, finishing less than a second behind the winning McLaren. By the fourth round, returning to Germany for the Nürburgring, a third CLK GTR was added to the team. In this race, Mercedes-Benz successfully outperformed the fleet of McLarens, taking first and second places. The team would finish out the season with five more wins, at A1-Ring, Suzuka, Donington, Sebring, and Laguna Seca, allowing them to secure the team championship as well as the drivers championship for Bernd Schneider.

A CLK GTR en route to victory at the 1997 FIA GT Donington 4 HoursMercedes-Benz would use the CLK GTR for the first two rounds of the 1998 season before upgrading to the CLK LM. However privateer team Persson Motorsport would campaign two CLK GTRs throughout the entire season, taking a best finish of second at Oschersleben before finishing the year third in the teams championship.

Peugeot Quark - www.robson.m3rlin.org

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

Peugeot Quark - www.robson.m3rlin.org

Peugeot Quark - www.robson.m3rlin.org

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

Peugeot Quark - www.robson.m3rlin.org

Peugeot Quark - www.robson.m3rlin.org

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

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

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

Peugeot Quark - www.robson.m3rlin.org

Peugeot Quark - www.robson.m3rlin.org

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

Peugeot Quark - www.robson.m3rlin.org

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

Peugeot Quark - www.robson.m3rlin.org

Lancia Thesis Emblema 2002 - www.robson.m3rlin.org

Continuing the relaunch of the Lancia brand and taking up position at the pinnacle of the Fiat Groups automotive portfolio, the new Thesis (internally, Project 841) was officially released at the Geneva Motorshow at the beginning of March 2001. The interior was first seen at the Frankfurt show later that year, and sales are expected to start in early 2002.
A large (4888mm long) four door luxury saloon, it is aimed to emphasise the brand as the luxury arm of the Fiat Group, a move already started with the Lybra. As such it features a substantial ‘high-tech’ content, a trend shown in the Nea concept car. This is based around the CONNECT system and a 7 inch TFT colour dispay in the dashboard and includes voice recognition, hands-free phone, a navigation system, a stereo, an optional TV and access to the contact centre. Other ‘high-tech’ systems include an optional radar cruise control, an optional sunroof with solar cells (which power the aircon fan when the vehicle is parked in the sun), a multizone climate control system which on some models has a separate zone for the rear passengers, front and rear parking sensor, a rain sensor, an automatic windscreen wiper system, automatic headlamps, LED tail-lights (with 30 LEDs per unit), optional variable power steering, bi-xenon headlights (with an automatic ride corrector which functions with both static and dynamic.To emphasise the comfort factor there is also power assistance when opening the doors, the seat and steering wheel move back and up to aid entrance when the door is opened, and the entire process of opening and starting the car is keyless, using a transponder in the drivers pocket. Some interior details can be seen here. An automatic handbrake (EPB or Electronic Parking Brake) is applied whenever the car is stopped and also features a button on the centre console for manual operation.

As with all modern cars, passive safety is an area emphasised in the press release, the Thesis featuring eight airbags, comprising two multistage front bags, four sidebags and two window-bags, seatbelts with pre-tensioners, adjustable headrests, ISOFIX attachment points, a fire protection system and a carefully designed structure including crumple zones and reinforced doors.
Active safety includes an ESP (Electronic Stability program) which monitors various parameters to determine the yaw and corrects any excessive motion by braking individual wheels or reducing engine power. Traction control (ASR) reacts to both wheels spinning or just one wheel spinning (in the latter case the result is similar to a limited-slip differential), ABS and EBD (Electronic Brake Distribution) which controls the amount of braking to the rear wheels all reduce the possibility of the driver losing control of the car.

The suspension utilises multilink layouts both front and rear. The front suspension is a development of the traditional double-wishbone layout, using five links to control the movement of the wheel, whilst at the rear various arms in aluminium, steel and cast iron also provides a small level of passive rear wheel steering. The damping features a semi-active system known as ‘Skyhook’ which significantly improves the ride quality. Developed by Mannesmann-Sachs it uses numerous sensors to monitor the relative motion between the wheels and the body then controlling the level of damping provided by each individual damper.

Lancia Thesis Emblema 2002 - www.robson.m3lin.org

The design follows closely that of the Dialogos Concept car, and even moreso the example presented to the Pope. It is currently available as a four door saloon, a five door station wagon is expected to be released later. The official press release describes it as “hallmarked – in terms of styling – by exciting elegance going far beyond rational utility to leave space for the imagination, the Lancia Thesis matches retro sensations – such as the high front, the long bonnet and the profile resembling an upside-down wedge – with an entirely new stylistic language.” It replaces the Kappa in production, but Fiat hopes that its success will follow that of the Thema rather than the Kappa….

Powerplants start with two versions of the well know 20 valve 5 cylinder in-line unit, a 2.0-litre turbocharged example (185bhp), and a 2.4-litre aspirated model (170bhp). The latter also features variable valve timing and a variable length induction system. A V6 derived from the Alfa Romeo 3-litre unit tops the range (215bhp), whilst a 2.4JTD (the 5-cylinder in-line family again, 150bhp) complete with variable geometry turbocharger and intercooler provides the oil-burning option. Rumours suggest that the latter will be joined later by a larger capacity GM sourced V6 diesel unit. The five cylinder engines use a six-speed manual gearbox, whilst the V6 gets a five speed automatic unit (with a sequential shift mode).

Equipment
Elegance and technology have always been distinguishing features of any Lancia. In the Thesis flagship they meld in an ideal balance to give us a range with two specifications. These are known as Executive and Emblema and are equipped with a wealth of standard equipment items that are complemented by some exclusive devices on Emblema versions. Both specifications share four engines (three petrol and one common rail turbodiesel) and two gearboxes (the five-speed self-adaptive sequential automatic transmission is fitted to the 3.0 V6 24v while the 6 speed manual unit is fitted to all the other power units. Plus four different interiors, twelve body colours and a host of options able to satisfy even the most demanding section of customers within this élite market band.
Many devices are fitted as standard on all version. Beginning with safety devices. For starters, eight airbags including two multistage bags; five three-point seat-belts with pretensioners (except the central rear seat) and load limiters (except the central rear seat), five head-restraints and an FPS (Fire Prevention System).
The invisible technology on the Lancia Thesis really comes to the fore when it comes to dynamic safety. On this front the Lancia flagship offers a braking system with outstanding performance while also benefiting from the most sophisticated electronic devices for controlling the car’s dynamic behaviour: including ABS complemented by an electronic brakeforce distributor, ESP and the ASR/MSR system. All versions of the Thesis also come with an electrically-controlled automatic parking brake: the EPB (Electric Parking Brake).
For preventive safety, the entire range comes with: bi-xenon headlamps, fog lamps and led tail-lights. And we must not forget the Isofix attachments used to carry the smallest passengers in maximum safety, plus systems to protect the car against theft and break-ins: from a second-generation Lancia CODE to a deadlock. This total protection makes the Lancia Thesis one of the safest cars anywhere in the world.

Other equipment designed to ease life on board and offered by both the Thesis Executive and Thesis Emblema include: automatic climate control system, sound system with integral radio and steering wheel controls, Cruise Control and trip computer plus a 7″ colour screen. And also: electric windows with anti-obstruction sensor on all four doors, heated, electrically-adjustable door mirrors, electric handles, electric door locks and catches with multifunction remote control, adjustable front armrest with oddments compartment and climate controlled outlet – and rear armrest with ski tunnel.
On the road, the Lancia Thesis assures the cushioned silence of a top-class environment where the car engine is barely perceptible.
This level of comfort is also assured by the Skyhook system, a sophisticated suspension control device reserved for a few élite cars that is fitted as standard throughout the entire range.
The Emblema versions are another matter, because they include all the state-of-the-art solutions available for the model, without exception. In other words: multizone climate control system, Easy Entry/Exit function, Set-up Memory and Radar Cruise Control (shortly to be available on 3.0 V6 CAE versions).
The Thesis Emblema also exclusively offers rear side windows and a darkened rear window (privacy) in addition to a rear armrest, a truly majestic throne-room: the interior compartment houses a remote control that allows rear passengers to operate the Bose® Sound System Hi-Fi, electric sunblind controls and passenger side reach adjustment. All three features naturally come as standard on Emblema versions. The product array on this version is concluded by the CONNECT system. This comes in the NAV+ configuration that complements the version fitted to the Thesis Executive with dynamic map navigation and an optional TV.
Both versions share one last exterior motif: alloy wheels. On the Thesis Executive, these are 7×16″ with 215/60 tyres and share classic styling. The wheels on the Emblema are the same size but more elegant in style.
All versions can naturally be customised with numerous options to increase the protection and comfort offered by the Lancia Thesis. Thus the flagship may be fitted with EPG anti break-in side windows (these will be available a few months after the launch) and an antilift and antitilt alarm. You could also install a parking sensor (front and rear) and a supplementary heater programmable from CONNECT or by means of the remote control (available after the launch).
When it comes to comfort, the Lancia flagship offers the following options: Keyless System, phone handset with a keypad and display on the front armrest and a CD-changer in the passenger glove compartment (only on the Thesis Executive because the multiple loader is included in the CONNECT NAV+ on the Thesis Emblema). And also: heated front and rear seats (except in the Emblema equipment package where the former come as standard); front seats in the Comfort version with fully electric adjustment and ventilation, heating, adaptivity and massage functions; rear Comfort seats with the same functions as the front, apart from the ventilation – and an electric sunroof with solar cells. Comfort version seats (front and rear) and the Keyless System will be available later. Customers will also soon be able to order 7×17″ alloys for both versions with sports design 225/55 tyres (cannot be fitted with chains).
Customers who buy the Thesis flagship can choose between four different interior environments: Lancia worsted wool, Alcantara®, Leather and Poltrona Frau Soft Leather. The wool cloth comes in light shades of beige, grey and blue and gains an extra touch of sophistication from the worsted wool. This is an unusual trim material for the seats and central panel and forms an unbroken ring around the passenger compartment. It is reminiscent of the celebrated Lancia cloth from a bygone age.
The other interiors come in the same shades but in Alcantara®. They set off to perfection the understated wooden facia insert: an untreated open-pored mahogany in which the natural grain is apparent. Both specifications are available on the Executive and the choice is left to the customer’s discretion.
Lancia Thesis Emblema can choose between the Alcantara® or Leather interior. The latter offers a top-quality trim that comes in the following colours: beige, grey or blue.
An interior in baby-soft Poltrona Frau designer leather with heated seats can be selected as an option. The prestigious upholstery adds two exclusive shades to the previous colours: anthracite and tobacco.
Whatever you choose, the result is an environment made out of top-quality, warm, exclusive materials – an emotionally involving place where top-quality materials have been chosen for their tactile and acoustic qualities to create a multisensorial whole that represents the final frontier of the Lancia world.
The Thesis offers a pallet of 12 different body shades. Non-metallic choices are Lancia blue and Donatello black, while the metallic selection comprises: Tintoretto bordeaux, Palladio grey, Botticelli grey, Leonardo green, Canaletto blue, Tiepolo grey, Raphael blue, Michelangelo blue, Cellini grey and Caravaggio black.
The Lancia Thesis is also participates fully in the Fiat Auto Autonomy programme. This extends to all Fiat cars and to all Alfa and Lancia cars as well since last year. The Thesis can therefore be fitted with all the special devices that make driving easier for the disabled.
These include the following equipment:

- an electronic ring-type accelerator that converts a pedal-operated accelerator into a steering wheel control;
- a remote-controlled turn and glide rear side door that allows a wheel chair to be stowed between the car’s front and rear seats with greater ease;
- a long-armed service brake that converts the brake to a manual control and brings it closer to the steering wheel;
- a remote control installed on the steering wheel that can be used to operate all the service levers and switches;
- an electronic automatic clutch that allows gear changes without depression of the clutch pedal at the barest touch of a switch on the gear lever.

All these devices are built by the best companies in the sector and fit perfectly into the passenger compartment without impairing car user-friendliness, passenger room, comfort and safety. They can also be fitted alongside standard controls to enable the car to be driven by people without motor difficulties as well.

Engines
The Lancia Thesis assures outstanding performance. The two litre engines, for example, are absolutely outstanding when compared with other engines of the same capacity offered by the competition. Car handling and agility are also important. Especially when you consider that a car just under five metres long with a weight to match has to work harder to achieve a good result.
The credit for this agility goes to the power unit as a whole because on all Lancia Thesis versions, this comprises a power unit offering high torque at low speeds with a gearbox with a high number of ratios. Five in the case of the sophisticated automatic transmission; six for the manual gearbox.
The decision to create a range of engines that are all multifractional (i.e. with 5 or 6 cylinders) was responsible for most of the results achieved in terms of lack of vibration, content, good timbre and smooth running.
The following table gives details of the four power units (three petrol and a Common Rail turbodiesel unit) that the Lancia Thesis will present to the market next spring.

The 2.0 20v Turbo Soft, in particular, is confirmation of Lancia’s engine building traditions: the brand has always achieved outstanding results with this engine capacity. On the Lancia Thesis, the thermodynamic efficiency of this power unit is combined with a smooth, gradual turbo action able to assure outstanding comfort with scintillating performance comparable to that of a far bigger aspirated engine.
The Lancia Thesis 2.0 20v Turbo Soft is for people who want a car of temperament without giving up the class, elegance and élite appeal of a prestigious, imposing, big-looking car. When equipped with this power unit, the Thesis offers extra punch and accentuates agility and handling to satisfy customers who have no intention of giving up on a fast drive.
If we were to sum up the 2.4 20v in a nutshell, we could say: the right capacity for the car and the most effective proportion of that capacity in terms of performance and also of smooth power and torque delivery. In other words, a 5 cylinder engine with the smooth running of a six cylinder and the fuel consumption of a four cylinder unit.

The Lancia Thesis 2.4 20v, is an interesting car because it offers satisfactory power and speed levels, all the brio required for vigorous take-off and pick-up and the ability to cover around 12 kilometres out of town on a litre of fuel.
This is an engine for more rational customers, people who look for the great comfort, luxury and well-being that only a great élite saloon can offer. Combined with the technical efficiency required to keep running costs down. All in all, it is the Lancia Thesis for someone who wishes to use their car every day for everything they do: whether it be long trips or going to work.
Now for the 3.0 V6 24v. This three litre engine of European capacity is perfect for the Lancia Thesis because the end result is a big luxury saloon with a well-balanced blend of roominess, comfort and performance. The power unit is special because it turns very roundly due to its 6 cylinders – and also offers formidable torque enhanced by a 5-speed automatic transmission converter.
Altogether, the version driven by the 3.0 V6 24v offers greater driving satisfaction than rivals with similar capacity: acceleration, pick-up, power and torque delivery. The credit for this goes to a power unit that balances torque at low speed and maximum power with outstanding panache.
The Lancia Thesis 3.0 V6 24v is the ideal car for customers who want great performance delivered with absolute ease. For people who do not like to be second to anyone, even on the road. For anyone who can fall in love with a good-looking, luxurious car and the unmistakable throb of an engine that is reminiscent of great, powerful Lancias of the past such as the Aurelia.
The Lancia Thesis range concludes with the 2.4 JTD engine. This engine combines the tried and tested benefits of common rail technology (better performance and fuel economy) with formidable torque achieved by applying a variable geometry turbine to the JTD power unit. As far as the driver is concerned, this means a Lancia Thesis that is a greater roadster yet also agile and easy to handle if necessary. This combination of attributes is certainly not usual in this type of car.
The 2.4 JTD engine is thus a prompt and efficient engine and tireless on long motorway trips. A great mile-eater with low fuel consumption. The Lancia Thesis 2.4 JTD is therefore designed for people who move around a lot and cover a very high mileage each year. Customers who want a comfortable, luxurious car that can be run at a reasonable cost and ensure the same driving satisfaction as a petrol engine.

Gearboxes
The gearboxes are slick, smooth-shifting, silent: they include a six-speed manual and a 5-speed automatic that are outstanding for their sophisticated, innovative engineering. Both offer the best possible channel for power transmitted by the engines (150 to 215 bhp) and ensure the car delivers uniformly crisp performance. They are also so easy and satisfying to use that any driver can handle a great saloon like the Lancia Thesis with ease and panache.
The 5-speed automatic transmission, in particular, is two gearboxes in one. You can use the normal P, R, N and D positions when the lever is moved up in the gate. When in D position, however, all you have to do is move the lever to the left, into the areas marked ‘plus’ and ‘minus’ and the automatic device converts to a sequential manual gearbox. For the motorist, this means being able to benefit from a full range of gears with discreet guidance from the control unit (the sound of a buzzer and a warning on the control panel) if the engine is revved too much or too little. Plus the freedom of a normal manual gearbox, including the ability to set off in second or third when the car is driven over slippery ground.
The 5-speed automatic transmission comes with the 3.0 V6 24v engine, while the 6-speed manual unit is fitted to all other power units.

TECHNICAL SPECIFICATION

Thesis 3.2 V6 24v Comfortronic
Engine  6 cylinders V 60°, front transverse
Capacity (cc) 3179
Compression ratio  10.5 : 1
Maximum power output: kW (bhp-EC)  169 (230)
at rpm  6200
Peak torque: Nm (kgm-EC)  289 (29.4)
at rpm  4800
Timing gear  4 OHC (toothed belt), hydraulic tappets
Fuel system  Bosch ME 7 MPI electronic sequential injection
Ignition  static electronic, combined with injection
Fuel  unleaded petrol 95 octane (RON)

Transmission
Drive  front
Gearbox  AISIN automatic, 5 speeds (+ reverse)

Wheels
Standard tyres  215/60 R 16 95W*

Steering
Steering box  rack and pinion with Variosteer variable hydraulic power steering
Turning circle between kerbs (m)  12.2

Suspension
Front  Multilink, independent, wishbones, coil springs and telescopic shock absorbers (Skyhook), anti-roll torsion bar
Rear  independent with multiple arms, coil springs and telescopic shock absorbers (Skyhook), anti-roll torsion bar

Brakes (with ABS)
Front: dia. (mm)  disc-type 305 x 28 (ventilated)
Rear: dia. (mm)  disc-type 281 x 22 (ventilated)

Dimensions and weights
Length x width x height (mm)  4888 x 1830 x 1465
Wheelbase (mm) 2803
Front/rear track (mm) 1569 / 1541
Boot capacity (dm3) 400
Fuel tank (litres) 75 (reserve 10)
Kerb weight (kg) 1820
Max. towable weight (kg)  1500

Performance
Top speed (km/h)  240
Acceleration (s) – 0 to 100 km/h  8.8
- 0 to 1000 m  29.2
EC 1999/100 fuel consumption litres/100 km
- urban cycle  22.7
- extra-urban cycle  10.3
- combined  14.9
CO2 emissions (g/km)  355

* 225/50 R17 94W tyres with 17″ light alloy wheels sports styling
Thesis 3.0 V6 24v Comfortronic
Engine  6 cylinders V 60°, front transverse
Capacity (cc) 2959
Compression ratio  10 : 1
Maximum power output: kW (bhp-EC)  158 (215)
at rpm  6300
Peak torque: Nm (kgm-EC)  263 (26.8)
at rpm  5000
Timing gear  4 OHC (toothed belt), hydraulic tappets
Fuel system  Bosch ME3.1 MPI electronic sequential injection
Ignition  static electronic, combined with injection
Fuel  unleaded petrol 95 octane (RON)

Transmission
Drive  front
Gearbox  AISIN automatic, 5 speeds (+ reverse)

Wheels
Standard tyres  215/60 R 16 95W*

Steering
Steering box  rack and pinion with Variosteer variable hydraulic power steering
Turning circle between kerbs (m)  12.2

Suspension
Front  Multilink, independent, wishbones, coil springs and telescopic shock absorbers (Skyhook), anti-roll torsion bar
Rear  independent with multiple arms, coil springs and telescopic shock absorbers (Skyhook), anti-roll torsion bar

Brakes (with ABS)
Front: dia. (mm)  disc-type 305 x 28 (ventilated)
Rear: dia. (mm)  disc-type 281 x 22 (ventilated)

Dimensions and weights
Length x width x height (mm)  4888 x 1830 x 1465
Wheelbase (mm) 2803
Front/rear track (mm) 1569 / 1541
Boot capacity (dm3) 400
Fuel tank (litres) 75 (reserve 10)
Kerb weight (kg) 1820
Max. towable weight (kg)  1500

Performance
Top speed (km/h)  234
Acceleration (s) – 0 to 100 km/h  9.2
- 0 to 1000 m  29.8
EC 1999/100 fuel consumption litres/100 km
- urban cycle  20.9
- extra-urban cycle  9.3
- combined  13.6
CO2 emissions (g/km)  323

* 225/50 R17 94W tyres with 17″ light alloy wheels sports styling
Thesis 2.0 20v Turbo soft
Engine  5 cylinders in line, front transverse with counter-rotating balancer shaft
Capacity (cc) 1998
Compression ratio  8.5 : 1
Maximum power output: kW (bhp-EC)  136 (185)
at rpm  5500
Peak torque: Nm (kgm-EC)  308 (31.4)
at rpm  2200
Timing gear  2 OHC (toothed belt), hydraulic tappets
Fuel system  Bosch ME7 MPI electronic sequential injection, turbocharged with variable geometry turbocharger and intercooler
Ignition  static electronic, combined with injection
Fuel  unleaded petrol 95 octane (RON)

Transmission
Drive  front
Gearbox  manual, 6 speeds (+ reverse)

Wheels
Standard tyres  215/60 R 16 95W*

Steering
Steering box  rack and pinion with hydraulic power steering
Turning circle between kerbs (m)  12.2

Suspension
Front  Multilink, independent, wishbones, coil springs and telescopic shock absorbers (Skyhook), anti-roll torsion bar
Rear  independent with multiple arms, coil springs and telescopic shock absorbers (Skyhook), anti-roll torsion bar

Brakes (with ABS)
Front: dia. (mm)  disc-type 305 x 28 (ventilated)
Rear: dia. (mm)  disc-type 281 x 22 (ventilated)

Dimensions and weights
Length x width x height (mm)  4888 x 1830 x 1465
Wheelbase (mm) 2803
Front/rear track (mm) 1569 / 1541
Boot capacity (dm3) 400
Fuel tank (litres) 75 (reserve 10)
Kerb weight (kg) 1780
Max. towable weight (kg)  1500

Performance
Top speed (km/h)  224
Acceleration (s) – 0 to 100 km/h  8.9
- 0 to 1000 m  28.9
EC 1999/100 fuel consumption litres/100 km
- urban cycle  15.5
- extra-urban cycle  8.5
- combined  11.1
CO2 emissions (g/km)  264

* 225/50 R17 94W tyres with 17″ light alloy wheels sports styling
Thesis 2.4 20v
Engine  5 cylinders in line, front transverse with counter-rotating balancer shaft
Capacity (cc) 2446
Compression ratio  10.3 : 1
Maximum power output: kW (bhp-EC)  125 (170)
at rpm  6000
Peak torque: Nm (kgm-EC)  226 (23)
at rpm  3500
Timing gear  2 OHC (toothed belt), hydraulic tappets
Fuel system  Bosch ME3.1 MPI electronic sequential injection
Ignition  static electronic, combined with injection
Fuel  unleaded petrol 95 octane (RON)

Transmission
Drive  front
Gearbox  manual, 6 speeds (+ reverse)

Wheels
Standard tyres  215/60 R 16 95W*

Steering
Steering box  rack and pinion with hydraulic power steering
Turning circle between kerbs (m)  12.2

Suspension
Front  Multilink, independent, wishbones, coil springs and telescopic shock absorbers (Skyhook), anti-roll torsion bar
Rear  independent with multiple arms, coil springs and telescopic shock absorbers (Skyhook), anti-roll torsion bar

Brakes (with ABS)
Front: dia. (mm)  disc-type 305 x 28 (ventilated)
Rear: dia. (mm)  disc-type 281 x 22 (ventilated)

Dimensions and weights
Length x width x height (mm)  4888 x 1830 x 1465
Wheelbase (mm) 2803
Front/rear track (mm) 1569 / 1541
Boot capacity (dm3) 400
Fuel tank (litres) 75 (reserve 10)
Kerb weight (kg) 1760
Max. towable weight (kg)  1500

Performance
Top speed (km/h)  217
Acceleration (s) – 0 to 100 km/h  9.5
- 0 to 1000 m  30.2
EC 1999/100 fuel consumption litres/100 km
- urban cycle  15.2
- extra-urban cycle  8.4
- combined  10.9
CO2 emissions (g/km)  260

* 225/50 R17 94W tyres with 17″ light alloy wheels sports styling
Thesis 2.4 20v Comfortronic
Engine  5 cylinders in line, front transverse with counter-rotating balancer shaft
Capacity (cc) 2446
Compression ratio  10.3 : 1
Maximum power output: kW (bhp-EC)  125 (170)
at rpm  6000
Peak torque: Nm (kgm-EC)  226 (23)
at rpm  3500
Timing gear  2 OHC (toothed belt), hydraulic tappets
Fuel system  Bosch ME3.1 MPI electronic sequential injection
Ignition  static electronic, combined with injection
Fuel  unleaded petrol 95 octane (RON)

Transmission
Drive  front
Gearbox  AISIN automatic, 5 speeds (+ reverse)

Wheels
Standard tyres  215/60 R 16 95W*

Steering
Steering box  rack and pinion with Variosteer variable hydraulic power steering
Turning circle between kerbs (m)  12.2

Suspension
Front  Multilink, independent, wishbones, coil springs and telescopic shock absorbers (Skyhook), anti-roll torsion bar
Rear  independent with multiple arms, coil springs and telescopic shock absorbers (Skyhook), anti-roll torsion bar

Brakes (with ABS)
Front: dia. (mm)  disc-type 305 x 28 (ventilated)
Rear: dia. (mm)  disc-type 281 x 22 (ventilated)

Dimensions and weights
Length x width x height (mm)  4888 x 1830 x 1465
Wheelbase (mm) 2803
Front/rear track (mm) 1569 / 1541
Boot capacity (dm3) 400
Fuel tank (litres) 75 (reserve 10)
Kerb weight (kg) 1790
Max. towable weight (kg)  1500

Performance
Top speed (km/h)  215
Acceleration (s) – 0 to 100 km/h  10.9
- 0 to 1000 m  31.7
EC 1999/100 fuel consumption litres/100 km
- urban cycle  17.4
- extra-urban cycle  8.8
- combined  12.0
CO2 emissions (g/km)  286

* 225/50 R17 94W tyres with 17″ light alloy wheels sports styling
Thesis 2.4 10v JTD
Engine  5 cylinders in line, front transverse
Capacity (cc) 2387
Compression ratio  18.5 : 1
Maximum power output: kW (bhp-EC)  110 (150)
at rpm  4000
Peak torque: Nm (kgm-EC)  305 (31)
at rpm  1800
Timing gear  1 OHC (toothed belt), mechanical tappets
Fuel system  Common Rail direct injection (Unijet), turbocharged with variable geometry turbocharger and intercooler
Ignition  by compression
Fuel  diesel

Transmission
Drive  front
Gearbox  manual, 6 speeds (+ reverse)

Wheels
Standard tyres  215/60 R 16 95W*

Steering
Steering box  rack and pinion with hydraulic power steering
Turning circle between kerbs (m)  12.4

Suspension
Front  Multilink, independent, wishbones, coil springs and telescopic shock absorbers (Skyhook), anti-roll torsion bar
Rear  independent with multiple arms, coil springs and telescopic shock absorbers (Skyhook), anti-roll torsion bar

Brakes (with ABS)
Front: dia. (mm)  disc-type 305 x 28 (ventilated)
Rear: dia. (mm)  disc-type 281 x 22 (ventilated)

Dimensions and weights
Length x width x height (mm)  4888 x 1830 x 1465
Wheelbase (mm) 2803
Front/rear track (mm) 1569 / 1541
Boot capacity (dm3) 400
Fuel tank (litres) 75 (reserve 10)
Kerb weight (kg) 1790
Max. towable weight (kg)  1500

Performance
Top speed (km/h)  206
Acceleration (s) – 0 to 100 km/h  10.1
- 0 to 1000 m  31.4
EC 1999/100 fuel consumption litres/100 km
- urban cycle  11.5
- extra-urban cycle  6.3
- combined  8.2
CO2 emissions (g/km)  217

* 225/50 R17 94W tyres with 17″ light alloy wheels sports styling
Thesis 2.4 20v JTD
Engine  5 cylinders in line, front transverse
Capacity (cc) 2387
Compression ratio  18.1 : 1
Maximum power output: kW (bhp-EC)  129 (175)
at rpm  4000
Peak torque: Nm (kgm-EC)  380 (38.7)
at rpm  2000
Timing gear  2 OHC (toothed belt), hydraulic tappets
Fuel system  Common Rail direct injection (Multijet), turbocharged with variable geometry turbocharger and intercooler
Ignition  by compression
Fuel  diesel

Transmission
Drive  front
Gearbox  manual, 6 speeds (+ reverse)

Wheels
Standard tyres  215/60 R 16 95W*

Steering
Steering box  rack and pinion with hydraulic power steering
Turning circle between kerbs (m)  12.4

Suspension
Front  Multilink, independent, wishbones, coil springs and telescopic shock absorbers (Skyhook), anti-roll torsion bar
Rear  independent with multiple arms, coil springs and telescopic shock absorbers (Skyhook), anti-roll torsion bar

Brakes (with ABS)
Front: dia. (mm)  disc-type 305 x 28 (ventilated)
Rear: dia. (mm)  disc-type 281 x 22 (ventilated)

Dimensions and weights
Length x width x height (mm)  4888 x 1830 x 1465
Wheelbase (mm) 2803
Front/rear track (mm) 1569 / 1541
Boot capacity (dm3) 400
Fuel tank (litres) 75 (reserve 10)
Kerb weight (kg) 1790
Max. towable weight (kg)  1500

Performance
Top speed (km/h)  225
Acceleration (s) – 0 to 100 km/h  9.8
- 0 to 1000 m  30.8
EC 1999/100 fuel consumption litres/100 km
- urban cycle  9.8
- extra-urban cycle  6.2
- combined  7.5
CO2 emissions (g/km)  199

* 225/50 R17 94W tyres with 17″ light alloy wheels sports styling
Thesis 2.4 20v JTD Comfortronic
Engine  5 cylinders in line, front transverse
Capacity (cc) 2387
Compression ratio  18.1 : 1
Maximum power output: kW (bhp-EC)  129 (175)
at rpm  4000
Peak torque: Nm (kgm-EC)  330 (33.6)
at rpm  1750
Timing gear  2 OHC (toothed belt), hydraulic tappets
Fuel system  Common Rail direct injection (Multijet), turbocharged with variable geometry turbocharger and intercooler
Ignition  by compression
Fuel  diesel

Transmission
Drive  front
Gearbox  AISIN automatic, 5 speeds (+ reverse)

Wheels
Standard tyres  215/60 R 16 95W*

Steering
Steering box  rack and pinion with Variosteer variable hydraulic power steering
Turning circle between kerbs (m)  12.4

Suspension
Front  Multilink, independent, wishbones, coil springs and telescopic shock absorbers (Skyhook), anti-roll torsion bar
Rear  independent with multiple arms, coil springs and telescopic shock absorbers (Skyhook), anti-roll torsion bar

Brakes (with ABS)
Front: dia. (mm)  disc-type 305 x 28 (ventilated)
Rear: dia. (mm)  disc-type 281 x 22 (ventilated)

Dimensions and weights
Length x width x height (mm)  4888 x 1830 x 1465
Wheelbase (mm) 2803
Front/rear track (mm) 1569 / 1541
Boot capacity (dm3) 400
Fuel tank (litres) 75 (reserve 10)
Kerb weight (kg) 1820
Max. towable weight (kg)  1500

Performance
Top speed (km/h)  220
Acceleration (s) – 0 to 100 km/h  10.2
- 0 to 1000 m  31.2
EC 1999/100 fuel consumption litres/100 km
- urban cycle  12.1
- extra-urban cycle  6.9
- combined  8.8
CO2 emissions (g/km)  234

* 225/50 R17 94W tyres with 17″ light alloy wheels sports styling

Lamborghini LM003 Concept - www.robson.m3rlin.org

The Lamborghini LM003 was a very short-lived offroad prototype project designed and built by Lamborghini in an attempt to meet military needs. It was virtually identical to the LM002, but instead of the V12 Lamborghini engine, it utilized a 5 cylinder, 150 bhp (112 kW), 3.6L turbocharged diesel engine provided by VM Motori. The engine was determined to be entirely insufficient to power the 2600 kg (5700 lb) vehicle and the project was abandoned.
Another model that may have been dubbed the LM003 was developed when Lamborghini was under the ownership of Megatech. They realized that the LM002 was a steady, and consistent seller, so wanted to bring it back into production with an updated design. It was to have been named the Borneo or Galileo, to differentiate it with the previous LM003. The idea was taken to SZ Design, an offshoot of Zagato, but it never went past a few concept drawings that looked vaguely similar to a modern Range Rover.

Please send me any information about this car, I will posted whit the source  to came from.

Thank you.
Administrator

1966 Chevrolet Electrovair II 4dr Hardtop

It was a long hiatus, but by the 1960s, GM was looking seriously at electric cars again. Gas cost about 34 cents a gallon, or about $2.00 in today’s terms, but Americans were more concerned about air pollution, according to a GM overview on the Electrovair.

The Electrovair II, a show car unveiled in 1966 seen at right, was an improved version of 1964’s Electrovair I. Both were based on the rear-engine gas-powered Chevrolet Corvair, whose design provided a convenient location for the batteries. The large battery pack went under the hood, while the electric motor drove the wheels from the back of the car.
“The GM electric vehicle concept is based on the belief that an electric car should have performance compatible with modern expressway driving,” press materials for the car said.

The Electrovair II used silver-zinc batteries because, GM said, they delivered high power. (These were the same batteries GM produced for use in intercontinental nuclear missiles, said GM engineer John Berisa.)

The downside was that they were expensive and wore out quickly, as the carmaker admitted at the time. Performance was similar to the gas-powered Corvair, but range was still a problem. The car needed recharging after 40 to 80 miles.

“The objective is to determine what is technically feasible,” GM wrote of its work on cars like the Electrovair, “regardless of whether a project ever will become economically possible.”

The Electrovair II never went to market, and it would still be a long time before a viable electric car would become economically possible for GM.

The battery powered 1966 Electrovair II concept was a test bed for motor and control developments. Its power source was a silver zinc battery pack, in a 532-volt array, located in the front and rear compartments of a 1966 Corvair Monza sport sedan. Silver zinc batteries were used because they delivered high peak power and provided good energy storage but they were costly and were worn out after 100 recharges.

The battery pack was connected to a 115 horsepower AC-Induction motor that produced approximately the same performance as a conventional gasoline powered Corvair, except for its limited range of 40-80 miles before recharging. A tank full of gasoline would propel a Corvair 250-300 miles. Top speed was 80 m.p.h.

Electrovair II’s total weight was approximately 800 lbs. more than a Corvair, even with the comparatively light and compact silver zinc battery pack. If it were propelled by conventional lead acid batteries, the batteries alone would weigh more than 2,600 lbs., approximately the total weight of a standard Corvair.

Some of the touches that set the Electrovair dash apart from the production car are large gages for monitoring volts and amps occupy the space normally reserved for the radio and the in-dash gear selector has no “L” for low.

Sources 1964 GM Electrovair II. GM Brochure

2007 Techart Porsche 911-997

The new Porsche 911 Turbo of the 997 model range has arrived at the dealers’ showrooms and TECHART Automobildesign (Röntgenstrasse 47, D-71229 Leonberg-Höfingen, Germany, phone +49 / (0) 71 52 / 9 33 9-0, fax +49 / (0) 71 52 / 93 39 33, Internet www.techart.de ) presents the sporty TECHART tuning program for the new top-of-the-line model from Zuffenhausen.Sporty elegance characterizes the design of the TECHART aerodynamic-enhancement kit which was developed in the wind tunnel. The production front apron receives more visual emphasis from the TECHART front spoiler. More than this, the spoiler reduces aerodynamic lift, thus further improving directional stability at high speeds.
The new TECHART rear spoiler optimizes the effect of the retractable production rear spoiler. The understated TECHART roof spoiler visually stretches the roofline.
TECHART side sills give the coupe a longer, sleeker look. The side mirrors can be attractively upgraded using the TECHART mirror moldings.
TECHART also developed a rear diffuser for the Turbo, which extends the rear apron downward and provides a dramatic backdrop for the two oval-shaped twin tailpipes of the TECHART sport exhaust system.

TECHART also offers an extensive wheel and suspension program: Owners of the new Porsche 911 Turbo can refine their car with striking TECHART Formula five-spoke wheels with 19- or 20-inch diameters.
The most exclusive version for the new coupe features one-piece TECHART Formula light-alloy wheels in size 8.5Jx20 in front and in size 12Jx20 on the rear axle. TECHART recommends ContiSportContact 3 tires in sizes 245/30 ZR 20 and 325/25 ZR 20 for mounting on these wheels.

2007 Techart Porsche 911-997

Custom-calibrated to the TECHART tire/wheel combinations are the TECHART suspension solutions. The range of modifications starts with TECHART sport springs for a ride-height lowering of some 20 millimeters, sport sway bars and a dome cross-brace.

The TECHART VarioPlus coil-over suspension is available for the electronically adjustable PASM damper system of the new Turbo. This chassis offers not only an individually adjustable ride height by up to 25 millimeters, but also selectable ‘Normal’ and ‘Sport’ damper settings at the push of a button on the dashboard.
However, the settings are not limited to these presets. Both settings automatically firm up their damper rates during sporty driving. The result is an optimal symbiosis of excellent ride comfort during leisurely driving and agile, highly responsive handling during fast cornering.

TECHART already offers various versions of exhaust tuning. The product lineup includes oval-shaped dual tailpipes for the production exhaust system up to a throttle-controlled stainless steel sport exhaust system which optimizes performance and delivers a more exciting engine sound. A multi-stage performance tuning program for the turbocharged 997 engine will follow within short time.

As a world-renowned specialist for exclusive interior creations TECHART Automobildesign also offers individual interiors for the latest 911 top-of-the-line version in all colors and designs.
The program comprises exclusive TECHART fully leather interiors as well as sporty accessories: TECHART offers ergonomically shaped airbag sport steering wheels, foot pedals, foot rest and shift knob all made from aluminum as well as stainless-steel sill plates with TECHART logo.

(from TechArt Press Release) More than fine tuning. The TECHART program for the new Porsche 911 Turbo (997)

1960 Plymouth Savoy Sedan

1960 saw the Savoy occupying the entry level position in the Plymouth Division when it came to retail sales, replacing the low-end Plaza. The Savoy would remain in this position until the end of the model’s existence, with the exception of the compact Valiant (once it was made into a Plymouth, instead of being a standalone brand).
Brand new for 1960 was the Slant-Six, which was developed for a few reasons. First, Chrysler had been working on an all new compact model, called the Valiant, and the company wanted a fresh new engine for that model, not too mention for the rest of their 1960 models offering a six. The old flathead was getting left in the dust by the competition, and it just didn’t lend itself to the new styling Chrysler wanted to employ for the Valiant, a lower hood line.
V-8 engines now came in 318, 383, 361 and the Golden Commando 395 version. Another first for Plymouth in 1960 was the use of unitized body construction, and in the six cylinder full size models, the automatic transmission had an aluminum case. 1960 was also the last year for generators in the full sized Chrysler product line -up, which included the Plymouth Savoy.
The Savoy came basically in two forms for 1960, the 2-door, and 4-door sedans, no hardtops this model year. There were 26,820 2-dr Savoys built, they sold for $2,379 in base model trim, with a V-8, and weighed 3,490 pounds. The four-door Savoy came in with a total of 51, 384 units built, sold for a list of $2,429 in base trim, with a V-8, and weighed 3,500 pounds. My 1960 Plymouth four-door Savoy, with a slant six and Torqueflite automatic, listed for $2,675, and my Dad paid $2,100 for the car at the time of purchase on June 13, 1960.

The Plymouth Savoy is an automobile produced by the Plymouth division of the Chrysler Corporation of Highland Park, Michigan.

Plymouth used the name Savoy on several automobiles. From 1951 to 1953, the Savoy name was used on a station wagon, upgrading the base model Suburban. Later (and more popularly known) was a line of full-sized Plymouths from 1954 to 1961 Ben’s Car Page Another incarnation was among Plymouth’s ill-fated downsized full-size cars from 1962 to 1964. As with the Plaza and Belvedere, the Savoy was named after an upscale hotel.

When introduced in 1954, later in the year with 1955 model paint schemes, the Savoy was Plymouth’s mid-level car and priced between the base Plaza sedans and the top-line Belvedere models. In 1959, Plymouth dropped the Plaza and replaced it with the Savoy, making the Savoy the marque’s entry level automobile and echoing the treatment of the once top-line Dodge Coronet.

In 1954, the Savoy was available as a two-door Club Coupe and four-door sedan and 2 dr Club Sedan. In 1956, the line added a hardtop coupe and the Custom Suburban station wagon. In 1957 and 1958, the line added a four-door hardtop sedan. In 1959, the Savoy was downgraded to entry level status. It lost both hardtop models, as well as the side trim and fancier interior trim it enjoyed in its original position in Plymouth’s lineup. Sales were not diminished however, as their use as fleet models by taxicab companies became so popular, that by 1960 a whole new model, the Plymouth Taxi Special, was spun off from the Savoy.

Plymouth discontinued the use of the Savoy nameplate at the end of the 1964 model year, except in Canada, where it continued through 1965. In 1965, the full-sized entry level Plymouth model in the U.S. was the Fury I. In Canada, even in 1965, the upper series was renamed to Fury II and Fury III.

1986 Lamborghini Countach Lp5000Q

1986 Lamborghini Countach Lp5000Q

1986 Lamborghini Countach Lp5000Q

Price $ $ $118 000 USD
Engine V12
Valvetrain DOHC 4 Valves / Cyl
Displacement 5167 cc / 315.3 in³
Bore 85.5 mm / 3.37 in
Stroke 75.0 mm / 2.95 in
Compression 9.9:1
Power Not Available kw / 420 bhp @ 7000 rpm
Bhp/weight bhp per tonne
Body / frame Aluminum
Driven wheels Mid Engine / RWD
Front tires F 225/50VR-15
Rear tires R 345/35VR-15
Front brakes Vented Discs w/Vacuum Assist
Front brake size x 300 mm / x 11.8 in
Rear brakes Vented Discs w/Vacuum Assist
Rear brake size x 284 mm / x 11.2 in
Front wheels F 38.1 x 21.6 cm / 15.0 x 8.5 in
Rear wheels R 38.1 x 30.5 cm / 15.0 x 12.0 in
Steering UNassisted Rack & Pinion
Weight 1490 kg / 3285 lbs
Wheelbase 2500 mm / 98.4 in
Front track 1536 mm / 60.5 in
Rear track 1606 mm / 63.2 in
Width 2000 mm / 78.7 in
Height 1070 mm / 42.1 in
Transmission 5-Speed Manual
Gear ratios 2.232:1, 1.625:1, 1.088:1, 0.858:1, 0.707:1, :1
Final drive 4.09:1
Top speed 293.0 kph / 182.1 mph
O – 60 mph 5.2 seconds
O – 1/4 mile 13.7 seconds

Maserati Pininfarina 75Th Birdcage Concept

Assignment of the prestigious Louis Vuitton Classic Concept Award marks the end of a fantastic year for the Maserati Birdcage 75th, a prototype developed by Pininfarina to celebrate its 75 years of business, reviving the storied theme of the dream car and seamlessly integrating exclusive design, sports DNA and technological innovation.
The Birdcage 75th carried off the elite Louis Vuitton Award, assigned to the maximum expression functioning prototype amongst those presented at major international Motor Shows during the year, for the following reason: “Celebrating the cooperation between Maserati, Motorola and Pininfarina, the Birdcage 75th is both a high level concept car integrating the most modern technologies and a fascinating dream car as was imagined in the Sixties”.
With the Birdcage 75th, based on the Maserati heritage and on its most advanced mechanicals and realized in collaboration with Motorola, Pininfarina revives the storied theme of the true dream car now proposed in a synthesis of the vision of the three companies: exclusive design, sports DNA and technological innovation. Pininfarina’s prosperous collaboration with Maserati, marked by the great international success of the Quattroporte, is celebrated with this rolling hi-tech sculpture that evokes a new future context, imaginary but possible, while simultaneously paying homage to the strong and distinctive brand characteristics of the Tridente.

In celebration of Pininfarina’s 75th anniversary, Birdcage 75th returns to the storied tradition of extreme sports prototypes which highlighted the Italian renaissance of car design, born in the Fifties and prolonged in the Sixties and early Seventies. This period of optimism and boundless creativity produced some of the world’s most astounding and beautiful automobiles. Never before had our love affair with speed and beauty been so abundantly expressed. Boldly challenging our aesthetic ideals, these prototypes were exercises in creativity and passion, unconstrained by the regulations and the limitations of today’s context and considerations. They were true dream cars that evoked images and sentiments of a utopian future.

Maserati Pininfarina 75Th Birdcage Concept

Beginning with the Maserati A6 GCS of 1954, whose clean-lined design and harmonious proportions made it one of the most memorable projects from that period, Pininfarina embarked on a prolific period of extreme sports prototypes based on the era’s state of the art racing car mechanicals. In 1965 the stunning Ferrari Dino Berlinetta Speciale made its debut, while in 1967 the Dino competizione combined voluptuous beauty with some of the world’s first studies on moveable aero devices. The following year brought about the aero study of the Alfa Romeo 33 and the sensual Ferrari P5, which demonstrated a future vision of Le Mans prototypes. 1969 bore three radically different prototypes, the Abarth 2000, the sinuous Alfa Romeo 33 Prototipo Speciale and the extreme wedge study of the 512s which stood less than 1 meter tall. Finally, in 1970 arrived what many consider the preeminent dream car of the era, the audacious Ferrari Modulo. A radical research vehicle which abandoned traditional styling and construction techniques in favor of extreme geometric simplicity. Originally shown at Geneva, Turin and the Osaka World Fair, the excited and shocked public was forced to question its very context. How and where did this vehicle come about? Where would this vehicle take us? Effectively, the Modulo represented the ultimate manifestation of the dream car spirit, for it succeeded in transporting its viewer to another time and place.

For 2005, in celebration of its 75th anniversary, Pininfarina has chosen to rekindle this creative spirit. The Birdcage 75th is a concept of a road car where everything – style, performance, use and conception of the car – is extreme so as to get the maximum impact on the collective imagination. The car is a futuristic extension of the Maserati brand, and at the same time it serves to reinforce the Tridente’s potent design heritage, and continues its grand tradition of advanced technology enveloped in sporting elegance. Integrating some Motorola technologies make the Seamless Mobility vision real, or the fluidity of the technologies as a subsequent stage of the Internet revolution.

Concept

The Birdcage 75th, in homage to the spirit of the dream car era, is based on the road racing chassis of the Maserati MC12 and seeks to capture the ultimate expression of speed, sensuality and elegance – to create a functional and dynamic automotive sculpture. The contrast struck between its organic fluidity and the severe tension of its mechanicals, creates a dynamism seldom realized.

The clear goal of breaking away from traditional styling solutions and creating a coherent and unique visual experience, led to a particularly innovative integration of the exterior and interior design and construction. Rather than pen the exterior in a traditional manner, and thereafter by consequence approach the design of the interior, the Birdcage 75th was designed as an integrated singular object.

Maserati Pininfarina 75Th Birdcage Concept

THE DESIGN CHALLENGE

While the main goal of the Birdcage 75th was to push new stylistic boundaries and techniques, the Maserati’s over 700 horsepower V12 engine signified that the design concept had to be true to certain race car ideals. Without limiting the project’s creative potential, the design began with the study of the mechanicals themselves, and how they themselves could relate, and thus communicate with the impending exterior design to create a coherent and seamless object.

The first necessity became to envelope the mechanicals in the most efficient manner possible. As research has shown, the aerodynamic forms most effectively and frequently applied in race car design are the teardrop and the inverted wing form. With this in mind, the concept of the Birdcage 75th was born. Upon studying the mechanicals, one can see the chassis is naturally blessed by its delta shaped plan view as the small and efficient passenger cell tapers rearward to embrace the engine and drivetrain. So, the concept became clear, a teardrop central volume would encapsulate the passenger cell and the mechanicals creating an extremely streamlined and efficient frontal area. In turn, this central cell is suspended within a vast inverted wing form which maintains an exceptionally low profile to aid in the air flow above and under the vehicle.

The floating central cell is seamlessly divided into two halves, the upper portion being transparent, and the lower portion serving as a structural aerodynamic skirt. The large transparent area of the upper surface not only grants its occupants outstanding visibility, but allows all of the Maserati mechanicals, from its pushrod suspension to the beautifully crafted carbon fibre inlet trumpets of its V12 engine to be showcased and appreciated.

Staying true to its race car roots, the exterior surfaces are kept as low and uncluttered as possible only to ebb and flow into the four independently pronounced fenders which house the massive alloy wheels. The alloy wheels, which measure an impressive 20’’ (front) and 22’’ (rear) in diameter respectively, are specifically designed to recall the Tridente’s logo, and as on the racing cars, are attached via a single center locking wheel nut. The low undulating exterior has a natural but purposeful fluidity, appearing as if mercury was merely poured over the mechanics. The result is a powerful yet elegant form which, at a mere meter tall, gives the impression of movement even at a standstill.

Not incidentally, the resulting geometry of volumes is a futuristic extension of the great Maserati race cars of yesteryear, whose bodies stemmed from a simple extruded fuselage onto which the independent fenders were grafted.
It is therefore no coincidence the name of the prototype directly recalls the legendary Birdcage Tipo 63. Nicknamed the birdcage due to the radically triangulated tube construction of its chassis, these cars were truly unique in that the chassis and mechanicals were left in view under unusually large transparent front wind screens. The central engine initially mounted was a 4-cylinder 260 HP model later replaced by the V12 3000 developing 320 HP at 8,200 rpm, based on the 350S prototype and the 250F T2 Grand Prix. Over and above fourth place in the Le Mans 24-Hour event, the Tipo 63 also achieved excellent results in 1961 with Walt Hangsen in American races, winning at Bridgehampton, New York and the Elkhart Lake 500-mile in Wisconsin.

To further underline the Maserati heritage, great care was taken in the rich jewel-like details which contrast the elegant simplicity of its streamlined form. The nose, which like the Quattroporte’s features the traditional trapezoidal Maserati plan view, culminates in the large oval mouth flanked by low horizontal eyes. The gaping mouth adorned by a large chrome trident, feeds the central mounted radiator and brake ducts, as well as acting as a downforce creating wing surface. The lights, developed in partnership with OSRAM Opto Semiconductors, feature the world’s first homologated LED technology headlamps with OSTAR module. The light housings are milled from solid blocks of aluminum and double as cooling ducts for the heat intensive LEDs.

The rear of the vehicle is characterized by its imposingly deep diffuser, complemented by active aero panels on the upper surface, which raise and lower accordingly to produce the necessary levels of downforce for stability at any speed. When raised, the wings reveal engine bay cooling outlets, which also serve to lower air pressure underneath the wing surface, and thus aid in creating more downforce. The ultra-thin taillamps also utilize the latest LED technology, and feature hot air outlets to aid in engine compartment cooling. Finally, in Maserati tradition, the exhausts are adorned with robust oval tips finished in chrome.

The interior

The interior of the vehicle plays an important role in the visual impact and historic ties to Maserati. True to the concept of the car, the interior is an extension of the car itself, seamlessly integrated in the carbon fibre chassis.

Glancing through the canopy, one can see the large carbon fibre structure of the nose section, which tapers rearward to embrace the passenger cell. Inserted into the cell is an independent passenger sled partially upholstered with Alcantara and the suspended head up display that doubles as the IP. It is here at the center of the car that we see how the car brings together two worlds: the future oriented technology of Motorola combined with the pure and sometimes raw race DNA and heritage of Maserati.
The transparent head up display reveals the intelligent core of the car, updated with its surroundings and connected to the future. In contrast with the virtual non physical nature of the display is the triangulated structure that supports it which nostalgically recalls the interior of the Birdcage Tipo 63, essential in its approach and therefore visually connecting to the mechanicals of the car.
In this way the interior reflects the conviction that successful new technologies are the ones that seamlessly integrate without denying that which is already great today. A symbiosis symbolized in the central typical Maserati clock, physical and virtual at the same time.

As a further characteristic, the car was built entirely of sustainable materials, emphasising the use of recycled components rather than natural resources.

The Birdcage 75th also extends the concept of car/user interface, as our needs are forever shifting towards a car/mobility interface. The car becomes a central element in our daily communication activities. Through a central mounted navigation device you can navigate through a personalized array of functions and menus. But not only that, the numerous cameras positioned on the car allow you to share your driving experience with others, while projecting the images of the infrared cameras on the transparent head up display allow you to enhance your own driving experience at night.

SEAMLESS MOBILITY BY MOTOROLA

The Birdcage 75th is an application of Motorola’s vision of seamless mobility. Telephony has revealed the existence of a world in constant movement, to the point that it is difficult today to imagine life without the mobile phone. Nowadays, when we travel, we are no longer content to just make a phone call: we also want to be able to access all manner of services with our phone. Motorola has made all this possible. And it doesn’t end there. We want to be able to send images and listen to music: our wishes have been fulfilled. Now Motorola is ready for the next step. People are constantly on the move and they want to have everything with them. They want a seamless mobility world. Solutions that make you live the experience of always being connected, to everything and with all services available. “Mobility” is the next stage in the Internet revolution; it will enable users to communicate and handle information independently of the place they happen to be.

The technologies integrated in the concept car fulfil this vision of seamless mobility and use payment systems, an iPen and a mobile router, putting projection screens into service for man-machine communication.

The idea of building a concept car with Motorola arose when the company in the Pininfarina group dedicated to industrial design, Pininfarina Extra, already a Motorola partner in the design of its last line of cell phones with iDEN technology, began to plan the new line of terminals. The new portfolio of iDEN products combines attractively designed lines with the very latest available technologies, digital cell phones with last generation wireless access to Internet, text pager and two-way radio communication which enables users to communicate instantaneously with one or more individuals simply by pressing a button. So we have integrated Motorola’s seamless mobility into a technologically advanced concept car.

This challenge was taken up and carried forward by Pininfarina Extra through its cooperation in the design of the cabin and the accessories of the concept car.

The design philosophy of Motorola’s iDEN cell phones is based on the study of bionics: the relationship between design and nature. The design of the concept is inspired by the shark which moves through the water guided by a sensor. In the same way, the car perceives the environment in which it moves.

TECHNICAL specifications

Chassis: load-bearing frame in carbon fibre and Nomex honeycomb with front and rear structure in aluminium. Bodywork in carbon fibre.
Front and Rear Suspensions: articulated quadrilateral with push-rod layout; single-calibrated shock absorbers and co-axial coil springs.
Brakes: Brembo system with four self-ventilated and drilled discs. Front 380 mm x 34 mm, Rear 335 mm x 32 mm; callipers in light alloy with six front and four rear pistons.
Drivetrain: Longitudinal rear-mounted gearbox with rigid connection to the engine.
Mechanical drivetrain with 6 sequential gears. Engine: 12 x 65° V-cylinders, displacement 5998 cm(3). Power output: more than 700HP.

(from Pininfarina Press Release)

Renault Clio V6 Renault Sport

The Renault Clio V6 Renault Sport is a hot hatch designed and built by French automaker Renault (Phase 1 was built by TWR in Sweden and Phase 2 by RenaultSport in Dieppe).

Renault Clio V6 Renault Sport

It was launched in 2001 as another version of the Renault Clio. The long-term reviews in Evo magazine were enthusiastic for both the Phase 1 and Phase 2 versions, and Top Gear’s Jeremy Clarkson commented “In my perfect ten car garage I would definitely have one of these – no question”.

Renault Clio V6 Renault Sport

The Clio V6 Phase 1 was based on the Clio Mk II, though it shares very little by way of parts with that car. The 3.0 V6 engine, sourced from the Renault Laguna was upgraded to around 230 PS (169 kW; 227 bhp) and placed in the middle of the vehicle where the more ordinary Clios have rear seats – making this car a two-seater hot hatch. The Clio V6 was facelifted in 2003 to resemble the Clio Mk II Phase 2, and was extensively reworked following criticisms of the original Clio V6’s handling (especially in the wet). The new vehicle had an upgraded 255 PS (188 kW; 252 bhp) V6, but also much more understeer than the Phase 1, a reworking of the suspension due to Tom Walkinshaw’s TWR concern.

Renault Clio V6 Renault Sport

In order to accommodate the radical change from front-engine, front-wheel drive hatchback to mid-engine, rear-wheel drive two-seater quasi-coupé, the car had to be extensively reworked structurally, leading to the Phase 1 version being some 300 kg (660 lb) heavier than the sportiest “regular” Clio, the 172 Cup. Due to this, even though the V6 model had significantly more power, it was not remarkably faster in a straight line accelerating to legal road speeds than the 172 Cup – accelerating to 60 mph (97 km/h) in 6.2 seconds compared to the Cup’s 6.7 seconds – though its maximum speed was significantly higher (146 mph compared to 138 mph). The Clio V6 Phase 2 gained even more weight but offset it with even more power resulting in a reduced 0-60 mph run at 5.9 seconds and a 153 mph (246 km/h) top speed. Production of the specialized bodies was subcontracted to Valmet in Finland.

Renault Clio V6 Renault Sport

Renault Clio V6 Renault Sport

The Clio V6 was between 2003-2006 the most powerful serial produced hatchback in the world with 255 bhp (190 kW), exceeding the Ford Focus RS (212 PS (156 kW; 209 bhp)), the Alfa Romeo 147 GTA (250 PS (184 kW; 247 bhp)) and the SEAT León Cupra R (225 PS (165 kW; 222 bhp)), and only surpassed by the BMW 130i with 265 PS (195 kW; 261 bhp), Mazda 3 MPS with 260 PS (191 kW; 256 bhp) and Audi S3 with 269 PS (198 kW; 265 bhp).

Renault Clio V6 Renault Sport

Renault Clio V6 Renault Sport

Though based on a utilitarian hatchback, the Clio V6 is not a practical family car. Owners struggle to achieve over 25 miles to the gallon,[clarification needed] which leads to an empty fuel tank in just over 300 miles (480 km). The loss of the back seats and most of the boot space, due to the engine placement, results in a severe restriction in luggage space – there is only a small space in the front where the engine used to be, suitable for a holdall or week-end groceries, a small netted area behind the seats plus a small stash area under the tailgate. The enhanced steering makes tight manoeuvring a little challenging but multi-story carparks are still negotiable. The turning circle is 13 m (43 ft) – around three car lengths – turning what might normally be a three-point turn into a five-point turn. Standard equipment includes rain sensing windscreen wipers, automatic headlights, air conditioning, and six speakers and CD changer.

Renault Clio V6 Renault Sport

Bentley Hunaudieres Concept

The Hunaudieres concept was intended to test the water to see how close to an all out sports car Bentley could feasibly create, without compromising the brand’s identity.

The Hunaudieres was Bentley’s first go at a modern sports car. The awkward ‘Hunaudieres’ name pays homage to the famous straight on the Le Mans Circuit. It was here that the legend of Bentley was born with five wins at the track in the 1920’s. Sir Tim Birkin in his 4.5 litre ‘Blower’ Bentley, undertook a risky overtaking of Rudolf Carraciola’s Mercedes SSK at 125mph with one wheel on the grass down the Hunaudières straight.The 1999 Bentley Hunaudieres Concept is a four door luxury car and also one of the high performance cars made by Bentley.
The body of the Bentley Hunaudieres is made of carbon fiber and the car features muscular and sporty looks.

The Bentley Hunaudieres features W16 engine with 64 valves, the bore measures 84 mm and the stroke measures 90.3 mm. The capacity of the engine is 8004 cc and it delivers an output power of 623 bhp at 6000 rpm and 561 lb-ft torque at 4000 rpm. The top speed in the Bentley Hunaudieres is about 217.5 mph.

The Bentley Hunaudieres features five speed manual transmission and the gear shifts can be done easily and quickly at higher speeds. The Bentley Hunaudieres features 20-inch alloy wheels and the front tires measure 265/30 and the rear tires measure 335/30.

Specifications

Vehicle Type: – 4-door Luxury car
Configuration: – Mid Engine
Engine: – W16
Capacity: – 8004 cc
Torque: – 561 lb-ft at 4000 rpm
Horsepower: – 623 bhp at 6000 rpm
Transmission: – 5-speed Manual
Length: – 174.5 inches
Width: – 78.1 inches
Height: – 46.9 inches
Top speed: – 217.5 mph

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Carlsson high-performance technology begins where the factory finishes. Hence, it is hardly surprising that, on the basis of the CLK 55 AMG, Carlsson has created an even more exclusive and sporting coupe, which is being shown at the Essen Motor Show 2003: the CLK-RS with 480 bhp.

Impressive power increase through a new supercharger system

The new supercharger system on the basis of the CLK 55 AMG was developed in close cooperation with Ogura Clutch Co.Ltd. The supercharger is integrated into the engine unit in a technically and visually optimum position between the cylinder banks. The advantages of this high-performance supercharger, which is built under licence from Wankel, include high efficiency (up to over 70 percent), low-wear, quiet running, great durability, immediate response and low weight.

2003 Mercedes Benz CLK Carlsson

Engine output is increased to a powerful 480 bhp / 353 KW with maximum torque of 650 Nm at 2800 rpm, which greatly emphasises the sporting character of the CLK-RS. Top speed has been measured at over 310 km/h while acceleration from 0 to 100 km/h takes 4.4 seconds and from 0 to 200 km/h 14.2 seconds.

The complete Carlsson range for the CLK-RS

The complete, high-grade range of products for the Carlsson CLK-RS includes an aerodynamic package with front and rear aprons. The front apron is distinguished by large air inlets for the intercooler and brake ventilation. A supplementary rear spoiler and front lip bring about a reduction in lift at the front and rear and fit aesthetically into the overall exclusive and sporting look.

Another aspect of the Carlsson range is the height-adjustable shock absorbers with 9-way compression and rebound adjustment, which permits extremely high cornering speeds.

The CLK-RS roll bar offers additional protection and ensures greater body rigidity. Ergonomically shaped Recaro bucket seats and the ergonomically designed steering wheel provide safety and comfort inside the car.

Another part of this exclusive range is the Carlsson complete sports exhaust system. Made of stainless steel, with sport end silencers
(4 tailpipes with oval trims), the system generates a sound to delight the enthusiast’s ears.

An impressive appearance: ultra-light forged wheels

For the CLK-RS, Carlsson recommends ultra lightweight forged wheels in the dimension 8.5 x 19′ (235/35, Dunlop Sp. 9000 Extra Load) at the front and 10 x 19′ (265/30, Dunlop Sp. 9000 Extra Load) at the back. The 16-spoke wheels round off the sporting and elegant appearance of the CLK-RS and are available exclusively from Carlsson.

2003 Mercedes Benz CLK Carlsson

Story by Carlsson Autotechnik GmbH

Specifications
Year: 2003
Make: Carlsson
Base Price: Not Available
Model: CLK-RS

Engine & Transmission
Position: Front Longitudinal
Drive Wheels: RWD
Configuration: V8 w/Supercharger
Power: 357.9 kw / 479.9 bhp @ Not Available rpm
Torque: 650 nm / 479.4 ft lbs @ 2800 rpm
Redline: 6700

Performance
Top Speed: 310 kph / 192.6 mph
0 – 60 mph: 4.3 seconds

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

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Daihatsu HVS
The HVS is a lightweight sports car that reconciles environmentally friendly performance with the driving pleasure.

It combines a 1.5-litre engine and an advanced electrically operated 4WD hybrid system to draw out the potential of hybrid technology.

The result is a powerful and exhilarating drive reminiscent of a 2-litre car but with fuel economy exceeding that of a conventional 1-litre car.

The rear electric motor transmits power via a drive-control mechanism that drives the left and right wheels separately for increased stability during high-speed cornering.

EDAG No.8 Roadster Concept Car

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

EDAG No.8 Roadster Concept Car

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

EDAG No.8 Roadster Concept Car

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

EDAG No.8 Roadster Concept Car

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

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

EDAG No.8 Roadster Concept Car

EDAG No.8 Roadster Concept Car

EDAG No.8 Roadster Concept Car

EDAG No.8 Roadster Concept Car