2014 BMW Electric Car

2014 BMW Electric Car – Chicago Auto Show

2014 Jaguar F-Type – Chicago Motor Show

2014 Jaguar F-Type – Chicago Motor Show

Concept Honda Civic Type R

Lamborghini Veneno LP750! Video includes two cold start ups of the 6.5L V12 engine from the inside and outside as well as gentle revs, this car is freaking loud even at idle!

If you don’t know, the Veneno is based on the Aventador LP700-4 but it’s 125kg lighter and with 50hp more.

Lancia HF Integrale –
Lancia Delta Integrale –
Ford Sierra XR 4×4 –
Ford Sierra RS Cosworth –
Toyota Celica Turbo 4WD –
Renault 5 Turbo Maxi –
MG Metro 6R4 –

Nice collection !!!

KEN BLOCK WITH FORD FIESTA 650 HP

The 918 Spyder prototype combines high-tech racing features and electro-mobility to offer a fascinating range of qualities: An emission level of just 70 grams CO2 per kilometre on fuel consumption of three litres/100 kilometres (equal to 94 mpg imp) truly outstanding even for an ultra-compact city car, on the one hand, combined with the performance of a super sports car and acceleration from a standstill to 100 km/h in just under 3.2 seconds, top speed of 320 km/h (198 mph) plus, and a lap time on the Nordschleife of Nürburgring in less than 7:30 minutes, faster than even the Porsche Carrera GT, on the other.

The 918 Spyder is one of three Porsche models with hybrid drive making their world debut at the 2010 Geneva Motor Show. This trio – made up of Porsche’s new Cayenne S Hybrid SUV with parallel full-hybrid drive, the 911 GT3 R Hybrid racing car with electric drive on the front axle and a flywheel mass battery, and the two-seater high-performance 918 Spyder mid-engined sports car with plug-in hybrid – clearly demonstrates not only the great bandwidth of this new drive technology, but also the innovative power of Porsche as a genuine pioneer in hybrid drive.

The highly innovative 918 Spyder concept car combines Porsche’s Intelligent Performance technology, high-tech in motorsport, and classic but modern design to make a truly convincing statement.

The Porsche 918 Spyder with plug-in hybrid provides the performance of a thoroughbred super sports car on fuel consumption of just three litres/100 kilometres in the New European Driving Cycle, equal to a
CO2 emission rating of 70 g/km.

This open two-seater is powered by a high-speed V8 developing more than 500 bhp and running at maximum speed engine of 9,200 rpm as well as electric motors on the front and rear axle with overall mechanical output of 218 bhp (160 kW).

The V8 combustion engine is a further development of the highly successful 3.4-litre power unit already featured in the RS Spyder racing car and positioned midship in front of the rear axle, giving the car the right set-up for supreme performance on the race track through its good balance.

Power is transmitted to the wheels by a seven-speed Porsche-Doppel-
kupplungsgetriebe also feeding the power of the electric drive system to the rear axle. The front-wheel electric drive powers the wheels through a firm transmission ratio.

The energy reservoir is a fluid-cooled lithium-ion battery positioned behind the passenger cell. The big advantage of a plug-in hybrid is that the battery can be charged on the regular electrical network. A further point is that the car’s kinetic energy is converted into electrical energy fed into the battery when applying the brakes, thus providing additional energy for fast and dynamic acceleration.

A button on the steering wheel allows the driver to choose among four different running modes: The E-Drive mode is for running the car under electric power alone, with a range of up to 25 km or 16 miles. In the Hybrid mode the 918 Spyder uses both the electric motors and the combustion engine as a function of driving conditions and requirements, offering a range from particularly fuel-efficient all the way to extra-
powerful.

The Sport Hybrid mode uses both drive systems, but with the focus on performance. Most of the drive power goes to the rear wheels, with Torque Vectoring serving to additionally improve the car’s driving dynamics.

In the Race Hybrid mode the drive systems are focused on pure performance with the highest standard of driving dynamics on the track, running at the limit to their power and dynamic output. With the battery sufficiently charged, a push-to-pass button feeds in additional electrical power (E-Boost), for example when overtaking or for even better performance.

With the hybrid drive system offering this wide range of individual modes and applications, the 918 Spyder is able either to achieve lap times comparable to those of a thoroughbred racing car – such as less than 7:30 minutes on the Nordschleife of Nürburgring – or, focusing on a more economical style of motoring, with a reduction in emissions to just 70 grams of CO2 per kilometre.

Like the drivetrain, the lightweight body structure of the 918 Spyder also bears out the car’s DNA carried over directly from motorsport: The modular structure with its monocoque bodyshell made of carbon-fibre-
reinforced plastic (CFP) and the appropriate use of magnesium and aluminium not only reduce weight to less than 1,490 kg or 3,285 lb, but also ensure supreme driving precision thanks to the very high level of torsional stiffness.

Reminiscent of highly successful, legendary racing cars such as the Porsche 917 Le Mans and the current Porsche RS Spyder, the
918 Spyder with its design concept so typical of Porsche arouses powerful emotions. The combination of racing car dimensions, clearly structured design with perfectly balanced surfaces, and innovative details all round creates an overall pattern of aesthetic, perfectly balanced harmony in design full of power and dynamics. This indeed is the ideal synthesis of form and function following Porsche’s design DNA.

The smooth balance of tradition and progress gives the car a powerful stance on the road in its combination of dimensions. Variable aerodynamics typical of Porsche ensure both visionary and traditional highlights especially around the rear spoiler. The striking rear hoods extending out of the headrests, in turn, not only fulfil an aerodynamic function on the 918 Spyder, but also accommodate retractable air intakes with a ram air function.

The driver and passenger are not only perfectly embedded in contoured sports bucket seats, but also form part of the cockpit with its synthesis of efficient function and ergonomic high-tech operation offering an outlook at the interior architecture we may possibly see in super sports cars of the future. The three free-standing circular dials for road speed (left), engine speed (middle) and energy management (right) would appear to come directly from a racing car in the ‘60s, bearing out that unique philosophy of driver orientation so characteristic of Porsche.

The centre console rising up towards the front in the 918 Spyder houses a touch-sensitive surface for intuitive control of the car’s functions, serving consistently to reduce the number of visible controls and maintain the principle of direct operation.

The control units relevant to the driver are concentrated in particular on the three-spoke multifunction sports steering wheel, while the variable driving modes, again so typical of Porsche, are supplemented by a map switch enabling the driver to call up various drive programs and serving as the push-to-pass button for E-boosting, for example when overtaking. Instrument illumination, finally, varies from green for the consumption-oriented running modes to red for the performance-oriented driving programs.

The 918 Spyder also comes with further innovative functions such as the Range Manager. After being activated in the Center Display, the Range Manager uses the map in the navigation system to present the remaining range the car is able to cover, naturally allowing the driver to influence that range through the appropriate choice of power and performance. In cities with environmental alert areas the Range Manager also states whether the driver is able to reach a certain destination on electric power alone.

Applying this information and using further info on the availability and location of special energy filling stations, the driver is then able to choose his personal style of driving as well as the right battery charge and filling strategy.

Offering a unique combination of extremely low fuel consumption, supreme performance and long electric range, the Porsche 918 Spyder represents an essential milestone in Porsche’s strategy on the way to genuine electro-mobility.

Renault Altica - robson.m3rlin.org/cars

Renault Altica - robson.m3rlin.org/cars

Renault has taken the wraps off its new concept car, Altica, a sporty estate that combines flowing lines with a spacious interior. Its dynamic stance is underpinned by a long bonnet and curved forms, while its interior ensures outstanding load capacity.
Altica’s sports pedigree is reinforced by its scissor doors, the form of which ensures easy access to this low vehicle. A panoramic windscreen and rear window underline the car’s flowing lines while two-tone paintwork asserts Altica’s identity. Comprised of a mosaic of transparent panes, the rear quarter lights suggest forward movement.

Renault Altica - robson.m3rlin.org/cars

Altica’s interior mirrors its sporty exterior design. The suspended drive station is held in place by four profiled rods that hint at the world of Formula 1. The transparent roof and panoramic windscreen enusre brightly-lit cabin. The mosaic design of the rear quarter lights allows sunlight to filter into the cabin much like it does through stained glass windows and gives the interior a more welcoming feel.

Renault Altica - robson.m3rlin.org/cars

Altica’s interior mirrors its sporty exterior design. The suspended drive station is held in place by four profiled rods that hint at the world of Formula 1. The transparent roof and panoramic windscreen enusre brightly-lit cabin. The mosaic design of the rear quarter lights allows sunlight to filter into the cabin much like it does through stained glass windows and gives the interior a more welcoming feel.

Renault Altica - robson.m3rlin.org/cars

Instead of the seats, which are fixed, it is the drive station and pedal assembly that adjust to match the driver’s physique thanks to a motorized mechanism. The height-adjustable centre armrest deploys automatically as the driver sits down.

Altica’s new 177hp 2.0 dCi particulate filter-equipped diesel engine takes the car from a standing start to 100kph in just 7.5s. This powerplant, which boasts maximum torque of 380Nm, provides excellent pull-away and mid-range acceleration.

Renault Altica - robson.m3rlin.org/cars

Located at the extremity of the roof at the point where the vehicle and the passing air flow separate, a discreet mechanical system generates jets of air which are alternately blown and sucked through a 2mm wide slit. Known as Synthetic Jet, the system actively controls the separation of the air flow according to the vehicle’s speed. This innovative technique, which reduces drag and controls the structure of the air flow, is a registered Renault patent and reduces the car’s Cd at 80mph by 15% for an energy consumption of just 10W.
Engine Diesel Inline-4
Position Front Tranverse
Power 132.0 kw / 177 bhp
Bhp/Weight 136.15 bhp per tonne
Torque 380 nm / 280.3 ft lbs @ 2000 rpm
Driven wheels FWD
Front tires 245 / 35 – ZR21
Rear tires 245 / 35 – ZR21
Front brake size  mm / in
Rear brake size  mm / in
Weight 1300 kg / 2866 lbs
Wheelbase 2620 mm / 103.1 in
Front track 1540 mm / 60.6 in
Rear track 1540 mm / 60.6 in
Length 4270 mm / 168.1 in
Width 1830 mm / 72.0 in
Height 1360 mm / 53.5 in
Transmission 6-Speed Manual
Gear ratios :1

The 2011 Kia Soul ranks 20 out of 33 Affordable Small Cars. This ranking is based on our analysis of 30 published reviews and test drives of the Kia Soul, and our analysis of reliability and safety data.

Having debuted in 2010, the little has changed for the 2011 Kia Soul. It still has a quirky exterior with fun color options, a hip interior and lackluster performance.

 

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

Other than the Scion xB and Nissan Cube, there are few cars that share the 2011 Kia Soul’s funky shape. Kia uses this box car’s hip style, unique exterior colors and affordable price to target young buyers. While the automotive press is wooed by the Soul’s fresh look, they complain about two characteristics: its small cargo space and its less-than-lively sport trim.

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

The Soul’s pep-less performance hasn’t inhibited its success in the industry. The Kia Soul has received a slew of awards. The insurance industry named the 2010-11 models “Top Safety Picks.” Popular Mechanics gave it an Automotive Excellence Award. AAA even named the Soul a Top Pick for Dog Owners.

robson.m3rlin.org - Kia Soul 2010

In addition to its good reputation, the Soul also offers a range of interior features that distinguish it from class competitors. Depending on the trim and options you select, you can get flashy red accents, USB and auxiliary input jacks, SIRIUS Satellite Radio and Bluetooth hands-free technology.

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

 
Before you buy a Soul, you should know that Kia recalled about 24,000 Soul vehicles to fix interior lighting panels that can cause fires. Before you buy a Soul, check with the dealer to make sure the problem has been fixed.Other Cars to Consider

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

If you like the Kia Soul’s unique shape, there are other boxy cars on the market with the same appeal. Although it’s more expensive than the Soul, the Scion xB has bold exterior styling that reviewers like. At a base price of $16,000, some say it doesn’t drive as well as the Soul. Also at 22/28 mpg city/highway, its fuel economy is one of the worst in the class. But if you’re after space, the Scion xB has 13.5 more cubic feet of trunk space than the Kia Soul.

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

The Nissan Cube is another square lookalike. It’s a tad more expensive than the Soul — $690 to be exact — and has poor fuel economy. Its handling and maneuvering capabilities are better than the Soul’s, and it was also named a “Top Safety Pick” in 2010. The Cube’s exterior, however, is quirkier than the Soul’s and will turn off some buyers.

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

The Soul is a hatchback, but it doesn’t offer lots of storage space. The Honda Fit isn’t square in shape, but it’s a hatchback that’s cheaper than the Scion xB and has an impressive amount of storage: 57.3 cubic feet with the seats folded flat.

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

Details: 2011 Kia Soul

The Soul comes in four well-equipped trim levels — a base edition, the Soul Plus (+), Soul Exclaim (!), and Soul Sport. The Soul was new for 2010, and the 2011 Kia Soul is very similar to last year’s model.

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

“So throw the Kia Soul in with the other fun-to-look-at cars like the Chrysler PT Cruiser, Scion xB, Honda Element, and the Mini. Just make sure you know that the fun is in the styling and the price point, not the driving dynamics, much like most of its competition.” — Automobile Magazine
“The Soul isn’t the vehicle that will float all of Kia’s boats to fame and fortune — there’s a limit to what can be accomplished for less than 18 grand. But it is a practical, upbeat, errand hopper whose fun-to-drive quotient isn’t in the basement.” — Car and Driver

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

“It’s a pretty good road runner designed for a new breed of customer who wants enough head room to wear a fedora, good enough fuel economy to avoid weekly fill-ups and something cheap enough to actually afford.” — Detroit News
“For the Kia’s first-car audience, fun means being able to pile your friends in the back — and the vast rear doors and large back seat make that easy — and heading out for an affordable night of self-inflicted hearing damage. Fun means a warranty that won’t expire until after you get out of graduate school. Fun means being able to make your car payment. Fun means affording the gas.” — Los Angeles Times

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

“… a practical transportation option that is fun to drive within stylish packaging.” — San Francisco Chronicle

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

Soul Performance – 7.1 (Good)

The 2011 Kia Soul’s performance doesn’t match its quirky exterior, and most reviewers have mixed feelings about the Soul’s driving capabilities. However, the automotive press says that it’s not meant to be a performance car. The Soul, however, is somewhat fun to drive and is sportier than the competition. Detroit News says: “It never struck me as powerful. Zippy, maybe, but never potent.”

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

Soul Exterior – 8.6 (Very Good)

The 2011 Kia Soul is all about looks, and the automotive press has fallen for the Soul. It’s boxy and unique — even if it does resemble the Scion xB and the Nissan Cube. For an even more unique look, Kia offers fun colors and plenty of exterior add-ons.

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

Soul Interior – 8.8 (Very Good)

The Kia Soul’s interior packs just as much punch as its stylish profile. “Interior packaging is one of the Soul’s strong suits,” says AutoWeek. “The dash features a center switch pod with nice, big knobs. Some of the surfaces feel a bit hard, but the finish looks great for this price range, and the seats are impressive.” Read More

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

Soul Safety – 9.3 (Excellent)

The 2011 Kia Soul does very well in tests with the government and insurance industry, which named the Soul a “Top Safety Pick” for 2010. Read More

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

Soul Reliability – 5.0 (Mediocre)

The 2011 Kia Soul reliability score shown is the Predicted Reliability rating provided by J.D. Power and Associates. This score is based on trending the past three years of historical initial quality and dependability data from J.D. Power’s automotive studies, specifically the Vehicle Dependability Study (VDS) and the Initial Quality Study (IQS). The 2011 Kia Soul comes with a five-year/60,000-mile basic warranty.

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org – Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

robson.m3rlin.org - Kia Soul 2010

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

After the future of 2020 and retro-futurism, participants this year were asked to express their
vision of the Peugeot they would like to drive.

A Portuguese designer, André Costa, won the competition with his project the Moovie, an agile
and environmentally-friendly city car.

At the last Geneva Motor Show, André Costa was awarded the « La Griffe » trophy by Frédéric
Saint-Geours, the Chief Executive of Automobiles Peugeot.

But it is at the Frankfurt Motor Show that the competition’s most emblematic prize is unveiled on the Marque’s stand, in the form of a scale 1 concept car, built in accordance with the winning project. Not forgetting a new feature of this third edition: the mass production of the winning project in the form of a… 1/43 scale miniature.

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

robson.m3rlin.org

Production Stages

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

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

robson.m3rlin.org

Once the model was approved, production could begin.

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

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

robson.m3rlin.org

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

The seats consist of two epoxy half-shells assembled on a steel chassis. The fascina panel
is made of high-density foam, milled from a solid block.

robson.m3rlin.org

The different body parts are then assembled. This stage is the longest, since it necessitates
a high level of precision: parts are lightly reworked, certain assembly procedures are modified.
The generous glazed surface area of the Moovie is made of polycarbonate. Before being installed
on the body, this thermoformed part is adjusted with meticulous attention to detail.

The paint is applied in two stages.

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

robson.m3rlin.org

The Moovie can now receive the Marque badge.  The lion is made in stereo before being chromeplated.

The passenger compartment

The bright, elegantly styled passenger compartment generates a feeling of well-being.
The plunging front windscreen and generous polycarbonate glazed surface area ensure a high
level of brightness in the passenger compartment whilst accentuating the sense of space.  The
lines are soft, in perfect harmony with the two yellow pigments used for the interior.

The two-tone fascia panel with its smooth lines is mounted on a slightly curved central pillar.
Free of all rough edges, it houses an instrument panel consisting of two tonneau-shaped counters
and a single-spoke steering wheel.  The two one-piece seats incorporate an on-board seat belt.

sourse from Peugeot Press Release

robson.m3rlin.org

The TENSION is fitted with wheels size 10.0J x 20″ all round. The offsets of -12 on the front and -2 on the rear allow tyres of size 285/30 ZR 20 and 325/25 ZR 20.

2005 AC Schnitzer Tension Concept BMW

2005 AC Schnitzer Tension Concept BMW

To improve driving dynamics the TENSION has been equipped with an adjustable racing suspension. As well as lowering by 30 mm, the spring and damper rates have been clearly modified towards sporting performance. Furthermore antiroll bar kits and the specially developed strut brace in aluminium-carbon combination have been used.

The TENSION body conversion is absolutely breathtaking, and is totally dedicated to optimising the aerodynamics. A further focal point of the development was the improvement of the air supply and extraction for the power plant and braking system.

2005 AC Schnitzer Tension Concept BMW

In comparison to the M6 a 50 mm wider body is the result of the complete conversion. At a glance: bonnet with power bulge, front skirt with large air intake, front wings with air outlet openings and 3 chromed ribs with integrated flashers, striking side skirts with large air shaft, rear skirt incl. unique underfloor wing construction with exchangeable diffuser, exchangeable rear wing.

2005 AC Schnitzer Tension Concept BMW

The basis for the extensive conversion could only be one vehicle: the 507 HP BMW M6, which underwent a performance upgrade as the first development stage. Optimising the entire engine management system and fitting a new AC Schnitzer exhaust manifold system with special catalyst, sports rear silencer with chromed tailpipe trims in right/left combination in “Sports Trim Design” help the TENSION achieve an incredible 406 kW / 552 HP. The Sports Trim Design will also shortly be included in the AC Schnitzer sports rear silencer range exclusively for the new BMW M vehicles.

2005 AC Schnitzer Tension Concept BMW

2009 Hamann-Volcano-Mercedes-SLR

The serial Mercedes-Benz SLR is already one of the most impressive cars on our roads – but compared to the HAMANN VOLCANO it still looks rather harmless. Once again, HAMANN-Motorsport proves its cutting edge when it comes to refining superb sports cars. From a lift-reducing body design to a powerful performance enhancement to a lavishly styled interior, HAMANN focuses on all components of this luxury car and makes the automobile dreams of its exclusive clientele come true.

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

The total makeover of the Laupheim-based refiner is made of extremely light full carbon and consists of front- and rear wing extensions and also new side skirt attachments and sheathings. The front view of the Volcano is optically perfected with a newly designed bonnet which enhances the overall impression by its integrated hood scoop. But also for the rear, the refining technicians implemented new ideas giving the SLR appearance its finishing touch. Under the boot lid cover, HAMANN placed a strong diffuser which improves the cars output in combination with the large rear wing.

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

At the front axle, a newly developed front spoiler renders the necessary contact pressure. If desired, an especially developed overall paint for the VOLCANO in either aluminium/chrome or white/matt completes the striking appearance of this bolide.

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

The 21-inch rims named EDITION RACE with tyres measuring 255/30ZR21 at the front and 345/25ZR21 at the back render an optimal road grip. The design of the extraordinary light forged wheel thereby combines vitality and elegance and also perfectly fills out the wheel houses.

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

The HAMANN makeover is not only sportive, but also has a lot to offer under the bonnet. The HAMANN motor technicians get the most out of the Mercedes Benz V8- aggregate (5.4 litres, 626 hp, 780 Nm): 700 hp / 515 kW and a maximum torque of 830 Nm at 3,300 crankshaft revolutions per minute. The therefore necessary modifications include a newly programmed control unit, especially developed high performance exhaust manifolds and an amended belt pulley combination for the serial compressors.

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

In order to facilitate the increased motor performance, HAMANN adds a second water pump and adjusts the gearbox electronics. Invigorated in this way and with the adequate sound from the six end pipes of the sport exhaust system, the VULCANO accelerates from naught to a hundred in only 3.6 seconds. With a maximum speed of 348 km/h, the HAMANN VOLCANO is 14 km/h faster than the serial model.

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

The HAMANN product even beats the factory-provided performance-enhanced special series SLR 722 by impressive 11 km/h. A skillfully refined interior is waiting for the VOLCANO-pilot and also the exterior does not rank behind. The overall makeover contains pedals and foot rests in aluminium as well as noble door sill protectors and headrests with embossed embroidered HAMANN-Logos.

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

They can also be found on the exclusive floor mats. The overall makeover can be enhanced with a HAMANN interior set containing custom-made carbon parts for the dashboard and centre console. If desired, also the roof interior, all pillars, the cockpit including the steering wheel and the sun visors can hereby be adjusted in terms of colour. Therefore, HAMANN solely uses the high-quality material Alcantara.

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

2009 Hamann-Volcano-Mercedes-SLR - www.robson.m3rlin.org

Robert Kubica will start in the Monte Carlo Rally Racing with Peugeot 2007

2008 RUF CTR 3 - www.robson.m3rlin.org

Body build in steel, aluminium and kevlar-carbon. Rollover protection in A-pillar and in birdcage. The birdcage forms a torsion resistant unit with the front chassis by joining to the sill beam and the A pillar.

– Front structure steel, zinc dipped
– Safety passenger compartment steel, zinc dipped
– Engine and transmission frame space frame and birdcage
– Front bonnet and doors aluminum

– 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
Limited slip differential multi-disc locking differential
Locking value load / deceleration 40 % / 60 %

2008 RUF CTR 3 - www.robson.m3rlin.org

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

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

2008 RUF CTR 3 - www.robson.m3rlin.org

Wheels and  Tires
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

2008 RUF CTR 3 - www.robson.m3rlin.org

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

Price
Euro 380,000.00 (plus VAT)

2008 RUF CTR 3 - www.robson.m3rlin.org

Porsche  builds some of the finest sports cars in the world, but without the Carrera GT, the brand doesn’t currently have a wild, world-beating exotic. Apparently RUF, a highly regarded aftermarket Porsche tuner, saw that gap in the market, so it went ahead and built its own.

from www.seriouswheels.com

Lotus Project Eagle LG - robson.m3rlin.org

Eagerly anticipated and making its official global debut at the British Motorshow in London on July 22nd, the first all-new car from Lotus since the iconic Elise in 1995, will enter the sportscar market as the only mid-engined 2+2 in production.

The new car, which is known only by its project name ‘Eagle’, is a more holistic offering than the Elise and Exige models that have been so massively popular with track day enthusiasts. The car, the name for which will be announced at the British Motorshow on 22nd July at an 11:30 press conference, is designed for people who desire exotic sportscar characteristics of stunning design, exclusivity, dramatic proportions and performance.

Project Eagle also offers real-world usability and a unique sense of occasion. Powered by a 3.5-litre V6 producing 280 PS, the new car employs innovative lightweight chassis technology to ensure visceral all-round dynamic performance, in keeping with the great Lotus tradition. Even in the very early stages of development testing, Lotus ride and handling engineers report that it is considerably faster around the famously demanding Nürburgring circuit than the Elise and more stable at speed than the Exige.

Inside, Project Eagle cocoons occupants with a sumptuous leather surfaces juxtaposed with contemporary high-tech features. With driver focused instrumentation the driver sits in cockpit-esque surroundings. A beautifully appointed dash boasts tactile details such as flush-mounted controls that glow with blue LED haloes and a stylised speedometer and rev counter ensuring that controls are both attractive and accessible.

Styled in-house by Lotus Design, the Project Eagle’s sleek, sophisticated and attention-snaring lines brilliantly disguise its ability to accommodate passengers in the rear of the cabin, giving the car the external characteristics of a small, nimble sports car whilst belying its internal space. As well as being sold in a 2+2 configuration, the car will also be available as a purely two seater, the space in the rear being allocated to luggage storage. Other derivatives are also planned for the future, including a convertible and an ultrahigh performance version.

Lotus Project Eagle LG - robson.m3rlin.org

Deliveries of Project Eagle will begin in Spring 2009, and with only 2000 of the hand crafted cars planned each year, this exclusive and unique car is creating a real stir with celebrity enthusiasts around the world. Hollywood actor and car enthusiast Patrick Dempsey is just one of the high profile collectors who are on the waiting list for a test drive.

Mike Kimberley, CEO of Group Lotus plc, had this to say about the new model: “Project Eagle is the biggest milestone Lotus has achieved since the Elise was born 13 years ago. We are currently working at broadening the 15th appeal of the Lotus brand through an aggressive 5-year model plan of which this car represents the first exciting step.”
Project Eagle in detail

Project Eagle is the first of three new models included in the CEO’s (Mike Kimberley) five year strategic business plan initiated in October 2006 to support Lotus’ growth.

Design

Designed in-house by Lotus Design, Head of Design, Russell Carr, explains “Project Eagle’s dynamically sculptured form and dramatic proportions communicate visual drama, speed and agility even when the car is standing still. Sports-cars are primarily an emotional rather than a rational purchase and so the design must seduce with its beauty and distinctive character. However, the modern customer also demands that the product offers real-world usability as well as exotic imagery. Therefore every element of the car’s exterior and interior has been carefully designed to create a product that offers comfort and convenience as well as traditional performance car attributes.”

A design language of dynamic lines and fluid surfaces that flow from the ‘Lotus –mouth’ and over the length the cars toned form are unmistakably ‘modern Lotus’. They instantly convey a sense of agility and athleticism that is intrinsic to the car’s driving persona. On Project Eagle they are complemented by the distinctive wraparound visor screen but have been subtly tailored to suit the more sophisticated character of the car, optimize high-speed aerodynamics and artfully disguise the unique 2+2 layout. The cab forward proportion combines with muscular haunches and optimized intake detailing to instantly inform the viewer that this is a serious mid-engine sport-scar. Elsewhere a Lotus philosophy for combining function with beauty is evident in the down force generating, top exit radiator vent, rear diffuser and rear wing. Inside the car the forms echo the exterior with fast moving surfaces that wrap around the cockpit cosseting the occupants, the contrast color band that flows from the instrument cluster and sweeps around the cabin highlights this theme. “We recognize that ‘touch’ not only assists with driving enjoyment but also conveys messages about quality and therefore great attention has been paid to all the areas where the driver interfaces with the car.” Carr explains. Figure hugging adjustable sports seats and flat-bottomed steering wheel instantly communicate the driving potential of the car. Project Eagle employs premium quality material and finishes to create an exclusive, British handcrafted ambiance that is unique in this price segment. Modern, precision engineered aluminum inserts and hi-fi quality, edge-lit switches are brilliantly juxtaposed against the traditional contrast stitched leather panels.

Lotus Project Eagle LG - robson.m3rlin.org

Everyday convenience is catered for through ergonomically located touch screen SAT NAV, remote release glove box, storage bins and integrated “cup holders”.

Technology

In a world launch by partners Alpine, Project Eagle boasts a truly cutting edge in-car entertainment and navigation system. The multi-media system features a 7in touch-screen providing advanced audio, satellite navigation, Bluetooth hands-free telephone and iPod® connectivity functions; the screen also serves as a monitor for Project Eagle’s optional reversing camera. The satellite navigation element of the system has a removable hard-drive, allowing you to programmed it from the comfort of your home or use it as a roaming satellite navigation unit and MP3 player.

The Alpine audio set-up is one of the most sophisticated automotive systems in the world. Called IMPRINT and using MultEQ sound enhancement technology, it is able to cancel out imbalances in the sound caused by different areas of the cabin – window glass, for instance, creates echoes, while carpets suppress mid-range frequencies – resulting in amazingly crisp,
clear, undistorted sound reproduction wherever you are seated in the car. A bespoke progressive air-conditioning system developed by Bergstrom is standard on all models, while on-board tire pressure monitoring will be either standard or optional depending on model and market. And in deference to the American market in particular, a module in the headlining will accommodate automatic garage and gate opening remote controls.

Interior space and accommodation

The rear seats of 2+2 versions of Project Eagle are intended for children or smaller adults on short journeys. To maximize comfort in the rear, there is foot-room under the seats in front, while both back seats feature ISOFIX mountings for secure child seat fitment. When unoccupied, the rear seats provide a convenient stowage area for briefcases and jackets, adding to Project Eagle’s appeal as an everyday car.

The boot, which ingeniously features a fresh air cooling system to reduce the effect of heat ingress from the engine bay, will accommodate a set of golf clubs.

A two-seater derivative of Project Eagle is planned and will have a luggage shelf in the back replacing the two rear seats.

Safety

Lotus’ Project Eagle conforms to all regulatory standards and in addition boasts additional safety features; Lotus aluminum chassis technology applied to Project Eagle’s provides the car with immense inherent strength, particularly in regard to side impacts and a tubular steel seat belt anchorage frame that also acts as a rollover structure.

Anti-lock brakes are standard on all models, as are traction and stability controls; these systems have been specially developed in co-operation with Bosch to provide enhanced safety features whilst maintaining performance characteristics.

Lotus Project Eagle LG - robson.m3rlin.org

Under the bonnet

Lotus continues its excellent working relationship with Toyota, world leaders in engine development and manufacture and Formular1 competitors. For Project Eagle Lotus has modified Toyota’s 3.5-litre V6, with dual VVT-i (‘intelligent’ variable valve timing) for optimum performance.

Performance

At the time of unveiling, full performance figures for the new Lotus will not have been compiled on a production specification car, however Lotus has a further 6 months of development time to conduct these before Project Eagle is available to test drive.

While for Lotus top speed is of less importance than stability at speed, early indications suggest a maximum speed of 160 mph; the 0-60 mph sprint from standstill is estimated at sub 5 seconds (prototype figures).

Lotus revealed today the first official information on the 2010 Project Eagle that will make its world debut at the British Motorshow on 22nd July at an 11:30 press conference. This is the time when Lotus will also reveal the official name of the car.

The Project Eagle is powered by a modified version of Toyota’s 3.5-litre V6, with dual VVT-i that produced 280 hp. It can hit a top speed of 160 mph; the 0-60 mph sprint from standstill is estimated at sub 5 seconds (prototype figures).

Styled in-house by Lotus Design, the Project Eagle’s sleek, sophisticated and attention-snaring lines brilliantly disguise its ability to accommodate passengers in the rear of the cabin, giving the car the external characteristics of a small, nimble sportscar whilst belying its internal space. As well as being sold in a 2+2 configuration, the car will also be available as a purely twoseater, the space in the rear being allocated to luggage storage.

Deliveries of Project Eagle will begin in Spring 2009, and with only 2000 of the hand crafted cars planned each year, this exclusive and unique car is creating a real stir with celebrity enthusiasts around the world.

Source:http://www.topspeed.com

www.robson.m3rlin.org - Maserati MC12

The Maserati MC12 is a two-seat sports car produced by Maserati to allow a racing variant to compete in the FIA GT Championship. The car entered production in 2004 with 30 cars produced (five of which were not for sale). A further 25 were produced in 2005 making a total of 50 cars available for customers, each of which were pre-sold for €600 000.Maserati designed and built the car on the chassis of the Enzo Ferrari but the final car is much larger with less drag coefficient. The MC12 is longer, wider and taller and has sharper nose and smoother curves than the Enzo Ferrari, which has faster acceleration, better braking performance (shorter braking distance) and a higher top speed. The top speed of the Maserati MC12 is 330 kilometers per hour (205 mph) whereas the top speed of the Enzo Ferrari is 350 kilometers per hour (217.5 mph).

The MC12 was developed to signal Maserati’s return to racing after 37 years.[9] The road version was produced to homologue the race version. One requirement for participation in the FIA GT is the production of at least 25 road cars. Three GT1 race cars were entered into the FIA GT with great success. Maserati began racing the MC12 in the FIA GT toward the end of the 2004 season, winning the race held at the Zhuhai International Circuit. The racing MC12s were entered into the American Le Mans Series races in 2005 but exceeded the size restrictions and consequently paid weight penalties due to excess range.

www.robson.m3rlin.org - Maserati MC12

Development

Development of the Maserati MC12 began while Maserati was owned by Ferrari in order to create a race car for Maserati that would be eligible to compete in the FIA GT. Its initial name was the MCC, meaning Maserati Corse Competizione, and development under the direction of Giorgio Ascanelli was planned to be simultaneous with that of the MCS, the road going version. The body shape was developed from an idea by Giorgetto Giugiaro during wind tunnel testing, though the majority of styling was by Frank Stephenson. The MCC had a very similar body shape to the MC12 but there were several key differences, most notably the rear spoiler. Andrea Bertolini was the chief test driver throughout the development (although some testing was done by Michael Schumacher), frequently testing the MCC at the Fiorano Circuit. As the MCC was developed further, word of the MCS ceased and eventually the final name, MC12, was announced.

The car is based heavily on the Enzo Ferrari, sharing the same Ferrari Dino V12 engine with slight modifications, the same gearbox (but renaming it Maserati Cambiocorsa) and the same chassis and track (length of axle between the wheels). The Maserati MC12 has its own bodywork which is wider, longer and slightly taller leaving the windshield as the only externally visible component shared with the Enzo. This extra size allows for greater down force across the whole body, adding to that of the two meter spoiler.

Overview

The MC12 is a two-door coupe with a targa top roof, although the detached roof cannot be stored in the car. The mid-rear layout (engine between the axles but behind the cabin) keeps the centre of gravity in the middle of the car, which increases stability and improves the car’s cornering ability. The standing weight distribution is 41% front: 59% rear; at speed however, the downforce provided by the rear spoiler affects this such that at 200 kilometres per hour (125 mph), the effective weight distribution is 34% front: 66% rear.

www.robson.m3rlin.org - Maserati MC12

Engine

The MC12 sports a 232 kilogram (511 lb), six-litre (5,998 cc/366 cu in) Enzo Ferrari-derived V12 engine, mounted at 65°. Each cylinder has four valves, lubricated via a dry sump system, and a compression ratio of 11.2:1.These combine to provide a maximum torque of 652 newton meters (481 lb/ft) at 5500 rpm and a maximum power of 630 PS (460 kW; 620 hp) at 7500 rpm. The red line rpm is indicated at 7500—despite being safe up to 7700—whereas the Enzo has red-line at 8200 rpm.

The Maserati MC12 can accelerate from 0–100 kilometers per hour (62 mph) in 3.8 seconds (though Motor Trend Magazine managed 3.7 seconds) and on to 200 kilometers per hour (125 mph) in 9.9 seconds. It can complete a standing (from stationary) quarter mile in 11.3 seconds with a terminal speed of 200 kilometers per hour (125 mph) or a standing kilometer in 20.1 seconds. The maximum speed of the Maserati MC12 is 330 kilometers per hour (205 mph).

The power is fed to the wheels through a rear-mounted, six-speed semi-automatic transmission. The gearbox is the same as the Enzo’s transmission (tuned to different gear ratios) but renamed “Maserati Cambiocorsa”. It provides a shift time of just 150 milliseconds, and is mechanical with a 215 millimeter (8.5 in) twin plate dry clutch. Chassis

The MC12’s chassis is a monocoque made of carbon and nomex, with an aluminum sub-chassis at the front and rear. It has a roll bar to provide additional strength, comfort and safety. Double wishbone suspension with push-rod-operated coil springs provide stability and dampers smooth the ride for the passengers. The front of the car can be raised for speed bumps and hills by pressing a button that extends the front suspension. There are two modes for the chassis’ tuning which can also be changed with a button in the cabin: Sport, the standard setting, and Race, which features less of the Bosch ASR (Anti-Slip Regulation) traction control, faster shifts and stiffer suspension.

www.robson.m3rlin.org - Maserati MC12

Wheels

The MC12 has 480 millimeter (19 in) wheels with a width of 230 millimeters (9 in) at the front and 330 millimeters (13 in) at the rear. The tires are Pirelli P Zero Corsas with codes of 245/35 ZR 19 for the front tyres and 345/35 ZR 19 for the rear. The brakes are Brembo disc brakes with a Bosch anti-lock braking system (ABS). The front brakes have a diameter of 380 millimeters (15 in) with six-piston calipers and the rear brakes have a diameter of 335 millimeters (13.2 in) with four-piston calipers. The centre-lock wheel nuts that hold the wheels to the chassis are color coded: red on the left of the car, blue on the right.

Reception

The car has generally received positive reviews, but its critics say it is hard to drive, overpriced and too large. Other criticisms include the lack of a trunk, rear window, spare tire and radio, and the way the car’s engine was limited or “drugged”. Current driver for Vitaphone Racing Team Andrea Bertolini, the chief test driver throughout the development, said the car “reacts well and is very reliable in its reactions.”

The Top Gear television series acquired an MC12, and test driver The Stig achieved a lap time of 1:18.9 around the Top Gear track—0.1 seconds faster than his lap in the Enzo Ferrari. Host Jeremy Clarkson also drove it, comparing it to the Maserati Biturbo, a car he disliked. Clarkson criticised the car greatly, pointing out that, like the Enzo, it lacks a rear window. He also commented that it is “difficult” due to its size, and “one of the twitchiest cars” he has ever driven, meaning a small action by the driver results in an exaggerated reaction from the car. For these reasons, he promptly renamed the car “The MC Hammer”. Regarding the design of a racing car and modification to road standards he said, “Is it a racer? Is it a GT car? Is it a de-tuned Enzo in a fat suit? You can’t really tell.” Despite his criticisms he did compliment the smooth ride:

This car glides over bumps, the suspension absorbing the road-worker Johnnies’ laziness without transferring a single ripple to the cool blue interior with its Milanese fashion house upholstery.

Motor Trend Magazine reviewer Frank Markus had a more positive opinion. Despite initial skepticism he said, “It turns out that the Enzo makes a more comfortable and attractive road car when made over as a butch Maserati racer in street couture”. Markus complimented the stability of braking and the handling ability of the MC12, especially the drifting allowed by the traction control when cornering, commenting that “There’s none of the knife-edged limit handling we criticised in the more extreme Enzo. It’s even more forgiving at the limit than an Acura NSX.”

www.robson.m3rlin.org - Maserati MC12

When Automobile Magazine tested an MC12, reviewer Preston Lerner called it “user-friendly”, praising the responsiveness and simplicity of driving. Lerner approved of Frank Stephenson’s work with the styling of both the car’s exterior and interior, calling the trim “Speed-Racer-ish” but “without looking as though it belongs in a Nitrous-ized Civic”. He also complimented the ASR’s level of intervention, commenting that it “lets the fun factor get reasonably high before kicking in”.

Recently Evo Magazine ran the MC12 at Nordschleife and obtained a 7:24.29 second lap time.This was also the second time an MC12 recorded a faster lap time than its Ferrari counterpart, with the Enzo lapping the track exactly 1 second slower. Both times were set by the same driver, Marc Basseng.

http://en.wikipedia.org/wiki/Maserati_MC12

Porsche 918 Spyder Hybrid

The plug-in hybrid Porsche 918 Spyder supposedly makes over 500 HP and returns 78 MPG thanks to a 3.4-liter V8 and three electric motors.

2007 BMW M5 – robson.m3rlin.org

BMW M5 this new face lifting about this car.
Reintroduced last year,  BMW claims the rear-wheel-drive M5 has “supercar handling” — though it’s also promoted for “outstanding everyday driving qualities.” When equipped with a seven-speed sequential manual transmission, the M5 can accelerate from a standstill to 60 mph in 4.5 seconds and can reach 120 mph in 15 seconds. The sequential manual transmission incorporates Drivelogic, which offers 11 gear-change options.Variable M differential locking is installed to deliver power to the wheel with the most traction, even in extreme conditions. The M-calibrated Dynamic Stability Control system has two driving programs available, and can also be deactivated. With a braking system adapted from the auto racing world, the M5 can brake from 62 mph to a standstill in less than 120 feet.

Sport sedan purists will be pleased to hear that the 2007 M5 can have a conventional six-speed manual transmission. A tire pressure monitoring system is standard, and the M5’s navigation system gains real-time traffic information. Soft-close doors are available.

Exterior
The M5 has a unique front fascia to distinguish it from other 5 Series sedans; the side sills are modified and the wheel arches are more prominent. Standard wheels measure 19 inches in diameter and hold Z-rated performance tires. The sedan has “M” gills in the front fenders, quad tailpipes and special rocker panels with a sharp accent line.

Xenon high-intensity-discharge headlights with adaptive lighting are standard. The M5’s specially calibrated aluminum suspension adjusts to driving conditions and operates with Electronic Damping Control, which offers three modes: comfort, normal and sport. Quickened power steering has two levels of power assistance.

Interior
Heated M Sport front seats with 16-way power adjustment for the driver are installed in the Merino leather interior. MDrive lets the driver select preferred performance and handling settings for instant recall later. Brushed-aluminum interior trim is standard, but two types of wood can be specified instead. Park Distance Control, a navigation system and a Logic7 premium sound system are standard. A head-up display is optional.

Under the Hood
The M5’s 5.0-liter V-10 — which has double-VANOS variable valve timing — generates 500 horsepower and 383 pounds-feet of torque. The V-10 drives a seven-speed sequential manual transmission with steering-wheel paddles or a conventional six-speed manual gearbox.

Safety
All-disc antilock brakes, side-impact airbags for the front seats, side curtain airbags and Dynamic Stability Control are standard. Rear-seat side-impact airbags are optional.

2007 BMW M5 Specifications
Chassis
Brakes F/R:    ABS, vented disc/vented disc
Tires F-R:    255/40 ZR19 – 285/35 ZR19
Driveline:    Rear Wheel Drive
Engine
Type:    V10
Displacement cu in (cc):    301 (4941)
Power bhp (kW) at RPM:    500(373) / 7750
Torque lb-ft (Nm) at RPM:    383(520) / 6100
Redline at RPM:    8250
Exterior
Length × Width × Height in:    191.1 × 72.7 × 75.8
Weight lb (kg):    4012 (1821)
Performance
Acceleration 0-62 mph s:    4.5
Top Speed mph (km/h):    155 (250) – electronically limited
Fuel Economy EPA city/highway mpg (l/100 km):    12/18 (n.a.)

www.robson.m3rlin.org

C6W is an Italian 2-seat, 2-door sports coupé with a removable roof section. Inspiration for the car was taken from the 1976 Tyrrell P34, which had two pairs of smaller front wheels, a principle applied to the C6W. The project was started in 1974 but abandoned shortly after, and left dormant into the 1980s due to the lack of availability of low-profile tires at the time. In 2003 the project was revived and in 2004 the C6W was shown in prototype form. In 2005 a slightly revised version debuted at the Salon International de l’Auto, featuring new wheels, new roof structure and a refreshed interior, and went into limited production of 6-8 cars per year, as a result of a tie-up between PMI and Covini Engineering.

www.robson.m3rlin.org

C6W project is pointed in the direction of new research into active and passive safety. This aspect encouraged the interest of many  companies in its development.

… and performances …

4 steering front wheels permit to increase braking, comfort and directional stability.  Besides, the lightness of the car (less then 1200Kg), due to its essentiality, can give superb driving sensations.

www.robson.m3rlin.org

www.robson.m3rlin.org

www.robson.m3rlin.org

www.robson.m3rlin.org

www.robson.m3rlin.org

www.robson.m3rlin.org

www.robson.m3rlin.org

Construction

• Drive wheels: RWD
• Construction: Fiberglass and carbon fiber body over tubular steel frame
• Front brakes: Brembo disc brakes, with ABS
• Fuel feed: Direct petrol injection
• Total displacement: 4.2 L (256.3 in³)
• Maximum power: 325 kW (440 bhp) @ 6400 rpm
• Maximum torque: 470 N·m (346 lb·ft) @ 2700 rpm
• V8
• TOP SPEED: 300Kph (185mph)
• DIMENSIONS: length 4180mm; width 1990mm; height 1080mm; wheelbase 2230mm/2750mm (to foremost/middle front transaxle); front track 1540mm; rear track 1620mm ; dry weight 1150Kg
• WHEELS AND TYRES: front 15in wheels with 205/45-15 tyres; rear 20in with 345/25-20 tyres
• SUSPENSION: independent front and rear wishbones
• CHASSIS: steel tubular with carbon fibre reinforcements and structural parts
• GEARBOX: mechanical 6-speed + reverse. Manual and electro-hydraulic steeringwheel mounted servo

www.robson.m3rlin.org

In the tradition of BMW M, the exterior styling of the new M5 follows the “wolf in sheep’s clothing” philosophy. The casual observer may not, at first glance, recognize the M5’s performance potential. The less casual observer instantly will. The modified front spoiler and rear apron are instant giveaways. So too are the modified side sills. The wheel arches are more prominent in order to house the generous wheel and tire package. Following BMW M’s recent traditions, the new M5 has more aerodynamic exterior mirrors, four tailpipes and exclusive wheels. Similar to the latest M3, the M5 features exclusive gills incorporated into the front fenders.

The exclusive leather interior features sports seats. Other styling touches, from the instrument cluster to the center console and the steering wheel are all unique to the M5. Even the optional head-up display is M-specific.

www.robson.m3rlin.org

www.robson.m3rlin.org

The second leg of the 2009 RallyRACC Catalunya saw the domination of the C4 WRCs continue with a further full-house of fastest times. The two Citroën Total World Rally Team crews spent the day trading the lead, but it is finally Sébastien Loeb and Daniel Elena who will start the last leg on top, less than two seconds ahead of Dani Sordo/Marc Marti. Citroën appears to have an excellent chance of securing its fifth consecutive one-two finish on the Spanish asphalt classic.

Competitors were once again greeted by glorious sunshine as they headed for the first group of stages, with the day’s programme based on the event’s now-traditional format of three tests in the morning repeated in the afternoon.Dani Sordo kicked off the leg with a cushion of 1.6 seconds over his team-mate, but Sébastien Loeb was fastest on today’s first stage El Priorat-La Ribera d’Ebre (SS7), the longest of the weekend. The result of the test put the five-time World Champion exactly level with his team-mate in the overall standings: “I think I drove well, and it was important to look after our tyres over the full 38 kilometres.” The Frenchman then came second behind fellow Citroën driver Sébastien Ogier on SS8 to go clear at the top. Dani Sordo responded on the following test, however, to recover the lead… by less than a second!

www.robson.m3rlin.org

“This morning was great fun,” admitted the Spaniard back at the service area in Salou. “Our pace was sufficiently quick to stay concentrated, but without taking any risks. The gap over Mikko Hirvonen has increased and we intend to keep up the same sort of momentum this afternoon.”

“Dani and I both know that the important thing is to stay on the road, but we are driving as we feel… and we feel comfortable. This fight between us is enabling us to stay focused. In any case, it’s practically impossible to drive a WRC any other way than quickly,” explained Sébastien.

www.robson.m3rlin.org

True to their word, the two Citroën Total WRT crews continued at a similar pace after the lunchtime service break. Mindful of the need to play it safe, however, they both carried two spare wheels for the afternoon’s loop. After claiming another fastest time on SS11 (Les Garrigues 2), Sébastien Loeb eased back ahead after SS12 (La Llena 2): “It’s been a good team effort with Dani today. I had to take the lead at some point because it’s vital that I win here to give myself the very best chance of winning the title. I enjoyed today’s stages. There’s only one true asphalt event on the calendar this year, so I’ve been trying to make the most of it.”

“The situation as its stands is perfect for Citroën, too,” observed Dani Sordo. “We mustn’t forget, though, that there’s still another full day of competition and six more stages to come, so nobody’s entirely safe from an unpleasant surprise. We will need to keep our eye on the ball to the very end to make sure we conclude our run with a one-two finish.”

A much-anticipated C4 World Rally Car, intended to replace the multiple World Rally Championship-winning Citroën Xsara WRC, was first sighted in 2004 with testing duties assigned to double world rally champion Carlos Sainz. Having once been earmarked for a late 2005 competitive debut, the decision by the controlling PSA Group to withdraw both Citroën and stablemates Peugeot from works participation at the end of the 2005 season led to the momentary abandonment of the project.

Since then, however, the marque etched in a comeback for the 2007 season during which a revived C4 WRC was scheduled for its official debut, with the then-thrice world champion Sébastien Loeb as the official first driver, and Daniel Sordo, the 2005 Junior World Rally Champion, later confirmed alongside him after an impressive 2006 season for the Spaniard. In its official debut, at the 2007 Monte Carlo Rally, the two C4 WRCs finished 1-2, with Loeb winning ahead of Sordo. Loeb subsequently secured both the 2007 and 2008 Driver’s titles, with Citroën claiming the 2008 Manufacturers’ Award.

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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