Cars today

Buying different insurance policies for your car

2012-11-01T02:08:00.002+02:00

The car insurance policies available in the current Indian market differ and depend on the vehicle that you want to purchase. Insuring your car is as important as insuring your life from uncertainties. To suit the changing needs of people, the Indian insurance industry offers many different types of policies. No matter which car you own, availing adequate coverage to protect your vehicle is very important. Inadequate insurance coverage will do no good to your vehicle. When you plan to buy a vehicle insurance policy you need to keep in mind things about the cost of application, its coverage, policy period and other details. Usually people buy insurance policies that offer maximum coverage preferences. In order to avail professional coverage for your beloved car, you can meet the expert policy providers and ask them about available schemes.

Check the coverage

Whenever you plan to buy vehicle insurance, you need to check its coverage details. Make sure to buy a policy that offers expected protection. You never know which natural calamity or a human error would damage your car. When it is insured from a well-reputed insurance company you receive required amount of coverage in case of any emergencies. Some of the coverage details that you need to check out before investing in any policy includes:

• Disasters like fire strike and car accidents

• An act of damage or theft

• Natural calamities or an uncertain event

• Your car insurance policy would also cover costs related to damage repairs, crash or installation of new car parts.

Typically, buying a new car insurance policy from a safe and secured website is a fastest way to safeguard your asset. Thanks to loans and betterment of standard of living of the people, more and more families are able to buy their new dream car. With insurance policies, you can easily offer coverage to your dream vehicle and keep it protected.

Whether you want to buy a brand new policy or renew an already existing one, you can depend on the online portals. Car insurance renewal is a simple procedure that you can follow with just a few clicks. Generally, you can apply for a suitable vehicle insurance scheme as per your age. Just like the personal insurance, it is essential to apply for vehicle insurance at an early age. The younger you apply for a policy, higher the insurance premium will be. In order to avail genuine insurance policy for your vehicle, make sure to contact a reputed agent or a broker. They will help you find out all details about available policies and their coverage features.

As more and more people are planning to buy second hand and small cars, they find it simple to insure them from a professional broker. Easy online application and renewal procedure of the insurance policies allows people to quickly avail required services. Use the calculators to accurately calculate the policy premiums or use the tools to compare different policies. You can even find a policy that has been custom made as per personal requirements and coverage details.

The second most important factor after buying a car and car insurance is car insurance renewal. There are many companies that offer car insurance but very few remind you about the renewal of your insurance. Reliance General is one of the companies that keeps track on your insurance and give easy access to renew your car insurance policy online.

2012-02-29T00:54:00.003+02:00

Everything leading up to this drive of the $2 million prototype for the 2012 Audi E-tron started back after the 2003 Detroit Auto Show. That's when the Audi bosses decided to go ahead with the entire R8 program, something that has since substantially altered what we had formerly come to expect from Audi headquarters in Ingolstadt.

Nowadays, every company on earth dreams of a halo car as effective as the Audi R8. In the meantime, Audi has already flung itself far into the future to milk the R8 success for all it's worth. Besides the RSQ coupe made for the movie i, Robot in 2004 and the 414-horsepower R8 with 4.2-liter FSI V8 that was introduced in 2007, we now have the righteous 518-hp R8 with 5.2-liter FSI V10 as well as even a racing GT4 version. Right in between all of these, we experimented in 2008 with the 493-hp R8 TDI Le Mans concept with its twin-turbo V12 diesel providing an insane 737 pound-feet of torque.

It's sad that the inability to build a suitably compact and cost-effective transmission for the TDI car has killed that project. But what better way to get over the loss of the oil burner than to create a transmission-free electric R8? And if you thought the TDI's 737 lb-ft of torque between 1,750 and 3,500 rpm was good, the 2012 Audi E-tron squashes that number with 3,319 lb-ft of torque at zero rpm from four electric motors. This time, however, the experiment is coming to market and Audi also promises not to wimp out and stuff a range-extending internal-combustion engine into the mix as if we were dealing with some kind of Chevy Volt.

Totally Amped
While it's tempting to label the 2012 Audi E-tron Concept as a thinly disguised second-generation R8, Audi spokesperson Josef Schlossmacher tells us, "There are about five or six more years left for the first-generation R8 and a second-generation car will likely look much different from these subtler changes on the E-tron." Less subtle changes for the E-tron include, of course, the elimination of the R8 drivetrain — engine, exhaust, transmission, all-wheel-drive system and fuel tank. "The only straight carryover to the E-tron from the R8," says E-tron technical director Thomas Kräuter, "is the suspension scheme and mounting points."

The most satisfying statement to make regarding the drive itself is that the E-tron — company code name "F09," for "Frankfurt 2009" — drives like a final pre-production prototype and not like a pasted-together show-stand darling that falls apart at the first thump. For our driving route along the California coast, the E-tron has been painted an eye-grabbing Speed Red and gleams with chrome and lots of anodized aluminum.

Achim Badstübner, the leader of exterior design at Audi, tells us, "My only regret on this driving version of the E-tron is that the 19-inch show wheels had to be swapped with the standard wheels of the R8 V10." For sheer spectacle, we also miss the ambitious, 80-spoke 19-inch alloys of the showcarsince they lend visual electricity to the electric beast. Meanwhile, this prototype's overall length and height shrinks versus the R8 V8. Overall length is reduced 6.8 inches to just 167.7 inches, while overall height decreases 0.9 inch to 48.4 inches. The wheelbase comes down just 2 inches to 102.3 inches. With width staying roughly the same at 74.8 inches, the 2012 Audi E-tron comes off as more sinister than the standard R8s, hunkered down and ready to pounce.

Electricity in the Air
Now for the living and breathing exterior. Starting in front, the grille and LED headlight executions are signs of things to come for all Audis, of course. As far as the E-tron goes, the grille intake is covered by a movable Plexiglas sheet that automatically moves inward whenever the car's sensors determine that the electric motors need cooling. When nothing is too hot, the clear cover stays forward to improve the already slippery aerodynamics.

An even better show is put on by the side and overhead cooling intakes. Again, whenever the battery's rear-mounted radiator screams for a cool breeze, the lateral intakes behind the door openings suddenly appear as the composite panels deflect elegantly inward. Above the heads of the two occupants there are multiple aluminum runners over the "engine" compartment, and they are nudged upward by an actuator to reveal a gorgeous air intake. The heat exchanger for the climate control gets chilled by new intakes beneath the headlights, while small upper intakes just aft of the passenger windows add to the cooling.

2011-11-29T19:08:00.002+02:00

On a beautiful sunny day aОпубликовать сообщениеt 25 degrees the Bugatti Veyron Super Sport achieved a new landspeed world record for production cars, on the proving grounds of the Volkswagen Group at Ehra-Lessien (nearby its headquarters at Wolfsburg). In the presence of the German Technical Inspection Agency (TÜV) and a representative of Guinness Book of Records the Bugatti Veyron Super Sport achieved an average top speed of 431 km/h.

Saturday, 2 pm - Bugatti's Pilote Officiel Pierre Henri Raphanel puts his helmet and gloves on, pulls the safety belts tight whilst the engineers check the car a very last time: tyre pressure, temperature, all systems go. Then the orange black Bugatti Veyron Super Sport crosses the light barrier, from now on the time will be taken, within one hour the car has to drive from South to North and then in the opposite direction. No one but the driver is allowed to touch the car during this time. The tension rises. A few minutes later we can hear from the left side the sound of a starting jumbo jet coming closer towards us. First we perceive the headlights of the Veyron, then we can recognize the shape of the car, a loud wooosh…. and Raphanel dashes in top speed past us. The GPS-tachometer stops at 427, 933 km/h. Now the same procedure from the opposite direction. This time the car reaches 434,211 km/h. As average top speed the representatives of the "TÜV"and Guinness generate a value of 431,072 km/h (268 mph). This even hit Bugatti's engineering team by surprise.

2011-11-29T19:04:00.000+02:00

Dr. Ing. h.c. F. Porsche AG, Stuttgart, is continuing to extend its performance and high efficiency competence via intensive development work in the field of hybrid technology. With the Porsche 918 RSR, the manufacturer of sporty premium vehicles is presenting a high-end synthesis of 2010’s successful hybrid concepts. The two-seater mid-engine coupé 918 RSR clearly reveals what happens when the technology fitted in the 911 GT3 R hybrid and the design of the 918 Spyder are transferred to a modern, innovative super sports car.

With its highly-efficient flywheel accumulator, the 911 GT3 R hybrid racing car proved to be an attention magnet during competition racing on the Nürburgring Nordschleife circuit, during the American Le Mans Series races (ALMS) in Road Atlanta/USA and the ILMC run in China’s Zhuhai. It demonstrated its massive performance potential under realistic motor racing conditions against top competitors. The 911 GT3 R Hybrid, referred to internally as the “Race Lab” actually surpassed the high expectations of Porsche Motorsport. Competitiveness, high reliability and exemplary fuel efficiency combined with top performance underscored the Porsche technicians’ basic idea of generating additional power in an intelligent manner. The 911 GT3 R Hybrid obtains its additional power from its own vehicle dynamics when braking. Porsche is now transplanting this technology into the mid-engine coupé 918 RSR, the motor sports version of the 918 Spyder concept car.

From the tradition established by classic Porsche long-distance race cars such as the 908 long-tale coupé (1969) and the 917 short-tail coupé (1971), the Porsche designers created a link to the postmodernism of the “form follows function” philosophy. In the 918 RSR, the lines’ elegant flow is dominated by muscular wheel arches, dynamic air intakes and a pulpit-like cockpit. A visible fan wheel between the ram air intake tubes and a rear spoiler with RS Spyder dimensions additionally emphasise the racing laboratory function. The new “liquid metal chrome blue” colour which has been created underscores the sculptured curves of the forms, whilst the typical Porsche hybrid orange colour on brake calipers and the body’s longitudinal stripes lends remarkable touches.

Motor racing technology also dominates within the particularly light, torsionally stiff carbon fibre-reinforced plastic (CFRP) monocoque. The V8 engine is a further development of the direct injection engine from the successful RS Spyder race car and now offers an output of precisely 563 hp at 10,300/rpm in the 918 RSR. The electric motors on the two front wheels each contribute 75 kW, i.e. a total of 150 kW, to the peak drive power of exactly 767 hp. This additional power, which is generated during braking, is stored in an optimised flywheel accumulator.

In the 918 RSR, the two electric motors offer a torque vectoring function with variable torque distribution to the front axle. This additionally increases agility and improves steering response. Mounted upstream of the rear axle, the mid-engine is integrated with a racing transmission also based on the RS Spyder race car. This further developed six-speed constant-mesh transmission with longitudinally mounted shafts and straight-toothed spur gears is operated using two shift paddles behind the racing steering wheel.

The vehicle’s functional equipment underscores its puristic motor racing character. Whether it be the characteristic doors which open obliquely upwards, the air intake in the roof between the wing doors, the quick-action locks on the front and rear CFRP lids, the two roof-mounted aerials for pit radio and telemetry, the RS Spyder-like small, lateral front flics or the air splitters beneath the front lip or no-profile racing slicks on 19″ wheels with central locking, the vehicle can be clearly recognised as an experimental racing laboratory.

In contrast to the 918 Spyder concept car, unadorned racing atmosphere predominates in the interior of the 918 RSR. The figure-hugging bucket seat’s brown leather covering cites the history of the gentleman driver; the gear flashes on the racing steering wheel and a recuperation display on the steering column in front of the display screen supply the pilot with information. Instead of the futuristic, ergonomically avant-garde centre console with touch-sensitive user interface from the 918 Spyder concept car, the 918 RSR’s cockpit is split by a minimalistic console with rocker switches. Instead of a second seat, the flywheel accumulator is positioned to the right of the console.

This flywheel accumulator is an electric motor whose rotor rotates at up to 36,000 rpm to store rotation energy. Charging occurs when the two electric motors on the front axle reverse their function during braking processes and operate as generators. At the push of a button, the pilot is able to call up the energy stored in the charged flywheel accumulator and use it during acceleration or overtaking manoeuvres. The flywheel is braked electromagnetically in this case in order to additionally supply up to 2 x 75 kW, i.e. a total of 150 kW, from its kinetic energy to the two electric motors on the front axle.

This additional power is available for around eight seconds when the system is fully charged. In the successful 911 GT3 R Hybrid, this additional power can also be used as a consumption aid depending on the racing situation, e.g. to delay pit stops or reduce the fuel tank volume and therefore the weight of the vehicle.

With the new 918 RSR racing laboratory, Porsche is now elevating this motor racing hybrid concept to an experimental level. In the 918 RSR, “Porsche Intelligent Performance” equates to research into methods for further sustainable efficiency improvement under the intensified conditions of the race track, lap times, pit stops and reliability – a metier in which Porsche has been demonstrating its success for over 60 years.

Finally, the starting number, 22, pays homage to the anniversary of a further triumph. Back in the days when overall victories in Le Mans were not yet an entirely routine matter within the Porsche racing department, the pilots Dr. Helmut Marko and Gijs van Lennep were the first to cross the finishing line in 1971’s 24-hour classic. The distance record set by their Porsche 917 short-tail coupé – 5335.313 kilometres (3315.21 miles) at an average speed of 222.304 km/h (138.13 mph) – did not remain unbeaten for an eternity, but for exactly 39 years until 2010. At the time, the 917 in the Martini colours was also an experiment and far ahead of its time: a magnesium space frame set new standards in Porsche’s lightweight construction domain.

2011-11-09T02:56:00.000+02:00

Despite the 2011 Seoul Auto Show being held in their motherland, Korean OEs like Hyundai didn’t make use of their home-court advantage. Other than a bunch of older auto show circuit vehicles making domestic appearances, there were no shocking developments or big reveals. Boo. Feeling a bit blue, we came across a sole Seoul gem, the Hyundai Blue2 concept.

Pronounced “blue square” (as if the 2 were an exponent), the Blue2 is Hyundai’s first foray into world of fuel-cell electric sedans—a mid-size one at that. The name comes from Hyundai’s eco efforts, which go by the name of “blue.” The number “2” is from H2, the molecular formula for hydrogen gas. How that translated to “blue square” and not “blue two” is beyond us, especially with the latter name rhyming. Look at Dr. Seuss and all the success he had with rhymes.

The Nuts and Bolts

On to the hardware. The fuel-cell electric system in the Blue2 is rated at 90 kW, which is about 121 hp. With its flowing design, low rolling resistance tires and aerodynamically designed alloy wheels, the Blue2 has a claimed efficiency of 34.9 km per liter, or 82.09 mpg.

The exterior design features what Hyundai refers to as “Intersected Flow.” If that means the mouth of a Maserati, the headlights and stance of an Audi and a rear that resembles aChevy Camaro/Hyundai Genesis Coupe mash-up, we’re in. Funky LED panels on the front and rear are used to display the vehicle’s condition, although we can think of a creative use or two for the highway tailgater.

Antibacterial Leather? Sick! Er…

Eco-friendly materials make their way into the interior, although the leaf design on the antibacterial leather-clad seatbacks might’ve told you that. The doors are automatic, and a welcome system recognizes the driver, which certainly would be helpful in a carjacking.

All that aside, the rear seat monitors, sleek interior design, starship-like driver’s instrumentation and Tron-esque blue light going every which way make the cabin about the coolest aspect of the Blue2. It appeals to the Sci-Fi nerd in me. I yearn for technology like the Transparent Organic Light Emitting Diode (TOLED) monitor in the dash or the Motion Sensor Moustick—a haptic wheel and motion sensor that uses your touch and hand movements to operate the infotainment system—to trickle their way into a production car and eventually into a future car of mine. Till then, I’ll have to settle with feeling a bit blue. Blue square, even.

2011-11-09T02:43:00.000+02:00

Updated: Honda’s replacement for the NSX is still more than two years away but a number of key details about the car have been revealed by an inside source at Honda. According to the insider, the styling of the new car will be very similar to the Advanced Sports Car Concept from last year’s DetroitAuto Show and its future price tag will be around the $160,000 mark.

The car’s lines will favor efficiency over style, with much of the design derived from Honda’s F1 program. According to Edmunds, a prototype set a blistering Nurburgring lap time of 7m 37s on its first attempt and the final number should easily slip below 7m 30s and into Corvette ZR1 and Nissan GT-Rterritory.

The key to its performance is high-speed stability. The rear section of the car supposedly acts as a giant rear diffuser, designed to keep the 1,476kg (3,256lb) supercar glued to the road. The other factor in the performance equation is the car’s 5.5L V10 engine, which the insider revealed would output upwards of 600hp (450kW) and 433lb-ft (586Nm) of torque. When not at its peak, the engine will be able to deactivate half of its cylinders to save fuel and lower emissions. Drive will be sent to an uprated Super-Handling AWD system via a new six-speed dual-clutch transmission.

Original: Honda’s NSX replacement has had several false starts, with the companyscrapping one of its original designs – the Acura Advanced Sports Car Concept - after the public’s largely negative response to the 2007 Detroit show car. Designers were sent back to the drawing board and Honda was forced to abandon its original plans to show the car at the following Tokyo Motor Show.

Despite the drawbacks, engineers were able to continue testing the new mechanicals for the car by using a modified S2000 body and we saw the first test-mules running laps at the Nurburgring by the middle of last year. The latest round of spy shots suggest Honda has come up with a final design for the car, as seen by this latest prototype once again spotted at the Nurburgring in Germany that's very likely to be the replacement for the legendary Honda supercar.

Speaking with MotorAuthority back in April, Acura spokesman Mike Spencer confirmed several details of the upcoming NSX replacement. The car will definitely be powered by a V10 engine, and it will be equipped with the company’s SH-AWD system. The lack of intakes at the rear of the car also confirms the NSX replacement will feature a front-engine configuration, as opposed to the mid-engine layout of the former.

There has been some discussion of a possible four-wheel steering system (4WS) for the NSX replacement, but Spencer suggested the SH-AWD system would achieve most of the benefits of 4WS without the added complexity.

The NSX replacement is now expected to arrive sometime in 2010 as a 2011 model with final pricing expected to be revealed closer to the car's release date.

2011-11-09T02:40:00.000+02:00

It may be made of solid metal, but Mazda’s Shinari show car is based on living creatures.

When Mazda stylists sat down to develop the Shinari show car that would define the company’s new design language, they started by drawing horses and cheetahs rather than cars.

It wasn’t some obscure team-bonding exercise. It was designed to get them used to creating the illusion of movement in inanimate objects.

The general manager of Mazda’s design division, Ikuo Maeda, says nature and animals have been a big inspiration in the development of Kodo (Soul of motion), the company’s new design language.

“We drew images of many animals and had many discoveries,” he says.

The stylists then made three-dimensional sculptures based on the drawings, and Maeda chose the one that best captured the graceful movement of wild animals such as the Cheetah.

“The Cheetah is the most elegant and extreme form of motion on the earth; very pure and streamlined. We wanted to capture that,” he says.

“This has always been our dream as designers.”

He says the designers wanted to capture the tension and rhythm in the muscles of wild animals in full flight.

The end result was a model that was hard to the touch but looked soft, like a living creature.

“We created the impression of a wild animal bounding using its whole body. It is like a cheetah bounding down a city street,” he says.

The Shinari concept was the forerunner for the Minagi soft-roader concept, which is a pointer to the production version of the CX-5, Mazda’s upcoming compact softroader.

The production version of the small SUV will be unveiled at the Frankfurt motor show in September, and will arrive at some stage in 2012. Mazda refuses to be more specific.

Managing Director Doug Dickson says the CX-5 will be the company’s biggest-selling SUV, shading the current CX-7 and CX-9 offroaders.

2011-11-09T02:30:00.000+02:00

Aston Martin's highly anticipated model -- the Rapide -- is finally here. The Rapide will list from $199,950 in the United States, and will become the British luxury sportscar maker's only four-door model.

It goes without saying the car will compete with vehicles like the PorschePanamera. But the Aston will likely be one of the most expensive and exclusive luxury sports sedans on the market, with standard features that include a Bang & Olufsen Beosound audio system, heated memory seats and Aston Martin's Adaptive Damping Sytem.

The Rapide features a hand-built 6.0-liter V12 engine producing 470 horsepower with peak power being delivered at 6,000 rpm and 443 pound-feet of peak torque at 5,000 rpm. A specifically tuned six-speed Touchtronic 2 automatic transmission allows the driver to change gears automatically or manually via the steering column-mounted magnesium paddles.

As one can see, the production version is very similar to the concept car, but does swap out quad-air intakes for upper and lower grilles. The rear of the car has strong family ties to other Aston Martin models, and sports 'smoked' rear taillights.

Continuing its series of firsts and oddities for the brand, the Rapide is the first ever Aston Martin built outside of the United Kingdom, thanks to a partnership up with Magna Steyr. Given a strong interest in the Rapide, Aston Martin says it will build between 1,000 and 2,000 units per year, up from an original estimate of 500 or less.

Like Aston's other models, the Rapide is built on the company's VH (Vertical/Horizontal) architecture -- the same that underpins the DB9. The Rapide will also borrow its twelve-cylinder powerplant from the DBS, DB9 and Vantage models -- although power will be increased from 450 horsepower to 470.

Thanks in part to the modest bump in power from the engine's previous applications, the four-door Rapide will sprint from zero-to-60 mph in under five seconds, on its way to a top speed of 180 mph.

Continuing the successful brand partnership between Bang & Olufsen and Aston Martin, the Rapide is fitted standard with the 1000 watt BeoSound Rapide - a bespoke sound system tailored specifically to the Rapide. It includes 15 speakers that have been optimally located throughout the cabin to deliver the audiophile-level sound quality.

While enjoying the BeoSound Rapide audio system, passengers and the driver alike will enjoy a full grain leather interior, accented with walnut trim, an iridium silver finish for the outer center console, and a graphite inner center console finish. Screens consist of Organic Electroluminescent displays, along with LED map and ambient lighting.

Options include cooled front and rear seats, a DVD entertainment system complete with a 6-disc player and two LCD screens, along with a myriad of interior finishes, such as: Eye Maple, Olive Ash Burl, Double Apex Alloy and matching wood door trim. Various other interior and exterior components can be customized as well, ranging from wheels, to brake caliper finish to Magnum silver rear lamp infills.

2011-11-09T02:26:00.001+02:00

After six teaser images, Lamborghini has finally unwrapped the Sesto Elemento. The concept comes with an overall curb weight of just 2,202 lbs, a V10 power unit, and permanent all-wheel drive, as well as innovative carbon-fiber technologies. The concept is the only vehicle manufactured in the world to have mastered the complete CFRP process across a range of technologies, from 3D design through simulation, validation, production, and testing

The V10 engine delivers an amazing 570 HP and has a power-to-weight ratio of only 1.75 kilograms per hp. This allows the concept to sprint from 0 to 60 mph in a sensational 2.5 seconds, while top speed will be higher than 186 mph.

The Sesto Elemento features a lightweight carbon-fiber structure with the entire front frame, exterior panels, and crash boxes also made of CFRP. The major suspension components and the rims are also made from carbon fiber and the tailpipes are made from Pyrosic, which is an advanced glass-ceramic matrix composite. Carbon fiber is also present in the interior on the floor and roof of the monocoque, on the doors, and on the cockpit and center console.

Updated 11/10/2010: In a recent report, Automotive News says that Lamborghini will put the Sesto Elemento concept into limited production. There will be 5 to 10 units built, and like usual the exclusivity has a big price: 2.5 million Euro (almost $3,500,000 at the current exchange rates). Now that the Murcielago is out of production, Lamborghini’s sales will have to suffer, and this decision was made in an attempt to improve the company’s profit that has been hit hard by the global economic crisis.

Updated 11/22/2010: Lamborghini has officially confirmed that the Sesto Elements concept will indeed go into production, but as a track-only special. In an interview with AutoCar, company boss Stephan Winkelmann said: "We are testing the Sesto Elemento at the moment and if it all goes well then we could look at a limited production run. But it would not be homologated because there are complications with things like airbags. It would be for track use only."

2011-11-09T02:22:00.000+02:00

Volkswagen has updated its Phaeton flagship for the second time in its short life, reaffirming the lackluster opinion of the car in the full-size luxury sedan market.

With a brand new BMW 7-series and facelifted Mercedes-Benz S-Class already on sale, plus the completely redesigned Audi A8 and Jaguar XJ just around the corner,Volkswagen’s entrant in this segment is facing a serious uphill battle.

The new 2011 Volkswagen Phaeton comes onto the market with a fundamentally new front design and is making its world debut in what will arguably be its biggest market, China. It will be on display for the first time at next week’s 2010 Beijing Auto Show.

The complete powertrain lineup includes six-, eight- and twelve-cylinder engines ranging in capacity from 240 horsepower to 450 horsepower. The most fuel efficient model packs a 3.0-liter V-6 turbodiesel and returns a fuel economy (European combined cycle) of 27.7 mpg yet can accelerate the car from 0-62 mph in 8.2 seconds and see it reach a top speed of 147 mph.

Coming as standard across the range is a 4Motion all-wheel drive system, air suspension, bi-xenon headlights, 18 inch alloy wheels, 4-zone air-conditioning, 18-way adjustable seats and leather and Alcantara trim.

Volkswagen is yet to confirm if the updated car will be sold in the U.S. but rumors of such have been brewing, off and on, for almost two years. The return now looks more likely than ever, with the brand’s American CEO Stefan Jacoby previously stating it's time for a comeback for the big sedan, and this update could be just what they needs to get the ball rolling.

Now, if only Volkswagen can get the pricing right. With the 2011 Hyundai Equus coming onto the market this summer with a mid-$50,000 sticker, Volkswagen can’t be aiming too high with its latest Phaeton unless the company is looking for another sales flop. When Volkswagen's flagship Phaeton was last sold in the U.S., it was almost universally overlooked, selling just 3,354 total cars in its brief 2003-2006 stint in the American market.

2011-11-09T02:13:00.001+02:00

What's New for 2011

Following up on interior and exterior revisions last year, the 2011 Ford Mustang receives all-new engines this year, including a 305-horsepower V6 and a 412-hp V8. They're backed up to new six-speed manual and automatic transmissions. Other changes include a switch to electric power steering (from hydraulic), larger brakes, revised suspension tuning, added noise insulation, additional body bracing for the GT convertible, blind-spot mirrors and Ford's MyKey system.

Introduction

Frankly, this isn't the Ford we used to know. With the venerable Mustang coming off a host of big changes just last year, including updated styling, a higher-quality interior and new features, we would have thought nothing would change for the 2011 Mustang. Old Ford would have declared this good enough and kicked back on the porch with a beer in hand. But today's Ford, the one that's been building impressive cars like the Flex and Fusion, has reloaded yet again, and for 2011 it's targeted the 2010 'Stang's primary weakness: powertrains.

We'll start with the V6. No longer is it a woefully underachieving lump that hadn't changed much since the 1990s. The 2011 Ford Mustang's new 3.7-liter V6 now has all-aluminum construction, dual overhead camshafts and variable valve timing. It's enough to crank out 305 hp, or just 10 hp less than last year's V8. Torque is up by 40 pound-feet as well, to give you 280 lb-ft; that screeching sound you hear is a Mustang V6 actually doing a respectable burnout.

Power is still sent to the rear wheels, of course, but this time it's channeled through either a six-speed manual transmission or a six-speed automatic. The extra gears help the Mustang V6 earn a laudable 31 mpg highway EPA fuel economy estimate. This year's V8 has been given a jolt of adrenaline as well. Bumped up in displacement to 5.0 liters, it has four valves per cylinder and dual overhead cams. Peak output is a rip-roaring 412 hp and 390 lb-ft of torque. Both transmissions for the V8-powered Mustang GT (manual and automatic) are similarly upgraded to six-speed units.

Of course, there is still room for improvement. The Mustang is still lacking a telescoping steering wheel, for instance, and we would be remiss if we didn't point out that these new engines have raised the Mustang's price by about a grand. Even so, it seems money very well spent. The Chevrolet Camaro still takes top honors for dramatic styling, and the Dodge Challenger is surprisingly lovable in an old-school muscle car sort of way. But if you're looking for the best all-around pony car of 2011, you need not look any further than the holistically improved 2011 Ford Mustang.

Body Styles, Trim Levels, and Options

The 2011 Ford Mustang is available as a coupe or convertible. There are four trim levels: V6, V6 Premium, GT and GT Premium. The base V6 starts with 17-inch alloy wheels, a limited-slip rear differential, keyless entry, side spotter mirrors, cruise control, air-conditioning, full power accessories and a CD audio system with an auxiliary audio jack. The V6 Premium adds upgraded 17-inch wheels, leather upholstery, a power driver seat, Ford's Sync system, color-adjustable gauges, a leather-wrapped steering wheel, upgraded interior trim and a Shaker 500 stereo system.

The V8-powered GT comes with the base V6's features plus 18-inch alloys, a rear spoiler and foglamps. The GT Premium is essentially a GT with different 18-inch wheels and the V6 Premium's roster of features.

Options on the base Mustang V6 include an exterior appearance package and an anti-theft system. The V6 Premium unlocks a slew of packages and options in addition to those available on the base model, including the Pony package and Mustang Club of America Special Edition (both consist of various exterior styling enhancements), the Comfort package (power passenger seat, heated front seats, auto-dimming rearview mirror) and the Electronics package (voice-activated navigation system with travel link, automatic climate control). Also available are remote start, a performance 3.31:1 rear-axle ratio, xenon headlamps, a glass roof, a tonneau cover for convertible models and a back-up camera (which requires the Electronics package). A V6 Performance package (late availability) gets you the suspension and brakes from the GT plus 19-inch wheels, summer tires and a recalibrated stability control system.

The Mustang GT can be outfitted with a Brembo Brake package, which includes more powerful brakes, 19-inch wheels, summer tires and the recalibrated stability control system. Two performance axles (3.55:1 and 3.73:1) are also available. The GT Premium can be had with all the V6 Premium's and GT's options plus an array of 18-inch and 19-inch wheels, a California Special package (more exterior styling variations) and a more powerful Shaker 1000 sound system (not available with the Electronics package).

Powertrains and Performance

The Mustang V6 has a new 3.7-liter engine producing 305 hp and 280 lb-ft of torque. The Mustang GT has a new 5.0-liter V8 good for 412 hp and 390 lb-ft of torque. Both have a six-speed manual transmission as standard and a six-speed automatic as optional.

In our performance testing, the GT went from zero to 60 mph in a very quick 4.8 seconds. Fuel economy isn't too shabby, either. The Mustang V6 coupe earns an estimate of 19 mpg city/31 mpg highway with the automatic transmission. With the manual, the highway estimate drops to 29 mpg. The GT has an 18/25 mpg rating with the automatic and 17/26 mpg with the manual.

Safety

Antilock four-wheel disc brakes, front-seat side airbags, side spotter mirrors and stability control are standard on all Mustangs. Also standard is Ford's MyKey system, which allows owners to set up driving restrictions for young drivers.

In government crash tests, the 2011 Ford Mustang coupe and convertible earned a top five-star rating for its protection of occupants in frontal and side-impact collisions. In Insurance Institute for Highway Safety testing, the Mustang coupe earned a top score of "Good" in the frontal-offset test and "Acceptable" (the second highest of four ratings) in the side-impact tests. The convertible earned a Good rating for both tests.

Interior Design and Special Features

The Mustang's cabin retains its characteristic retro design while also boasting respectable materials quality. The result won't fool you into thinking you're driving a luxury coupe, but it's a notably nicer interior than we're used to seeing in a Mustang.

The steering wheel doesn't telescope, but most drivers will still find seating to be comfortable. Major controls are simple to operate and the seats are comfortable. The optional Sync system provides useful voice-integration technology for music and Bluetooth functions. Both the Mustang coupe and the convertible offer seating for four; while average-size adults can fit in back, they'll be a bit cramped. Trunk capacity is a functional 12.3 cubic feet in the coupe and 9.7 in the convertible.

Driving Impressions

In a word, wow. The engine upgrades for the 2011 Ford Mustang have revitalized the car's performance. The V6 model is no longer the butt of rental-fleet jokes, as it now quite quick, particularly when fitted to the slick-shifting manual transmission. The new six-speed automatic is a mixed bag; it upshifts early to maximize fuel economy and lacks shift paddles, but thankfully there's enough power from the V6 to keep the car feeling lively. The new 5.0-liter V8, meanwhile, really hauls the mail, cranking out thumping performance all the way to its 7,000-rpm limit. It sounds great while doing it, too.

The 2011 Mustang's suspension has been retuned, and the car, particularly in GT guise, is tied-down and controlled. Compared to the Camaro and Challenger, the Mustang feels the most nimble, no doubt helped by its lower curb weight. The rear suspension is still a solid rear axle design, but Ford has done a pretty amazing job at minimizing the inherent ride-quality limitations that come along with it. The company has also done well with the 2011 Mustang's new electric-assist power steering, as it feels natural and responsive.

2011-11-08T22:26:00.000+02:00

While the process of modifying an otherwise average car for better performance is commonly associated with car owners and aftermarket parts, manufacturers occasionally dabble with their own such projects. One of the more popular cars of this ilk is the Mitsubishi Lancer Evolution.

The Evolution (or "Evo") is based on the Lancer compact sedan. The two cars don't have much in common, however. Whereas the regular Lancer is a perfectly adequate economy car that's easy to lose in a parking lot, the pumped-up, flared-fendered Evo is turbocharged, boisterous and ready to lay down rubber on a racetrack.

The Mitsubishi Lancer Evolution was originally developed in the early 1990s to compete in the World Rally Championship (WRC) racing series and abide by homologation rules. Packing a powerful turbocharged engine and all-wheel drive, the Lancer Evolution quickly became a successful rally car. Early road-going versions of the Evo were originally just meant for the Japanese home market, but this didn't stop the car from developing a cultlike following around the world. Finally, for the 2003 model year, Mitsubishi started importing official road-going Lancer Evolutions to the North American market.

A second stateside generation recently debuted, and with it the Evo has become considerably more stylish than its taxi-like predecessor while continuing to offer impressive performance for the buck. Despite its humble beginnings as an average economy car, the Evo can accelerate and corner with all but the fastest production cars on the market.

Current Mitsubishi Lancer Evolution
Today's Mitsubishi Lancer Evolution, technically known as the Lancer Evolution X, offers a level of performance typically found in European sports cars and sport sedans that cost considerably more. Only a few cars, in and outside of its class, can provide comparable engine power, precision handling and driving intensity. As a bonus, the Evo looks the part of a legitimate high-performance car as well.

The sole available power plant is a turbocharged 2.0-liter four-cylinder engine that generates 291 horsepower and 300 pound-feet of torque. Power is sent to all four wheels through an advanced all-wheel-drive system.

There are two available trim levels -- GSR and MR. The GSR is intended to attract traditional driving enthusiasts, as it offers more aggressive suspension settings and a slick five-speed manual transmission. The pricier MR features a marginally softer suspension and Mitsubishi's new automated twin-clutch manual transmission, which is operated via paddle shifters and also functions as a traditional automatic when not in manual mode. Mitsubishi has done its homework with this transmission -- it's one of the quickest in the business when you're firing off full-throttle upshifts. The MR's Touring package tacks on even more creature comforts, with a sunroof, rain-sensing wipers, leather seating, heated front seats and additional sound insulation.

Although the Evo's exterior styling has taken a significant step forward, the interior can't hide its humble econocar roots. The control layout is functional, but there's no getting around the fact that you can get essentially the same interior in a base Lancer sedan. Second-generation refinements notwithstanding, the point of the Evo is to transport you from point A to point B more quickly than just about anything under $40K. Even with the MR Touring, those interested in a coddling cabin will have to look elsewhere.

In reviews, we've been impressed with the Evo X's sports-carlike handling and responsiveness. Its ability to go around tight corners quickly and securely is rivaled by only a handful of cars on the road today. Acceleration, too, is top-notch, as the Evo can give far more expensive cars a run for their money. Hard-core enthusiasts may find that the new car feels a bit blunted compared to the razor's-edge performance of its predecessor. The trade-off, however, is in refinement, as the Evo X is leaps and bounds ahead of the Evo VI by this measure. Yet it remains one of the most capable cars in existence for the money.

Used Mitsubishi Lancer Evolution Models
The second-generation Lancer Evolution, the Evo X, debuted for the 2008 model year. Production was put on hiatus for 2009, in order to sell off the backlog of '08s. With the return to production in 2010, the Evo added the more luxurious MR Touring and more aggressive side sill extensions.

The first-generation U.S.-market Evo, sold from 2003-'06, was actually the eighth generation overall by Mitsubishi's count. Arriving on our shores in 2003, the Evo VIII was an extreme car with extreme ride characteristics. Its tightly tuned suspension was unforgiving over bumps and there was little cushion from the seats. The Evo VIII also had a decidedly sparse interior that betrayed its econocar roots. Nonetheless, our editors loved it. If you could put up with its shortcomings, it was more fun than just about any other car on the road.

The Evo VIII, rechristened "Evo IX" for 2006 based on a handful of revisions, was initially powered by a 2.0-liter turbocharged four-cylinder engine with 271 hp and 273 lb-ft of torque. Later years saw only incremental power increases, though for 2006 Mitsubishi added variable valve timing, which resulted in noticeable improvements to the engine's low end and midrange power delivery. An excellent five-speed manual transmission was mandatory on all Evos of this generation except the later MR model, which featured a six-speed unit.

Our reviews of the Evo VIII (and IX) were basically praise-fests -- we simply couldn't get enough of this car's hyperactive reflexes, sublime controls and explosive turbo power. Of course, the interior looked and felt cheap, and in profile this Evo looked too much like a Japanese taxi. Then there were the matters of its shock absorption, which was nonexistent, and its ginormous rear wing, which we'd remove post haste if we owned one. But as soon as we got behind the wheel and headed for our favorite canyon roads, all was forgiven. The Evo VIII/IX still stands as one of the all-time great driver's cars.

A number of running changes were made to this Evo generation. For 2003, only one trim level was available, but a decontented, track-ready RS model was added for the particularly hard-core consumer in '04. The MR model debuted for 2005, featuring a six-speed manual transmission and other performance upgrades; the all-wheel-drive system was also improved for all models. Slight styling modifications complemented the aforementioned addition of variable valve timing for 2006, among other minor revisions.

Buyers searching for a used Mitsubishi Lancer Evolution of this generation should wait for one that's clearly been well cared for. No one buys an Evo to drive it daintily, but some owners are more fastidious than others about the engine break-in period (particularly important for this car), regular oil changes and services, et cetera. If you insist on buying a well-maintained Evo with extensive records, you'll likely be rewarded with endless fun from the car's proven powertrain. Roll the dice with a more marginal example, however, and the repair bills could start to pile up.

2011-11-08T03:16:00.000+02:00

The Mercedes-Benz SLS AMG is a luxury grand tourer automobile developed byMercedes-AMG to replace the Mercedes-Benz SLR McLaren. The car is the first Mercedes automobile designed in-house by AMG and is described by Mercedes-Benz as a spiritual successor to the Mercedes-Benz 300SL Gullwing.

The vehicle was unveiled at the 2009 IAA. Sales began in mid-2010 in Europe with MSRP of €177,310 (including taxes) and in the United States in mid-2011 for less than $200,000. The SLS AMG is featured as the cover car for the PlayStation 3 racing gameGran Turismo 5, and is the safety car for the 2010 and 2011 Formula One seasons.

In the video game Forza Motorsport 4, Jeremy Clarkson of Top Gear comments "This is not just the greatest car Mercedes makes; right now, I think, it's the greatest car in the world."

Manufacturer	Mercedes-Benz
Production	2010–present
Model years	2011–
Assembly	Sindelfingen, Germany
Predecessor	Mercedes-Benz SLR McLarenMercedes-Benz 300SL
Class	Supercar and GT
Body style	2-door coupe 2-door roadster
Layout	Front mid-engine, rear-wheel drive,Transaxle
Engine	6.2L, V8, DOHC
Transmission	7-speed dual-clutch semi-automatic
Wheelbase	2,680 mm (106 in)
Length	4,638 mm (182.6 in)
Width	1,939 mm (76.3 in)
Height	1,262 mm (49.7 in)
Curb weight	1,620 kg (3,600 lb)

The SLS AMG is designed to be a modern 300SL Gullwing revival by Gorden Wagener. The car has a long bonnet, the passenger compartment is close to the rear axle and the rear of the car is short. The SLS AMG has also adapted the feature of wing doors that will swing open upwards on gas struts, not in a mix of upwards and forward like the SLR. The doors must be closed manually as AMG engineers decided against auto-closing systems because the systems would have added 90 pounds (41 kg) to the car. In case of a roll-over, the doors can be fully detached to allow the occupants to leave the vehicle.
The SLS AMG will be made in at least four different versions. The first to launch is the coupe with gullwing doors. In 2009 a Desert Gold version debuted at the Dubai International Auto Show, in mid-2010 a FIA-GT3 racing version. For 2011-2013 Mercedes will also be releasing a roadster (with conventional doors and a soft top), an electric powered E-Cell version (most likely to be a coupe), and there will be a Black Series version, which will see its weight being reduced by as much as 300 kg (661 lb).
The SLS AMG Roadster was unveiled by Mercedes-Benz via press release on May 5, 2011. It retains the same specifications, dimensions and drivetrain as the Coupe but is a more traditionalconvertible with a power folding fabric top and conventional doors

2011-11-07T23:17:00.000+02:00

The BMW i8 Concept and the fascinating approach that underpins it embody the vision of a sustainable contemporary sports car brought to life. Its innovative plug-in hybrid concept combines the modified electric drive system from the BMW i3 Concept – fitted over its front axle – with a high-performance three-cylinder combustion engine producing 164 kW (220 hp)/300 Nm (221 lb-ft) at the rear. The electric motor in the BMW i8 Concept is a full-capability unit which can also power the car on its own, if required. However, working in tandem allows the two drive systems to display their respective talents to the full, delivering the performance of a sports car but the fuel consumption of a small car.

BMW I8 CONCEPT TECHNICAL SPECIFICATIONS
Type	i8 Concept
No. of seats	4
Kerb weight	1480 kg
ENGINE
Fuel type	Plug-in hybrid
Power output	260 kW (164 kW petrol engine / 96 kW electric motor)
Torque	550 Nm (300 Nm petrol engine / 250 Nm electric motor)
PERFORMANCE
Top Speed	250 km/h \| 155 mph
Acceleration 0-100km/h 0-60mph	4.6 s
FUEL CONSUMPTION (EU CYCLE) L/100 KM \| MPG
Combined	2.7 \| 104 (66g CO2)
ELECTRIC RANGE
Everyday range	35 km \| 20 miles
BATTERY CHARGE TIME
Standard	1:45 h for 100% charge

DIMENSIONS
Length	4632 mm
Width	1955 mm
Height	1280 mm
Wheelbase	2800 mm

Acceleration of 0 to 100 km/h (62 mph) in under five seconds combined with fuel consumption in the European cycle of under three litres per 100 kilometres (approx. 94 mpg imp) and average customer fuel consumption of between five and seven litres per 100 kilometres (40.4 – 56.5 mpg imp) – even when driven hard – are figures currently beyond the capability of any vehicle powered by a combustion engine of comparable performance. Thanks to its large lithium-ion battery, which can be charged from a domestic power supply, the BMW i8 Concept can travel up to 35 kilometres (approx. 20 miles) on electric power alone. A large proportion of short everyday journeys can therefore be completed with zero emissions. The car’s electric-only mode allows it to enter emissions-capped central areas of cities with access restrictions in place for petrol or diesel-powered vehicles. The i8 Concept’s efficiency rating is further enhanced by its ability to generate energy at both axles. The electric motor at the front axle recoups maximum energy every time the driver brakes, while a high-voltage alternator hooked up to the combustion engine charges the battery, if required. Added to which, the 2+2-seater offers enough space for four people, giving it a high level of everyday practicality.

The emotional design of the BMW i8 Concept ensures its qualities are clear for all to see. Its dynamic proportions give the BMW i8 Concept the appearance of surging forward before it even turns a wheel and lend visual form to its extraordinary performance. The sophisticated concept behind the upward-swivelling doors fixed to the A-pillars underlines the car’s sporting capability and opens up access to the front and rear seats at the same time.

A series of air inlets allow the air to flow through and around the vehicle to optimum effect, ensuring extremely low drag. They also add visual emphasis to these advanced aerodynamics. Airflow plays an extremely important role at the rear of the vehicle as well. Intakes behind the passenger cell and at the rear provide a cooling flow of air through the engine compartment, while outlets in the rear diffuser and the flow of air around the rear wheels ensure the car is extremely efficient in terms of lift and downforce at both axles.

The LifeDrive architecture of the BMW i8 Concept has been carefully adapted to enhance the vehicle’s sports car character, and therefore to deliver unbeatable performance and excellent driving dynamics. The motor in the front axle module and combustion engine at the rear are connected by an “energy tunnel”, which houses the high-voltage battery. This gives the car a low centre of gravity – and the dynamic benefits that come with it. The positioning of the electric motor and engine over their respective axles and the space-saving and well-balanced packaging of all components result in an optimum 50/50 weight distribution.

The weight of every component inside the BMW i8 Concept has been minimised down to the very last detail, allowing the extra weight of the electric drive system and battery to be cancelled out. The BMW i8 Concept therefore presents the ideal environment in which to sample this very special drive concept on the road. The passengers sit – in typical sports car style – in an extremely low and enclosed position inside the CFRP-constructed Life module (mounted above the Drive module).

The sporting character of the BMW i8 Concept continues into the interior. Boasting a driver-focused environment unmatched by any BMW Group vehicle before it, the BMW i8 Concept immerses the driver fully in the unique driving experience. The purpose-built driver’s position is geared squarely towards the person at the wheel and gives optimum access to all information and controls. The three-dimensional displays are crystal clear and flash up the relevant information for the driving situation at hand. The interior as a whole is defined by the functionality of a classical BMW sports car and majors on lightness and ease of use. The BMW i8 Concept is the sports car for a new generation – pure, emotional and sustainable.

The LifeDrive architecture of the BMW i8 Concept.

The BMW i8 Concept sees the LifeDrive architecture concept adapted to suit the vehicle’s sports car character – i.e. primed to deliver leading performance and sharp dynamics. This interpretation of the LifeDrive concept takes its cues from the innovative hybrid concept of the BMW i8 Concept, which links up an electric drive system at the front axle with a combustion engine over the rear wheels to lay on an unparalleled driving experience.

In a departure from the purely horizontal configuration favoured for the BMW i3 Concept, the LifeDrive architecture of its BMW i8 Concept sibling also features vertical layering in the front axle module, passenger cell and rear axle module. The drive systems powering the BMW i8 Concept are integrated into the front and rear axle modules, with the CFRP Life module providing the bridge between the two. As a plug-in hybrid, the BMW i8 Concept is not designed purely for all-electric propulsion, and therefore carries fewer battery cells than the BMW i3 Concept. These are stored in the Life module inside an energy tunnel, a structure similar to a central transmission tunnel. The front and rear axle modules therefore combine with the passenger cell and battery to form a functional unit, which adopts not only load-bearing responsibilities but also extensive crash functions. The location of the high-voltage battery in the energy tunnel gives the vehicle a low centre of gravity, and this enhances its dynamics. Together with the positioning of the motor and engine over the axles, the result is optimum 50/50 weight distribution. Intelligent lightweight design and the innovative use of materials produce extremely low unsprung and rotating masses, which is good news for the car’s driving dynamics, acceleration, range and fuel economy. All in all, the BMW i8 Concept offers the ideal environment in which to experience the special drive concept and distinctive sports car character of theBMW i8 Concept on the road.

The BMW i8 Concept’s axles are designed to deliver optimum handling properties, in keeping with the car’s sporting profile. The multi-link front axle provides the ideal geometric platform for an extremely flat and aerodynamically efficient silhouette. The front axle construction is also designed explicitly to handle the twin demands of the steering and drive system. It eliminates any drive forces which may otherwise affect the steering, ensuring optimum handling in every situation.

In the CFRP Life module passengers sit low down and enclosed – in classical sports car style – between the motor and engine. Between them runs the energy tunnel that intersects the interior. Swivelling doors fixed to the A-pillars provide large openings that allow access to both front and rear seats. Four seats make the BMW i8 Concept a practical everyday vehicle that brings together the full array of positive BMW attributes.

Best of both worlds – the BMW i8 Concept.

Whereas the BMW i3 Concept always drives on electric power, the i8 Concept combines the advantages of two different drive systems – an electric motor and an internal combustion engine. As a plug-in hybrid it offers the best of both worlds, combining maximum efficiency with maximum performance. A 0-100 km/h (62 mph) acceleration time of under five seconds, combined with fuel consumption in the European test cycle of less than 3 litres/100 km (approx. 94 mpg imp) and average real fuel consumption of between five and seven litres (40 – 56 mpg imp) even with a fast driving style are figures unrivalled by any conventional internal combustion-engined vehicle in this power class. Depending on charging habits and the nature of the route, it is even possible to improve on these figures. The secret is the intelligent configuration of the two drive units. In the BMW i8 Concept, the electric motor is not a secondary power source but an equal partner of the internal combustion engine. In this way the BMW i8 Concept achieves a new, ideal balance between the two drive units which results in an optimal combination of efficiency and dynamism.

The electric motor has been adopted from the BMW i3 Concept and modified for use in the BMW i8 Concept’s hybrid power train. It drives the front axle, while a 164 kW/220 hp turbocharged three-cylinder petrol engine developing up to 300 Nm (221 lb-ft) of torque drives the rear axle. Together, the two drive units take the vehicle to a governed top speed of 250 km/h (155 mph). Like the electric motor, the 1.5-litre three-cylinder petrol engine was developed entirely in-house by the BMW Group and represents the latest state of the art in conventional engine design. The pairing of these two drive units in the

BMW i8 Concept reflects the outstanding expertise of the BMW Group in the development of both engines and electric motors.

The energy supplied by the application-designed battery system installed between the front and rear axle modules to the electric motor at the front axle gives the BMW i8 Concept an all-electric driving range of approximately 35 kilometres (20 miles). The battery can be fully recharged in two hours at a standard power socket. The electric motor of the BMW i3 Concept has been specially modified for use in the plug-in hybrid power train of the BMW i8 Concept, i.e. for operation with a smaller battery pack and in conjunction with an internal combustion engine.

A highlight of the BMW i8 Concept is the high-voltage generator attached to the internal combustion engine, via which the internal combustion engine can generate power for recharging the batteries. This option is only used to increase the range of the vehicle while out on the road, and is not intended as a substitute for stationary recharging at an electric power socket.

Maximum performance in all driving situations.

Although the BMW i8 Concept has all-electric capability, the big attraction of this vehicle lies in the combination of the two different propulsion systems. The BMW i8 Concept combines the high-torque responsiveness of an electric motor with the power of an internal combustion engine, a field in which BMW has specialised for many decades. The BMW i8 Concept makes the most of the specific advantages of the two propulsion systems, which complement and support each other perfectly. The two power sources dovetail smoothly to compensate for any loss of power during gear changes. The combined result is that the BMW i8 Concept provides very dynamic acceleration performance across the entire road speed range.

Driving dynamics.

All four wheels of the BMW i8 Concept can be driven at the same time, similarly to an all-wheel-drive vehicle. This solution combines the driving dynamics advantages of front-wheel drive, rear-wheel drive and all-wheel drive. An optimal drive configuration can therefore be provided to suit all driving situations.

When accelerating on dry roads, for example, maximum traction is available at all four wheels, resulting in better driving dynamics and driving enjoyment even when pushing the vehicle hard. In winter, too, the two separately driven axles provide benefits, the four intelligently driven wheels making for enhanced safety on slippery roads and keeping the vehicle moving under almost all winter conditions.

The fact that the electric motor is located at the front axle of the BMW i8 Concept optimises braking energy recuperation, since the front axle is where greater braking forces are developed due to the dynamic wheel load shift when decelerating. Whenever there is a chance to recuperate braking energy, intelligent driving dynamics systems make the most of it, taking into account traction conditions and driving situation, without compromising stability and dynamics. This allows very high levels of braking energy recuperation even in the wet or in snow. Depending on requirements, braking is initially provided by the recuperation function and only when more powerful braking is required is the conventional brake system engaged.

Efficient and dynamic – the BMW i8 Concept

The design of the BMW i8 Concept is as special as the car’s overall concept, embodying the perfect synthesis of technology and aesthetic allure. Its sweeping lines and flat silhouette lend the vehicle a strikingly dynamic appearance even when standing still. Taut surfaces and precise edges combine to form an extremely sculptural and organic surface structure. The BMW i8 Concept appears to have been cut from a single mould, with the front end, flanks, rear end and roof flowing smoothly into one another. Dynamic surfaces and forms generate attractive light and shadow effects, which add emotional emphasis to the car’s light and sporty character. A large, transparent greenhouse lends the exterior an extraordinary feeling of lightness and highlights the exceptional efficiency of this vehicle concept. Short front and rear overhangs round off the sporting overall impression. Despite its dynamic appearance, the 2+2-seater can accommodate four people, giving it a high degree of everyday practicality.

As with the BMW i3 Concept, layering again serves as the central design element of the interior and exterior. The individual vehicle components are also clearly visible from the outside, the black and transparent Life module clearly setting itself apart from the silver-coloured body components around it. The overlapping surfaces and carefully positioned joints enable a reduction in the number of parts required and therefore also a drop in the car’s weight. Indeed, the airflow-optimising surface structure can meet aerodynamic requirements without the addition of extra body elements. This layering approach lends the BMW i8 Concept an extremely technical and cutting-edge appeal.

The design language of the BMW i8 Concept.

Dynamic side view.

The precise lines along its flanks and hallmark BMW i “stream flow” give the BMW i8 Concept a strong sense of powering forward even when it is standing still. Plus, the compact packaging of the electric motor over the front axle has allowed the designers to give the car an extremely low and aerodynamically efficient front end. The BMW i8 Concept’s doors swing upwards like wings to provide an undeniably emotional and sporting allure. The high-strength carbon passenger cell allows large door openings which give access to the front and rear seats at the same time. Like the rest of the exterior, the construction of the doors is shaped by the overlapping of several layers of material. Below the doors, the silver-coloured layer moulds the car’s flanks into a powerful wedge shape, opening out from the door sills towards the rear. A blue flourish accentuates the dynamic presence of the sills. Together, the bonnet and door sill sculpting emphasise the BMW i8 Concept’s forward-surging stance, and their smooth lines imbue the car with an extra lightness.

Striking front end.

The BMW i8 Concept also displays its dynamic sports car persona when viewed from the front. A number of different levels interact with one another in the design of the front end, while sculptural air intakes and channelling ducts evoke a feeling of depth. The expressive surface treatment exudes dynamic verve and advertises the car’s sporting potential. The broad kidney grille and flat headlights emphasise the car’s low-slung and dynamically wide-set stance. The full-LED headlights of the BMW i8 Concept also adopt the signature BMW i U-shape with two adjacent arches. Set back slightly into the body and framed by a U-shaped surround, the headlights give the car a sporty and urbane appeal.

A black, semi-transparent “V” rises out of the bonnet just behind the kidney grille, opening out towards the windscreen and guiding the eye to the electric motor below. The “V” also offers the first glimpse of the CFRP module and extends back towards the rear like a black band to provide a visual connection between the different sections of the car.

Sporty rear end.

Similarly to the front end, the rear of the car is also very low, horizontal and sculptural in design. The silver-coloured side sections form a striking vertical frame around the rear of the car, with a precise line extending out to the sides enjoying particular prominence. This line also serves as a spoiler lip and emphasises the aerodynamic efficacy of the rear end. In its centre the silver-coloured and blue-framed rear diffuser is a wider and lower interpretation of the version on the BMW i3 Concept, adding a distinct sporting flavour to its relationship with its stablemate.

In this area of the car the exceptional sporting credentials of the BMW i8 Concept are expressed in width-accentuating lines, three-dimensional air outlets and “floating” tail lights with air through-flow. The tail lights, which also have a distinct horizontal design, are integrated into the upper layer of the rear and share the signature U-shape of the BMW i light concept.

BMW i8 Concept: putting the dynamic into aerodynamics.

The efficient aerodynamics of the BMW i8 Concept can be seen in a host of different details. Numerous parts of the car’s body serve as air guidance elements. Narrow openings around the front apron guide the inflowing air into two AirCurtains. These enclosed ducts channel the air along the inside of the front apron to the wheel arches, where it is expelled at high speed through an extremely narrow outlet, brushing past the tyre sidewalls as it goes. The out-rushing jet of air hangs like a curtain over the sides of the front wheels and minimises turbulence in this area. Added to which, the car’s underbody is totally enclosed and has a smooth surface to counteract the under-car turbulence that would otherwise push up fuel consumption. Meanwhile, the hallmark “stream flow” on the sides of the car highlights its optimised air flow and air channelling capability. Moving further back, the structures above the tail lights and the large air outlets underline the reduction in drag achieved over the vehicle as a whole

Purpose-built interior.

The transparent surfaces in the doors and roof give the exterior and interior design of the BMW i8 Concept the appearance of merging into one another. The clear forms of the interior provide an attractive contrast to the dynamically flowing exterior and lend the cabin a special lightness and dynamic flair. The colour concept and underlying structure of the BMW i8 Concept interior closely mimic those of the BMW i3 Concept. Here again, the Porcelain White support structure, black technical level and comfort section with Mocha Brown leather are split into three different layers. Stream Blue touches on the centre console, instrument panel and seats lend stylistic expression to the efficiency and sustainable character of BMW i in the interior. Naturally tanned leather and warm colours underline the light, high-quality and sustainability-focused ambience inside the BMW i8 Concept. A light felt with three-dimensional meshing provides the floor covering and emphasises the dynamic flavour of the interior as a whole.

The arrangement of the air vents, control panels and displays also betrays the car’s family ties to its BMW i3 Concept sibling. Overall, however, these features have a more sporting character and are geared much more clearly towards the driver. Indeed, a level of driver focus beyond that of any BMW Group vehicle before it allows the BMW i8 Concept to immerse the driver fully in the unique experience behind the wheel. The purpose-built driver’s position puts the driver squarely at the centre of the action and gives him easy access to all information and controls. The three-dimensional displays are extremely clear and flash up the relevant information for the driving situation at hand. At the same time, occupants in the BMW i8 Concept sit in a highly integrated position low down in the car and are separated by the battery running lengthways through the interior. This longitudinal bisection of the cabin underlines the sporting and forward-looking character of the BMW i8 Concept interior. Like a road map above the passengers’ heads, the organic, longitudinal structure of the transparent roof reflects the inspiration for the car and its key focus on delivering a dynamic driving experience.

Layering in the interior.

The driver-focused design can also be seen prominently in the distinctive layering of the interior. Surfaces, levels and joins form functional areas and mark them out from one another. For example, the interplay of various levels gives the driver’s area a very three-dimensional design and clearly sets it apart from the front passenger area. In a clear gesture towards the person behind the wheel, the lines around the driver all converge into the binnacle to form an extremely focused driver’s position. Driving functions such as the gearshift lever, start/stop button and parking brake are arranged around the driver on the centre console and are also extremely driver-oriented graphically.

The driver’s position also dominates a second level within easy reach of both driver and front passenger. This is where they will find the iDrive Controller with touch-control surface and the climate control unit. The central information display, meanwhile, is positioned above the instrument panel. The freestanding design of the unit gives it a particularly intricate and high-quality feel. The instrument panel integrates the controls for the audio and climate control system almost seamlessly into the surrounding surface. They are illuminated with LEDs, giving them a very pure touch-control look. However, their button-based design allows them to provide feedback through the fingertips, accentuating the sporting character of the BMW i8 Concept.

Here again, the layering concept fuses functionality and stylishly minimalist design to innovative effect. Elements such as the central air vents not only have the task of enhancing comfort, they also form part of the cockpit architecture. At the same time, the use of layering also gives visual form to the principle of lightweight design in the interior and, together with the generous amount of exposed carbon in the Life module, emphasises the car’s low weight. The rear seats are fixed solidly to the floor, but at first glance they appear to be floating, giving this area of the car a light and contemporary feel.

Optimum information.

Two large displays give the driver access to the relevant information for the driving situation at hand and help him to operate connectivity-related applications. The 8.8-inch (22.4 cm) central information display is joined by an equally large display taking the role of the instrument cluster. Indeed, its high-quality presentation in the binnacle makes it look far larger. In normal driving mode the two drive systems are depicted by a pair of ellipses, which supply information on their operation at any given time. Other information – such as the available range and fuel level – can be found here, too, and the driver can also call up three-dimensional navigation instructions in addition to the other readouts. The displays in this area share the high-quality, modern and pure design which has been established as a hallmark of BMW i. In ECO PRO mode the displays turn blue in colour, confirming the change in functional emphasis, while an efficiency display tells the driver how much further the car can travel before recharging or refuelling, and shows the optimum accelerator position to maximise efficiency. If the driver switches to Sport mode, the colour of the display information changes to orange and the ellipses rotate and point in the direction of travel. A large readout of the car’s speed is displayed digitally between the ellipses. This extremely dynamic display concept brings the emotional driving experience to the screens and, with its uncomplicated approach to showing information, helps sharpen the driver’s focus on the primary task at hand. In every driving mode, this display concept ensures the driver is shown the information he requires at that moment in time to do the best possible job of piloting the car.