2010 Audi e-tron Concept

Audi is showing an uncompromising purist compact sports car with all-electric drive at the 2010 NAIAS. The Detroit Audi e-tron Concept is 3.93 meter (154.72 in) long and 1.78 meter (70.08 in) wide but just 1.22 meter (48.03 in) tall two-seater; just a few months after the debut of the Audi e-tron Concept at the 2009 Frankfurt Motor Show, this is now the second electric concept vehicle from the brand with the four rings.

Coupled with the Detroit Audi e-tron Concept's low gross weight of around only 1,350 kilograms (2976.24 lb), high-torque power units driving the rear wheels guarantee commensurate road performance. Two electric motors with a combined output of 150 kW (204 hp) and 2,650 Nm (1954.54 lb-ft) accelerate the coupe with ASF-design aluminum body from 0 to 100 km/h (62.14 mph) in just 5.9 seconds. The Audi e-tron Concept accomplishes the sprint from 60 to 120 km/h (37.28 - 74.56 mph) in a mere 5.1 seconds.

The Detroit Audi e-tron Concept is able to distribute its electric motors' high torque between the wheels entirely as required. Its "torque vectoring" is the key to a thrilling level of active precision and excellent traction. Thanks also to its low weight, short wheelbase and perfect weight distribution for dynamic handling, the Audi e-tron Concept has all the drivability of a go-kart - agile, good on bends and neutral right up to the very high handling limit.


Lithium-ion batteries, located for an optimal center of gravity behind the passenger compartment and ahead of the rear axle, make an effective energy content of 45 kilowatt-hours available. This makes an operating range of up to 250 kilometers (155.34 miles) realistically possible.

As previously with the first Audi e-tron Concept car shown in Frankfurt, Audi again bases all components in this electric vehicle on an integral concept with many revolutionary details: a heat pump as an efficient means of heating up and maintaining the interior temperature. The drive system, power electronics and battery have innovative thermal management - crucial for maintaining a high operating range coupled with outstanding interior comfort.

Design and package

Audi is presenting a further variant of an electric vehicle in the form of the Detroit Audi e-tron Concept. The vehicle body has a powerful, wide and muscular stance on the road, and looks extremely compact and puristic not least thanks to the typically short sports car wheelbase of just 2.43 meters (95.67 in) - a whole 22 centimeters (8.66 in) shorter than the Audi R8.

The sweeping line of the front end and the flat curved roof immediately identify the two-seater as an Audi. The sides reveal familiar contours: The way the dynamic line is tailored above the sill and the prominent wheel arches, as is typical for an Audi R, combine the front, side and rear into a monolithic entity and strongly emphasize the typical Audi feature of round wheel arches enclosing the large 19-inch wheels. The highly tapered front end gives the Detroit Audi e-tron Concept distinctly wedge-shaped basic proportions.

1.78 meters (70.08 in) wide, just 3.93 meters (154.72 in) long and 1.22 meters (48.03 in) tall - those are the classic proportions of a sports car. That leaves space ahead of the rear wheels for the 399 kilogram (879.64 lb) battery unit, with converter and power electronics.

The two electric motors, which have their own cooling system, are mounted on the rear axle. This special package, featuring a 40:60 weight distribution, ensures perfect balance, which contributes to the driving dynamics of the Audi e-tron Concept.

The trapeze of the single-frame grille dominates the distinctly wedge-shaped front end and is flanked by two large air intakes. The top of the grille merges into the flat strips of the adaptive matrix beam headlight modules with their clear glass covers. All light units use ultra-efficient LED technology.

The headlights are the core of a fully automatic light assistance system that reacts flexibly to any situation. The new technology recognizes weather conditions and adapts the illumination to rain or fog. The technology at the heart of the light assistance system is a camera that works together with a fast computer to detect oncoming traffic, recognize lanes and measure visibilities, such as in the event of fog.

If there is oncoming traffic, the high beams are turned off in the corresponding section of the illumination field. The cornering light system analyzes data from the navigation system and illuminates corners before the driver steers into them. The Detroit Audi e-tron Concept does not have conventional fog lamps that consume additional power. It intelligently varies the low beams instead; in fog, for example, it produces a wider, more horizontal illumination field, thus significantly reducing the glare from the car's own lights.

The variability of the headlights is also reflected in their design. The LED elements change appearance and thus the character of the front end of the vehicle depending on the speed driven and the ambient conditions. The innovative lighting technology now offers the Audi designers almost as much design freedom as the shape of the body does.

One design element that is specific to electric vehicles developed by Audi - such as the Audi e-tron - are the air intakes in the single-frame grille and behind the side windows on the C-post. They are closed flush under normal circumstances and opened by retracting slats when additional cooling air is required. The slats above the drive unit then also open to provide a better through-flow of air. These measures, too, maximize efficiency - the concept car is outstanding for an already low drag coefficient that is further improved when the flaps are closed.

The ASF body

Systematic lightweight construction is an even more important prerequisite for efficiency and range with electric vehicles than for conventionally powered automobiles. Lightweight construction is moreover the key to thrilling handling characteristics. Audi developers focused on a core competence of the company when creating the Detroit Audi e-tron Concept: The body structure is based on Audi Space Frame technology (ASF), with a hybrid design approach adopted. All add-on parts - doors, lids, sidewalls and roof - are made of a fiber-reinforced plastic.

The combination of aluminum and carbon fiber-reinforced composite material guarantees supreme rigidity coupled with low weight. Audi will soon use this technology in a similar form for future production vehicles. Despite the complex drive system layout with two electric motors and a high-capacity battery system, the total weight of the Audi e-tron Concept on display in Detroit is only around 1,350 kilograms (2,976.24 lb).

Interior and operating concept

Visual and functional references to the new drive concept characterize the purist interior design. They establish a connection between proven Audi genes and new formal hallmarks. Typical for the Audi design idiom is the reduction of the architecture, controls and information output to the essentials in favor of visible lightweight construction and a tidy overall impression.

The slim dash has a curve that extends laterally into the door panels. With no need to allow for a transmission, shifter and cardan tunnel, the designers took advantage of the opportunity to create a particularly slim and lightweight center tunnel and convex, arching center console. The flush gear selector, with which the driver chooses between the modes forward, reverse and neutral, emerges from the tunnel when the vehicle is started.

The Audi e-tron's cockpit, which represents a further development in an electric vehicle, is also oriented toward the driver - a further characteristic Audi trait. Instead of the classic instrument cluster, the concept car is the first Audi to be equipped with a large built-in central display with integrated MMI functions. It is flanked by two round dials.

The MMI is controlled via a scroll pad with a touch-sensitive surface on the steering wheel ("MMI touch") - an element inspired by modern smartphones. The steering wheel itself is clearly flattened off at both the top and bottom, in a clear reference to motor sport.

A smartphone that can be integrated into the front section of the center console interfaces between the vehicle, the driver and external information sources. The driver can use a suitably equipped conventional smartphone as a car phone, address database, navigation system and video player. At the same time they can also use it as an operating unit for many specific on-board systems in the Audi e-tron Concept. Many phones that are suitable for these functions are already available from various manufacturers.

The driver can then enter their route plan or adjust the sound system to their individual preferences, all from the comfort of their own home, for example. The Smartphone and vehicle communicate via the mobile communications network, even over considerable distances.

The system also provides a security function for the owner; within the range of the WLAN it can constantly monitor the current status of the vehicle, for instance whether all windows and doors are closed. If the Audi e-tron Concept on display in Detroit is parked at a charging station, for example, it also sends details of the current charge status to the driver's smartphone.

While an analog speedometer on the driver's right provides speed information, the instrument dial on their left tells them how much power is being drawn. The central display shows the range in the status bar and presents all key information from the infotainment and navigation systems. It also provides the driver with relevant data from the vehicle's communication with its surroundings. The instruments combine the analog and the digital worlds into a single unit.

Characteristic for the concept of the Audi e-tron - and therefore also characteristic for a further development in an electric vehicle - is the near total elimination of switches and small components such as the ignition. The climate control unit is located to the right above the steering wheel. The display provides temperature and ventilation information. Again drawing inspiration from a smartphone, the system is controlled by means of a touch-sensitive sliding control.

The equally racing-inspired lightweight bucket seats combine excellent lateral support with comfort. Two contrasting colors delineate the various zones of the interior. The colors and the high-quality materials combine elegance and sportiness.

Drive system and energy supply

Two asynchronous electric motors with a total output of 150 kilowatts (204 hp) give the Detroit Audi e-tron Concept the performance of a genuine sports car. The concept car can accelerate from 0 to 100 km/h (0 - 62.14 mph) in 5.9 seconds if necessary, and goes from 60 to 120 km/h (37.28 - 74.56 mph) in 5.1 seconds. The torque is distributed selectively to the wheels based on the driving situation and the condition of the road surface, resulting in outstanding traction and handling.

The top speed is limited to 200 km/h (124.27 mph), as the amount of energy required by the electric motors increases disproportionately to speed. The range in the NECD combined cycle is approximately 250 kilometers (155.34 miles).

The energy storage unit is charged with household current (230 volts, 16 amperes) via a cable and a plug. The socket is behind a cover at the back of the car. The charging time when the battery is empty is around 11 hours, but heavy current (400 volts, 32 amperes) cuts this to around just two hours.

The battery is charged not only when the car is stationary, but also when it is in motion. The keyword here is recuperation. This form of energy recovery and recharging of the battery is already available on many Audi production models. During braking, the alternator converts the kinetic energy into electrical energy, which it then feeds into the on-board electrical system.

The Detroit Audi e-tron Concept in its further developed version goes one decisive step further into the future; an electro-mechanical brake system means the potential of electric motors for energy recovery can now be exploited. A hydraulic fixed-caliper brake is mounted on the front axle, with two novel, electrically actuated floating-caliper brakes mounted on the rear axle. These floating calipers are actuated not by any mechanical or hydraulic transfer elements, but rather by wire ("brake by wire"). In addition, this eliminates frictional losses due to residual slip when the brakes are not being applied.

By virtue of being isolated from the brake pedal, the Audi e-tron's electric motors can convert the entire deceleration energy into electric current and recover it. The electromechanical brake system is only activated if greater deceleration is required. These control actions are unnoticeable to the driver, who feels only a predictable and constant pedal feel as with a hydraulic brake system.

An automotive first: the heat pump

The heat pump, too - which made its first appearance in an automobile on the Audi e-tron concept car shown in Frankfurt - helps to boost efficiency and range. Unlike a combustion engine, the electric drive system generally does not produce enough waste heat to effectively heat the interior. Other electric vehicles are equipped with electric supplemental heaters, which consume a relatively large amount of energy. The heat pump used by Audi - and commonly used in buildings - is a highly efficient machine that uses mechanical work to provide heat with a minimum input of energy.

A high-efficiency climate control system is used to cool the interior. It works together with the thermal management system to also control the temperature of the high-voltage battery. This is because the battery, power electronics and electric motors must be kept at their respective ideal operating temperatures to achieve optimal performance and range.

As soon as the vehicle is connected to a charging station the vehicle is preconditioned as appropriate by the thermal management and other associated systems. In cold conditions the drive system is preheated, and in hot conditions it is cooled. This preconditioning can also be extended to the interior, if necessary, so that the passengers can step into a cabin that has been heated or cooled as appropriate for their comfort.

Driving dynamics

The drive system's power is transferred to the road by the rear wheels, reflecting the Audi e-tron's weight distribution of 40:60.

Both the individual motors, which are installed behind the wheels close to the vehicle's center line as wheel drives, also enable the Detroit Audi e-tron Concept's lateral dynamics to be intelligently controlled. This also boosts traction. Similar to what the sport differential does in conventional Audi vehicles, torque vectoring - the targeted acceleration of individual wheels - makes the newly developed electric drive of the Detroit Audi e-tron Concept even more dynamic while simultaneously enhancing driving safety.

Understeer and oversteer can be corrected by not only targeted activation of the brakes, but also by precise increases in power lasting just a few milliseconds. The concept car remains extremely neutral even under great lateral acceleration and hustles through corners as if on the proverbial rails.

The chassis has triangular double wishbones made of forged aluminum components at the front and rear axles - a geometry that has proven in motor sports to be the optimal prerequisite for high agility, uncompromising precision and precisely defined self-steering behavior. A taut setup was chosen for the springs and shock absorbers, but it is still very comfortable.

The direct rack-and-pinion steering gives finely differentiated feedback. Its electromechanical steering boost varies with speed, so that the Detroit Audi e-tron Concept only has to provide energy while steering, but not while driving straight ahead.

As befits its status, the Audi concept car rolls on 19-inch wheels of 35-spoke design. 235/35 tires up front and 255/35 tires at the rear provide excellent grip. Another special feature of the tires: Audi designers created the profile specifically for the Detroit Audi e-tron Concept.

2010 BMW 135i Convertible

Starting immediately the BMW 135i Coupe and the BMW 135i Convertible come with a straight-six power unit of the latest generation for the first time combining BMW TwinPower Turbo Technology, High Precision Injection and fully variable VALVETRONIC valve management, all interacting with one another to set new standards for economy with the highest level of performance.

In conjunction with the seven-speed double-clutch gearbox (DKG) featuring Sport Automatic available as an option for the first time in the BMW 1-Series as of March 2010, these superior technologies offer a further significant reduction of fuel consumption and emissions on these top-flight performers, setting up new records in acceleration and dynamic performance.

The top engine featured in both versions of the BMW 1-Series develops maximum output of 225 kW/306 hp at 5,800 rpm from a capacity of three litres, combining spontaneous and direct response with unleashed free-revving driving qualities. Peak torque of the six-cylinder is 400 Newton-metres/295 lb-ft delivered from just 1,200 rpm all the way to 5,000 rpm.

The seven-speed double-clutch gearbox with Sport Automatic shifting gears without the slightest interruption in power and torque, is likewise designed and built for dynamic performance of the highest standard.

Sport Automatic offers not just the option to shift gears manually on the electronic gear selector lever or via the shift paddles on the steering wheel, but also the usual comfort and convenience of a BMW automatic transmission.


The combination of these two innovations in a compact car naturally guarantees driving pleasure of a new standard never seen before. Accelerating from 0 - 60 mph in just 5.0 and from 0 - 100 km/h in 5.2 seconds, the BMW 135i Coupe with its double-clutch gearbox offers the same supreme standard as a thoroughbred sports car even more than in the past.

A truly unique achievement in this performance class is average fuel consumption in the EU test cycle of 8.5 litres/100 kilometres (equal to provisional combined of approx. 22 mpg US), almost one litre/100 kilometres better than the comparable figure in the former model with its six-speed automatic transmission.

This significant reduction of fuel consumption, together with acceleration to 60 mph improved once again by 0.2 seconds, clearly confirms the progress made through BMW EfficientDynamics with this new engine and transmission technology.

The BMW 135i Convertible with double-clutch gearbox accelerates to 60 mph in 5.3 seconds and reaches 100 km/h in 5.5 seconds. Average fuel consumption in the EU test cycle is 8.6 litres/100 km (provisional combined US figure approx 22 mpg), which is 0.8 litres better than on the former model with automatic transmission.

On the same fuel consumption, this is better even than the acceleration and consumption figures of the respective models with a six-speed manual gearbox: the hand-shifted version of the BMW 135i Coupe accelerates to 60 mph in 5.1, the manual-gearbox version of the BMW 135i Convertible in 5.4 seconds (0 -100 km/h on the Coupe in 5.3, on the Convertible in 5.6 seconds).

At the same time the combination of the BMW TwinPower Turbo engine with the manual gearbox also newly developed likewise enhances all-round efficiency by a significant margin. In practice, this means a reduction of average fuel consumption by the BMW 135i Coupe to 8.5 litres and a reduction on the BMW 135i Convertible to 8.6 litres/100 kilometres (provisional combined US figure for both models approx. 22 mpg).

Outstanding innovation for optimised efficiency: first-ever VALVETRONIC on a turbocharged engine.

The new straight-six power unit of the BMW 135i Coupe and the BMW 135i Convertible owes its exceptional efficiency to the first-ever combination of BMW TwinPower Turbo Technology, High Precision Injection, and VALVETRONIC valve management.

The turbocharger system following the twin-scroll principle separating the ducts for three cylinders at a time both in the exhaust gas manifold and in the turbocharger, as well as VALVETRONIC developed to an even higher standard of efficiency, contributes accordingly to the extremely spontaneous and direct response of the drivetrain.

This kind of technology allows infinite adjustment of valve stroke and valve timing on the intake valves. Throttle losses in the charge cycle are reduced to a minimum and the energy contained in the fuel is put to maximum use. In conjunction with High Precision Injection likewise optimised to an even higher standard, this offers an unparalleled balance of driving performance and fuel economy never seen before in this class.

The BMW 135i Coupe and the BMW 135i Convertible come as standard with a wide range of BMW EfficientDynamics technologies combined with one another in an appropriate symbiosis for each specific market, including features such as Brake Energy Regeneration, a gearshift point indicator on models with a manual gearbox, a map-controlled oil pump, final drive with optimised warm-up running qualities, as well as on-demand control of the engine's ancillary units such as the pressure-controlled fuel pump.

Enhanced dynamics, greater efficiency: new six-speed manual gearbox and optional seven-speed Double-Clutch Gearbox.

Both the BMW 135i Coupe and the BMW 135i Convertible come as standard with a newly developed six-speed manual gearbox. Optimised for maximum efficiency, this high-tech gearbox features dry sump lubrication significantly reducing drag forces and completely avoiding splash losses in the interest of even greater efficiency all round.

The seven-speed double-clutch gearbox with Sport Automatic featured for the first time in the BMW 1-Series makes an even greater contribution to the optimisation of driving characteristics in the spirit of BMW EfficientDynamics. The double-clutch gearbox improves both acceleration and the efficiency of these compact top-flight performers, at the same time combining this dual progress with the comfort features of a BMW automatic transmission. The seven-speed double-clutch gearbox shifts gears without the slightest interruption of power and torque and offers the driver the choice of either automatic transmission or a manual gearshift.

The fast and smooth shift of gears allows unusually harmonious acceleration and helps to reduce both fuel consumption and emissions. The close, sporting increments of the seven gears ensure that the optimum transmission ratio is always available in all situations.

A combination of dry sump and injection lubrication serves to further optimise the efficiency of the engine through a supreme level of oil supply.

Last but not least, the double-clutch gearbox is controlled with utmost convenience either through the newly designed gear selector lever or by gearshift paddles on the steering wheel.

BMW 135i Coupe and BMW 135i Convertible: outstanding performers in the compact segment and beyond.

The new six-cylinder with BMW TwinPower Turbo Technology and the seven-speed double-clutch gearbox bring out the unique character of these top performers in the compact segment even more and in greater style than ever before. Through their performance alone, the BMW 135i Coupe and the BMW 135i Convertible achieve the supreme standard of a very powerful sports car. And at the same time the driving experience conveyed by both models boasts the agility typical of a BMW 1-Series.

Superior drivetrain technology and a concept unique in this class with rear-wheel drive, the passenger cell moved far to the back, and almost ideal distribution of axle load, offer the optimum combination for unique driving pleasure.

Both models come as standard with a modified M Aerodynamics Package and M Sports Suspension. Other standard features include DSC Dynamic Stability Control with an individualised set-up, an electronically masterminded locking function on the differential, as well as model-specific control maps for Servotronic power steering and the gas pedal, again underlining the sporting character of both models.

2009 Bentley Arnage Final Series

Bentley Arnage Final Series

Since its debut in 1998 the Bentley Arnage has conveyed an air of sophisticated understatement as the four-door flagship of the Bentley range. Over the last decade the car has undergone a process of constant refinement to its body, design, chassis and powertrain to maintain its class-leading position in the high luxury market.

To celebrate 10 years of the Arnage, 50 years of its mighty V8 engine and 90 years of the marque, Bentley Motors will launch its limited edition model at the 2008 Paris Motor Show.

Called the Bentley Arnage Final Series, the new model features a unique specification, combining the performance of the 500 bhp Bentley Arnage T with the refinement of the Bentley Arnage R and design elements from the Bentley Brooklands coupe, for the ultimate expression of British luxury and effortless power in a four-door saloon - a grand finale, for the grandest of Bentleys.

Hand crafted at Bentley's Crewe facility, the Final Series is an exclusive run of 150 cars, a unique example of the marque's flagship created to bid 'farewell' to the highly successful Arnage line in the most appropriate manner and style. Bentley Chairman and Chief Executive, Dr Franz-Josef Paefgen, explains:


"For 10 years, Arnage has enjoyed extraordinary success at the pinnacle of the luxury saloon market. The Bentley Arnage Final Series is a celebration of the Arnage era as Bentley prepares for the next generation of its flagship model."

A COMMANDING ROAD PRESENCE

For the last ten years the Arnage's combination of muscular lines and understated luxury have endowed it with a commanding road presence synonymous with all Bentley Grand Tourers, subtly conveying the car's formidable performance potential. This powerful exterior profile is underpinned by a torsionally stiff bodyshell (with an astonishing 6,500 spot welds) that helps to deliver outstanding ride and refinement.

Based on the sporting Arnage T, the Final Series offers a range of discreet exterior cues that further enhance its powerful stance. Key ingredients of the distinctive appearance include a dark-tinted Bentley matrix radiator grille with Flying 'B' mascot and dark-tinted lower grille. The iconic Flying 'B', which can retract neatly into the grille surround, was originally designed by motoring artist F. Gordon Crosby and was first used on the 1930 Bentley 8-Litre.

The Bentley Arnage Final Series is further distinguished by exterior design features first seen on the exclusive Bentley Brooklands coupe, comprising 20-inch five-spoke, two-piece alloy wheels and 'Le Mans' lower front wing air vents.

Additional unique features include body-coloured front and rear lamp bezels, 'jewel' fuel filler cap (made from billet aluminium) together with 'Final Series' wing badges and polished stainless steel treadplates to the front doors.

EXQUISITE CRAFTSMANSHIP

The Bentley Arnage Final Series will have a very special appeal to Bentley customers, as Peter Guest, Head of Department, Body & Trim, explains:

"Thanks to its hand-built exclusivity and superb quality, Arnage has become a world-wide benchmark for automotive craftsmanship. The Bentley Arnage Final Series epitomises the truly bespoke feel we aspire to and are determined to maintain."

Inside, the Bentley Arnage Final Series is everything you would expect of a bespoke Bentley, offering the highest levels of hand-craftsmanship to a small, but discerning audience. The interior offers a remarkably spacious, luxury cabin to provide the ultimate in first-class travel for four adults.

Many of the most desirable Mulliner options are included in Bentley Arnage Final Series as standard, most notably the hand-made waistrails with inset chrome strip with recessed Bentley badges, the new rear cocktail cabinet and document storage trimmed in hide, plus the beautifully designed picnic tables available in a choice of three premium unbleached wood veneers - all prime examples of Crewe craftsmanship.

Bentley is the only automobile manufacturer in the world to offer as standard a cabin trimmed entirely with leather hides - including the headlining. The hand-crafted steering wheel requires up to 16 hours of double-stitching.

A set of mirror-matched veneers for each car takes 13 days to craft, while 17 hides and almost 400 separate pieces of leather are used for the upholstery, trim and headlining. Bentley Arnage Final Series spans the many eras between traditional coachbuilding skills and 21st century high-performance automotive engineering.

As in every Bentley, peerless craftsmanship and bespoke finishing are to the fore. Every item of trim, be it veneer, hide or chromed bezel, uses authentic materials. Built by hand, the creation of each Arnage takes a minimum of six weeks and owners can take full advantage of Mulliner, Bentley's specialist commissioning department, as Trevor Gay, Personal Commissioning Manager, Mulliner elaborates:

"Up to 80 percent of Arnage customers specify Mulliner features. Mulliner is completely dedicated to fully understanding their requirements and to delivering a bespoke experience and a uniquely high level of personal service."

Bentley Arnage Final Series is available in the full Bentley range of 42 exterior colours, 25 interior hides, and three veneers, plus the comprehensive line-up of Mulliner options and its bespoke colour-matching service that enable Bentley owners to create a uniquely personal car.

To help customers finalise the specification of their Bentley Arnage Final Series, the Bentley design team recommends six classic colour and trim combinations - Titan Grey (with Anthracite interior), Royal Ebony (with Beluga), Windsor Blue (with Windsor Blue), Meteor (with Imperial Blue), Burnt Oak (with Burnt Oak) and Black Velvet (with Burgundy).

NEW FEATURE ENHANCEMENTS

Bentley Arnage Final Series buyers will also benefit from a range of standard and optional feature enhancements. Standard enhancements include:
New audio head unit - with larger display screen and an SD (secure digital) memory card slot instead of the single CD slot.
New rear cup holders - displaying Bentley craftsmanship, these removable cup holders attach to the front edge of the rear centre armrest, or can be stored inside the armrest.
New hide covered boot rail - features coordinated leather trim and a chrome strip along the top edge.
New optional enhancements available at extra cost:
iPod Interface - links to the Infotainment system and enables customers to play their favourite music through the car's audio system. Supplied with connectors for iPod, USB, Mini USB and a 3.5mm AUX jack. Includes a 12 volt power outlet for charging purposes.
Rear remote control - enables the rear seat passengers to control the infotainment system. When not in use it can be stored in a dedicated pouch inside the rear centre armrest.
Naim for Bentley world class audio system - delivers the world's best in-car sound stage. Created in partnership with Bentley by Naim Audio, a UK-based high end hi-fi manufacturer, this system features 10 speakers, a dual channel sub-woofer and a 1100 Watt amplifier - the world's most powerful production unit fitted in a car. Bentley is also the first car manufacturer to use a next-generation Digital Signal Processor (DSP) in its audio system which features eight individual modes to reproduce true emotions and a 'live' concert-like experience.

EFFORTLESS PERFORMANCE FROM CREWE'S MIGHTY V8

The engine, transmission, chassis and running gear of the Bentley Arnage Final Series are identical to those previously employed in Arnage T. In this specification, Bentley's remarkable all-aluminium 6 ¾ litre V8 engine produces 500 bhp (507PS/373kW) and 1000 Nm (738lb ft) of torque - figures that ensure that the legendary Bentley 'wave of torque' delivers effortless performance for a unique driving experience.

Acceleration to 60 mph is accomplished in 5.2 seconds (0-100km/h in 5.5 secs) with 100 mph reached in 12.1 seconds (0-160km/h in 12.0 seconds). Top speed of the Bentley Arnage Final Series is 179 mph / 288 km/h. Each V8 engine bears the signature of the team leader who oversaw its hand-built construction in the Crewe factory.

The six-speed ZF automatic transmission, first introduced for the 2007 model, ensures optimum flexibility, response and refinement. Three transmission modes (Drive, Sport and Semi-Automatic) allow the driver to take full advantage of the powerful 500 bhp V8 engine.

DYNAMIC HANDLING, SUPERB RIDE AND AWESOME BRAKING

Significantly upgraded in 2007, the Bentley Arnage's fully independent double wishbone front and rear suspension features coil springs with computer-controlled, adaptive electro-hydraulic dampers and automatic ride-height control with auto-load compensation. These endow the Arnage with impressive body control in all driving conditions, while the new five-spoke, two-piece 8.5J x 20-inch Sports alloy wheels with 255/40 ZR20 Pirelli P Zero tyres - originally developed for the Brooklands coupe - aid handling and road holding.

As an option, Bentley Arnage Final Series may be specified with carbon/silicon carbide, cross-drilled brake discs. Measuring 420 x 40 mm (front) and 356 x 28 mm (rear), these discs are the largest fitted to any production car on sale today. With eight-piston callipers, the brakes provide impressive retardation and also give an 8kg reduction in unsprung weight, benefiting steering response, ride suppleness and acceleration.

This lightweight braking system ensures virtually fade-free use, time after time, and superb resistance to disc distortion under high thermal conditions. Under normal use, the brake discs will last the lifetime of the car and pad life is doubled compared to the standard system.

The Traction Control system is calibrated with the aim of avoiding all unnecessary reductions in engine torque. The ESP logic system, which is set-up to allow spirited handling without any reduction in stability or safety, monitors the car's overall stability rather than simply loss of grip to the wheels. This reduces the amount of intervention required and restores power earlier and more progressively, allowing the power of the V8 engine to be fully exploited.

50TH ANNIVERSARY FOR BENTLEY'S MIGHTY V8

The fitment of Bentley's legendary V8 engine in the Bentley Arnage Final Series in its most powerful Arnage form is an ideal way to celebrate the 50th anniversary of this renowned powertrain.

Drawing on the wealth of aircraft engine experience gained at Crewe - manufacturing thousands of Merlin engines to power such famous British WW2 planes as the Hurricane, Spitfire, Mosquito and Lancaster - the first Bentley V8 engine was designed and built in 1959.

The fact that Bentley's V8 design has served the marque remarkably well for five decades should not come as a surprise, as Dr Ulrich Eichhorn, Member of the Board, Engineering, comments:

"The original forward-thinking design of the all-aluminium Bentley V8 was a masterpiece and so good that we have been able to improve it continuously for nearly 50 years.

Today's engine produces around two and a half times the power of its 1959 predecessor, fuel consumption is only 60 percent of the original and emissions are an incredible 99 percent lower."

In 1959 the power and torque of that first 6.23-litre 90-degree V8 engine in the Bentley S2 saloon was officially described as "adequate". Actual output was around 200 bhp with 400 Nm of torque. Today, the Bentley Arnage Final Series 6 ¾ V8 produces 500 bhp and 1000 Nm with over 90 percent of that torque available between 1,800 and 3,800 rev/min.

One of the reasons Bentley's V8 engine has evolved so successfully is the position of the exhaust valves, high in the cylinder head with short ports, originally designed for rapid heat dissipation to help engine cooling. Decades later this meant that the catalytic converters could be quickly heated thanks to the short path from valves to catalysts, which benefits exhaust emissions.

Driven by the need to meet increasingly stringent exhaust gas legislation around the world and the desire of many Bentley drivers for more power, the V8 engine has progressively evolved over the years.

In 1962 an increased compression ratio enhanced performance. Seven years later, for the Bentley T-series, the V8 engine underwent a far greater power boost with a longer stroke increasing capacity to 6 ¾ litres, where it remains to this day.

The introduction of turbocharging in 1982 delivered an even more dramatic increase in power to 297bhp to create the Bentley Mulsanne Turbo. The later introduction of port injection systems and a charge cooler for the turbo further improved performance.

In 1999 the V8 engine was introduced into the Arnage, codenamed "F1", with a single turbocharger, by now developing 400bhp/298kW and 616lbft/835 Nm of torque. This was followed in 2002 by the "F6" version featuring twin turbochargers, boosting power to 450bhp/336kW with 645lbft/875 Nm of torque.

The V8 engine underwent perhaps its most extensive development in 2006 taking power to 500 bhp and torque to 1000 Nm. The introduction of two low-inertia, quick-reacting turbochargers that operate with far greater efficiency at lower engine speeds, reach maximum turbine speed in half the time of the previous units.

Furthermore, a re-profiled camshaft with an all-new roller tappet system provided revised valve timing and substantially improved refinement. These changes also delivered increased power, enhanced durability and ensured compliance with European EU IV and US LEV II emission standards.

BENTLEY ARNAGE FINAL SERIES - TECHNICAL SPECIFICATION
POWERTRAIN
Engine type: Twin-turbocharged 90-degree V8
Engine displacement: 6 3/4 litres, 6761 cc
Maximum power: 500 bhp / 507 PS / 373 kW @ 4,200 rev/min
Maximum torque: 738 lb ft / 1,000 Nm @ 3,200 rev/min
Compression ratio: 7.8:1
Emission standards: EU IV / US LEV II
Transmission: 6-speed ZF automatic gearbox with semi-automatic and sports functions
PERFORMANCE
0-60 mph: 5.2 sec
0-100 km/h: 5.5 sec
0-100 mph: 12.1 sec
0-160 km/h: 12.0 sec
Maximum speed: 179 mph / 288 km/h
CHASSIS
Steering: 3.11 turns lock-to-lock
Steering Type: Speed sensitive, hydraulic power assisted, rack and pinion steering system
Suspension: Fully independent, double wishbones front and rear, with coil springs and computer-controlled adaptive, electro-hydraulic dampers and automatic ride-height control
Braking (front/rear): Micro-alloy ventilated discs
FUEL CONSUMPTION
Urban: 28.8 litres/100km (9.8 mpg)
Extra-urban: 14.1 litres/100km (20.1 mpg)
Combined: 19.5 litres/100km (14.5 mpg)
CO2 (EU): 465 g/km (combined)
DIMENSIONS AND CAPACITIES
Overall length: 5400 mm (212.60 in)
Overall width: 2125 mm (83.66 in)
Overall height: 1515 mm (59.65 in)
Wheelbase: 3116 mm (122.68 in)
Front track: 1602 mm (63.07 in)
Rear track: 1602 mm (63.07 in)
Width: 1932 mm (76.06 in) across door handles
Width: 1900 mm (74.8 in) with mirrors folded
Luggage compartment: 0.374m3 / 374 litres / 13.2 cu ft
WEIGHTS
Kerb weight: 2585 kg (5699 lbs)
Gross vehicle weight: 3065 kg (7948 lbs)
Front axle weight: 1535 kg (3384 lbs)
Rear axle weight: 1615 kg (3560 lbs)
Fuel tank capacity: 96.0 litres (25.3 US gallons)

2009 Brabus Mercedes-Benz SL-Class

Brabus Mercedes-Benz SL-Class

Rejuvenated by a substantial model update the fifth generation of the Mercedes SL now starts yet another chapter in the unparalleled success story of the popular Mercedes roadster. The corresponding exclusive sport program comes from BRABUS. Powerful increased-displacement engines with up to 730 hp (720 hp SAE net) / 537 kW of power, a striking designer suit, high-quality light-alloy wheels with diameters of up to 20 inches, professional suspension tuning and custom interior design: The BRABUS program leaves nothing to be desired.

The top-of-the-heap BRABUS power source for the SL 600 is the BRABUS SV12 S Biturbo engine, developed originally for the BRABUS ROCKET, the world’s fastest sedan. 730 hp (720 hp SAE net) / 537 kW of power and a whopping peak torque of 1,320 Nm (973 lb-ft), electronically limited in the car to 1,100 Nm (811 lb-ft), are the result of numerous modifications. During the displacement increase from 5.5 to 6.3 liters the engine’s interior is completely reworked. In addition the engine is fitted with a more efficient turbocharging system and a stainless-steel high-performance exhaust system with metal catalysts. Power is transferred via a reinforced five-speed automatic transmission and a special BRABUS limited-slip differential that is available for all SL models.


A sprint time of 4.0 seconds from rest to 100 km/h (62 mph), 10.5 seconds to 200 km/h (124 mph) and – depending on final drive ratio and tire speed rating – an electronically limited top speed of 350 km/h (219 mph) make the BRABUS SV12 S Biturbo roadster one of the world’s fastest sports cars.

BRABUS tuning is also available for the SL 65: The BRABUS T 12 S performance kit increases power output by 40 hp (DIN and SAE net) / 29.4 kW. The BRABUS T 65 S power kit bumps power output to 715 hp (705 hp SAE net) / 526 kW and peak torque to 1,100 Nm (811 lb-ft).

The SL 63 AMG also receives some added power with BRABUS B63 S tuning. Sport air filter, high-performance metal catalysts and newly programmed engine electronics add 40 hp (DIN and SAE net) 29.5 kW to the power output of the fast-revving V8 engine, and increase top speed to 320 km/h (200 mph).

The four-valve-V8 engine of the SL 500 (US: SL550) with BRABUS 6.1 S displacement increase produces 462 hp (456 hp SAE net) / 340 kW of power at 6,200 rpm and a peak torque of 615 Nm (453 lb-ft) at 3,100 rpm. The BRABUS 4.0 displacement engine with 332 hp (327 hp SAE net) / 244 kW of power and 420 Nm (310 lb-ft) of torque is available for the V6 four-valve engines of the SL 280 and SL 350.

The stainless-steel BRABUS sport exhaust system with four chrome-plated tailpipes is a must for all BRABUS high-performance engines. But it is also the answer for all SL owners wishing for a sportier exhaust note and for a more striking rear appearance of their two-seater.

To add sporty emphasis to the elegant lines of the new Mercedes SL series, the BRABUS designers went into the wind tunnel to develop a strikingly styled aerodynamic-enhancement kit.

The front of the SL receives some added pizzazz with the BRABUS front apron that replaces the production bumper. It features LED daytime running lights as well as auxiliary high beams and fog lamps, and reduces lift on the front axle at high speeds.

The elegantly shaped BRABUS rocker panels each have three entrance lights integrated into their underside. The lights are activated with the keyless fob or by pulling on an inside door handle. The LED lights illuminate the ground on either side of the vehicle and help avoid unfortunate missteps into puddles or holes in the dark.

The BRABUS design package for the latest SL-class is rounded out by a rear component that integrates environmental lighting, a centrally mounted rear reflector and two cutouts for the sport exhaust system.

Just as important for a customized look are one-piece and multi-piece BRABUS Monoblock light-alloy wheels, which can be mounted on the new roadster in four different designs and with diameters of 17, 18, 19 and 20 inches. The largest possible tire/wheel combination on the new SL features BRABUS Monoblock VI, E or S wheels in size 9Jx20 in front with size 255/30 ZR 20 tires. The rear axle rolls on size 10.5Jx20 wheels with size 305/25 ZR 20 tires. BRABUS recommends high-performance tires from Pirelli and YOKOHAMA.

To further improve the already potent handling capabilities of the new Mercedes SL, BRABUS has developed special suspension solutions. For the SL 280 and 350 models with conventional suspension BRABUS offers its sport springs. For all SL models with ABC active suspension BRABUS has developed an electronic module that lowers the ride height by some 25 millimeters. Sport sway bars reduce body roll.

BRABUS high-performance brake systems for the SL-Class are available in four different versions. The largest one features vented and cross-drilled front discs measuring 375 x 36 mm (14.8 x 1.4 inches), and 12-piston fixed calipers. The rear discs measure 355 x 28 mm (14.0 x 1.1 inches) and come with six-piston fixed calipers.

BRABUS also customizes the interior of the two-seater by upping the level of luxury. The list of products includes scuff plates with illuminated BRABUS-logo, an ergonomically shaped sport steering wheel with shift paddles, and an exclusive BRABUS custom interior crafted from an exquisite combination of especially soft yet durable BRABUS Mastik leather and Alcantara.

2009 Bugatti Galibier Concept

As the climax of its centenary celebration ceremonies, Bugatti Automobiles S.A.S. presented customers and opinion-makers with the Bugatti Galibier Concept, intended to be the most exclusive, elegant, and powerful four door automobile in the world last weekend in Molsheim. At the historic site where Ettore Bugatti once laid the cornerstone of his company, Bugatti's current president, Dr. Ing. Franz-Josef Paefgen emphasised that the Bugatti Galibier 16C is one of several concept studies with which the company is considering for the future of the Bugatti marque.

Art - Forme - Technique: those are the brand values to which Ettore Bugatti and his son Jean oriented themselves in order to develop even more powerful engines and even more noble body designs for each new model, which were without equal in quality, handling, speed and elegance. In the process, they experimented again and again without compromise with new materials; thus was Bugatti one of the first manufacturers to use aluminium parts for bodies, engine blocks and wheels.

Art - Forme - Technique are also the brand values to which the design and engineering team of Bugatti Automobiles S.A.S. oriented themselves in the development of the Bugatti Galibier. With this new four-door concept car, Bugatti assumes anew a leading role in the use of new material combinations. Thus the body is constructed of handmade carbon fibre parts coloured dark blue so that, when illuminated, the woven structure shimmers through strikingly. Carbon fibre not only possesses unusually great rigidity but is also especially light. The wings and doors are out of polished aluminium.


The Bugatti Galibier's design masters the challenge of uniting sportiness with the comfort and elegance of a modern four-door saloon. The basic architecture picks up on the torpedo-like character of the Type 35, which was already revived in the Bugatti Veyron, and reinterprets it. With the typical Bugatti radiator grille, big round LED headlights and the clamshell running the length of the vehicle which became synonymous with the brand identity under Jean Bugatti in the Type 57, this car transports the Bugatti genes into the modern world.

Beneath the bonnet, which folds back from both sides, there resides a 16-cylinder, 8-litre engine with twostage supercharging. What makes this engine special is that it was developed as a flex-fuel engine and can optional be run on ethanol. Four-wheel drive, specially developed ceramic brakes and a new suspension design enable the agile, always-sure handling of a saloon of this size.

The interior reflects the elemental design of the exterior. The dash panel has been reduced to the essential; two centrally located main instruments keep even the rear passengers constantly informed of the actual speed and previous performance. Parmigiani, the Swiss maker of fine watches, created the removable Reverso Tourbillon clock for the Bugatti Galibier, which may be worn on the wrist thanks to a cleverly designed leather strap.

"Galibier" is not just the name of one of the most difficult alpine passes along the Tour de France but, in its time, was a version of the four door Type 57 unequalled in sportiness and elegance.

2005 Buick Royaum

Buick Royaum (2005)

2010 Cadillac SRX

Cadillac SRX

Cadillac provided a special sneak preview of the next-generation Cadillac SRX Crossover, a 2010 model that will launch worldwide in the fall of 2009.The all-new Cadillac SRX is intended to bring a more dynamic alternative to the heart of the luxury crossover segment, featuring a fresh iteration of Cadillac's signature design language.

"The next-generation Cadillac SRX is the result of the continued exploration and refining of Cadillac design language, with the goal of creating dramatic presence in the luxury crossover space," says Clay Dean, Cadillac design director.

Details of the all-new Cadillac SRX will be released later. The 2010 model will replace the current Cadillac SRX Crossover, which launched in 2004 as a key component of Cadillac's ongoing product renaissance and global expansion. This next-generation crossover is similar in styling and proportion to Cadillac Provoq Concept that appeared in many auto shows during 2008.

The all-new production model is being developed to achieve excellent driving dynamics and wet-weather traction, with an elegantly modern cabin designed to accommodate five passengers and ample cargo.

"The next-generation Cadillac SRX, along with the new Cadillac CTS Sport Wagon, showcases Cadillac taking its dramatic design into new directions, particularly cars and crossovers that are the right size at the right time for today's luxury consumers," said Jim Taylor, Cadillac general manager.