Top Speed Zone

Honda CR-Z Concept: Honda's Next Hybrid?

2008-05-27T09:46:00.000-07:00

Looks like: A sports car meets a beluga whale
Defining characteristics: Bulbous nose, hybrid powertrain
Ridiculous features: Mesh interior materials may look good in a concept, but they won’t meet any safety or comfort standards in the real world
Chance of being mass-produced: Not only could this be Honda’s next mass-production hybrid, it could be the replacement for the once popular CR-X

Honda is using the Tokyo Motor Show later this month to debut mainstream cars like the next-generation Fit as well as this concept, the CR-Z. Honda has been hinting that its next hybrid will be a sporty car that will be the most affordable, efficient hybrid to date. The CR-Z concept is the most concrete evidence we’ve seen from Honda that it actually has plans to roll out that dream hybrid.

Audi R8 2008

2008-05-27T09:33:00.000-07:00

Audi has incorporated the name and the genes of the five-time Le Mans winner, the Audi R8, into a spectacular sports car. Three years after the unveiling of the Audi Le Mans quattro concept car, the production version will be making its debut at the Paris Motor Show in the guise of the new Audi R8 mid-engined sports model. It is a fascinating driving machine and the sporty pinnacle of the Audi brand. The mid-mounted 420 bhp V8 FSI engine, quattro permanent four-wheel drive and Audi Space Frame aluminium body form the basis for truly outstanding driving dynamics. The Audi R8 will be available to order from 28 September 2006; first deliveries will be made in the first half of 2007.

Audi has recorded countless motorsport victories on race tracks all over the world. Following the rally successes of the Ingolstadt brand in the 1980s, and its triumphs on the touring car circuit, the world of long-distance motor racing was without a doubt the biggest challenge yet faced by Audi’s motorsport engineers.

And they mastered this challenge in style too: the Audi R8 won the prestigious Le Mans 24 Hours five times – from 2000 to 2002 and in 2004 and 2005 – and on two occasions even took the first three places.

Following on from rally success with the revolutionary Audi quattro and the triumphs of its touring car, Audi has added another chapter to the history of motor sport with the R8 racing car: with five wins to its name in the Le Mans 24 Hours, the R8 is the most successful model ever to have competed on the legendary circuit at Le Mans. In a total of 79 starts at venues all over the world, this exceptional athlete has emerged victorious on a total of 62 occasions.

The repeat winner was thus the ideal role model for the new production sports car. The genes of the triumphant racing car were also passed on to the passenger car – which admittedly feels distinctly at home on the racetrack, too – in the model designation R8. The mid-engine concept is as integral to this genetic stock as the high-revving V8 engine with FSI petrol direct injection and the sequential gearbox with steering-wheel control. Whereas the use of quattro permanent four-wheel drive was prohibited on the racing version, the new R8 can of course now be equipped with it, for superior road behaviour and safety in all conditions.

The wide, full shape of the R8 seems to hug the road. It demonstrates its potential through its imposing proportions, accentuated wheel arches and substantial air apertures. It is like no other Audi before it – with the unmistakable proportions of a mid-engine car. These proportions are dictated by the forward position of the cabin and the clearly separate engine compartment behind it. A characteristic feature of the side view of the R8 is the "sideblade", which visually accentuates the engine’s position as well as acting as an air deflector.

And yet the R8 is undeniably first and foremost an Audi, not just because of the characteristic single-frame grille at its front end. For the first time, the four rings are positioned not over the grille, but on the lid above it. The sparing but always very precise use of lines is another typical Audi characteristic, as is the curved arc of the roof. And the continuous line running from the front apron across the wheel arches and flanks to the tail end, then back down the other side, is significant for the brand. This "loop" naturally encompasses the air apertures, the headlights and the rear lights.

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The body

The outward body shape of a high-performance sports car is of course the aspect that initially matters most: its design must win the hearts of car enthusiasts. But in the technical domain, too, the metallic structure has to meet particular requirements: the body of a sports car must be light in weight, to maximise its dynamic performance. It also needs to be highly rigid as a condition of ultra-precise handling.

And then, of course, good aerodynamics are called for – not simply in order to achieve an impressive top speed, but equally for stability and driving safety. And last but not least, passive safety is as important in a sports car as in any other model. The perfect solution to all these requirements is the Audi Space Frame (ASF). Audi developed this trailblazing aluminium technology in the early 1990s for the first-generation A8 and has since perfected it over many stages.

In ASF technology, the body’s supporting structure is made of extruded aluminium sections and die-castings. Aluminium panels are incorporated into this skeleton such that they form a positive connection and perform a load-bearing role. Each individual component of the ASF space fame is optimised for its specific task by the use of widely differing shapes and cross-sections, thus combining maximum stability with minimal weight. Audi is a world leader in aluminium lightweight construction of cars.

The latest expertise in calculating and optimising every component was used in the development of the high-performance sports car. The structural components of the R8 are moreover made from innovative aluminium alloys; they exhibit superior strength and as such offer scope for further weight reduction.

Extremely rigid but low in weight

The entire bodyshell of the Audi R8 weighs just 210 kilograms. In terms of lightweight design quality, this is an absolute top figure compared with competitor sports cars: it is based on the ratio of body weight to torsional rigidity, as a function of the vehicle’s size. It reveals the R8 to be particularly light and rigid, an outcome that can be felt in the ultra-precise driving feel.

The body comprises 70 percent extruded sections, 22 percent metal panels and eight percent vacuum-cast nodes. The profile and cross-section of each individual extruded section have been optimised for the specific application. The curved roof is a special case, because its shape is produced by hydroforming. This means that the profile is pressurised from inside by a liquid, pressing it into the desired shape. This allows a complex shape to be produced, avoiding the need for several different body components.

This, too, contributes towards maximum precision as part of Audi’s quality philosophy. The elaborate structure moreover keeps the A-post narrow, thus minimising the degree to which the view to the front is obstructed. The cast nodes, too, are highly complex components. As well as connecting the profiles, they perform other tasks: the node on the A-post, for example, connects the A-post to the floor structure, serves as a mount for the shock absorber bracket and is even the point to which the windscreen wipers are attached. It has only been possible to realise such complex shapes with the aid of design and calculation programs.

A supporting component made from diecast magnesium is used for the first time in the R8’s space frame. This is the engine frame, which reinforces the upper section of the rear structure. Magnesium has proven to be the ideal material for this component in terms of weight and rigidity.

The production shop: precision on a small scale

In keeping with the exclusive standards of the Audi R8, its body is assembled largely by hand. Highly qualified specialists produce weld seams measuring a total of 99 metres to connect the castings and profiles. The metal panels in the structure are connected by a total of 782 punch rivets and 308 automatically set, self-tapping screws. Instead of a hole first needing to be drilled for these specially developed flowdrill screws, they are set into the solid material under high force.

The result is a particularly strong connection. A total of 38 welding machines, five sets of riveting tongs and just five robots are used in the body shop – the latter for processes where a particular level of force is required. Working methods in the body production shop are characterised by superlative precision.

The dimensional accuracy of every single component is examined to within one-tenth of a millimetre by a fully automatic measuring system. This scanner operates without making any contact; its 95 laser sensors check a total of 220 points on the structure in the space of just five seconds. Before that, all 52 connecting points for the running gear and steering are drilled and cut on the finished body structure in a single pass. This assures maximum precision in the axle geometry.

Computer tomograph: quality with micron precision Another example of Audi’s unstinting quest for quality is the new computer tomograph that thoroughly examines everything from minute components to whole vehicle bodies. Computer tomographs are better known in human medicine, where they provide a hitherto unprecedented view inside the body thanks to their fine-resolution representation and three-dimensional pictures. Audi has now installed the only computer tomograph (CT) of its kind in the world in Neckarsulm, generating X-rays that are capable of detecting flaws of micron magnitude.

That is about one-hundredth the breadth of a human hair. The CT examines primarily connecting points in aluminium lightweight construction to verify their high quality, and scans weld seams or punched joins slice by slice.

The whole process takes place non-destructively: the system is large enough to accommodate the entire aluminium space frame of the R8 in one piece. It is equally possible to check minute electronic components just three millimetres in size. While the object is rotated in the X-ray, the computer tomograph compiles X-ray projection images for between 100 and 1,000 different angles.

3D reconstructions of the object being examined can be computed from these images: the observer can then "fly through" the weld seam or electronic component in order to obtain an impression of its physical properties from every perspective.

Aerodynamics: playing with the wind

With regard to aerodynamics, there are of course particularly close parallels between the roadgoing sports car, the Audi R8, and the car which earned its reputation on the racing circuit at Le Mans. In both cases low drag is as important to a high top speed as it is to modest fuel consumption. Equally, in both cases downforce promotes good handling and optimum driving safety, including at high speeds. Because on most roadgoing cars and even on many sports cars, the air that flows through and around it at high speeds can in some cases produce considerable lift.

This reduces the weight applied to the wheels and thus impairs directional stability. Racing cars, on the other hand, produce downforce: the faster they drive, the greater the pressure their wheels exert on the road surface. Although this increases drag, it provides stability when braking from high speeds and allows higher cornering speeds.

To this end, however, racing cars have giant wing structures and the front ramp angles are not exactly compatible with everyday driving as a result of the very low front aprons – features that are unacceptable on an elegant road version of a sports car. As on the sports racing car for Le Mans, downforce was more important than low drag in the development of the production R8.

A glance at the competitors reveals how successfully Audi’s aerodynamics specialists accomplished their task: with a drag coefficient of 0.345, the R8 has the lowest drag of any sports car producing downforce. The drag consequently does not cancel out the engine’s propulsive power until a top speed of 301 km/h.

Diffuser principle from motor racing

The downforce is achieved by means of the extending rear spoiler and the diffuser underbody. The rear spoiler intervenes in the airflow from a speed of 100 km/h, and below 35 km/h the spoiler is retracted back in until it lies flush with the body. It can of course also be extended and locked at the push of a button, for example for use on the racetrack. The rear spoiler’s core is filled with a special lattice structure. When in the extended position it does not impact the aerodynamic effect, but when retracted it serves as an additional means of dissipating heat from the exhaust zone.

Even more important in terms of its effect is the fully clad underbody with moulded-in diffusers at the front, ahead of the rear wheel arches and above all at the rear. These generate a low-pressure zone between the vehicle and the road surface, helping to keep the car firmly on the road in effect by suction. The diffuser underbody brings the car full circle, back to the racing car that shares the same aerodynamic principle. The calculation and testing methods, for instance in the wind tunnel with a moving floor, are again the same as for the racing car.

The fully clad underbody also covers the engine and transmission, the only small openings being those for the lubricating system’s dry sump and for engine compartment ventilation. Here too, considerable fine-tuning involving computer models of the airflow through the engine compartment was needed to ensure for instance that the air emerging from the car’s upper surface did not adversely affect its aerodynamics. Although seemingly only a marginal issue on sports cars, aeroacoustics plays a very important part in determining long-distance comfort and everyday suitability. Audi was able to call on its wealth of experience as a manufacturer of premium saloon cars in making the R8 the sports car with the lowest level of wind noise.

The aim is ultimately to keep the driver and passenger in top shape over long distances, not unduly distracted by the fascinating sound of the V8 or the high fidelity of the Bang & Olufsen sound system.

Passive safety: sturdy cage

Thanks to its high rigidity and a structure resembling the safety cages encountered in motor sport, the ASF construction principle provides the basis for an excellent level of passive safety. The two longitudinal member planes in the forward structure absorb the forces arising in a collision, reduce them through targeted deformation and channel them into the tunnel and sill structure of the centre structure. The body is likewise very well equipped to withstand the consequences of a side impact thanks to its precisely calculated profiles and nodes down the sides and on the underbody.

The fuel tank is located well away from impact zones in the centre of the vehicle, ahead of the engine. The safety equipment is perfectly matched to this arrangement: the two front airbags have two-stage activation, unfurling their life-saving effect in conjunction with the belt tensioners and the belt force limiters. The seat backs conceal the combined head and thorax side airbags which protect the entire upper body of the driver and passenger if need be. The backguard system incorporated into the head restraints reduces the risk of whiplash injuries in the event of a rear-end collision.

The R8’s designers have of course also taken precautions to protect other road users: thanks to the favourable contours of the nose and its extensively optimised design, pedestrian protection is of a high standard. The sports car’s front end has a specially matched layer of backing foam six centimetres thick. It should be emphasised that the overwhelming proportion of road accidents are comparatively minor affairs.

The R8 is equally well equipped to take these in its stride: the body structure at the front and rear is bolted together in such a way that any crash damage sustained at an impact speed of up to 15 km/h – and that covers most bodywork damage – can be repaired without the need for welding work.

And with the exception of the roof, all metal panels on the outer skin are bolted to the structure and can likewise easily be changed. If a major repair should nevertheless be necessary, Audi’s workshops are perfectly equipped to rectify the damage thanks to their many years of experience in working with ASF bodies.

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Exterior

As the first mid-engine sports car of the Audi brand, the R8 not only exploits the entire technological expertise of the company. It also interprets Audi’s widely acclaimed design in a new, extreme form: the R8 emerges as a formal statement of sheer dynamism.

"Our aim was to create a powerful sports car – but with an exceptional quality of elegance," remarked Walter de’Silva, Head of Design of the Audi brand group.

In the case of a sports car, the challenges facing the designers are more demanding than for other vehicle concepts. Here, the shape needs to be even more emotionally charged and captivating. On the other hand, the design here has to fall in line with functional requirements to an exceptional degree: a sports car in the 300 km/h league needs to have perfectly balanced aerodynamics.

Plenty of experience with top performance

The large air apertures at the front and rear of the R8, for instance, naturally serve as important design features. Their size was however initially determined by the considerable amount of cooling air required by the high-performance engine, and also of course by the brakes. But Audi’s design people are amply experienced in creating high-performance and ultra-high-performance vehicles, over and above its S and RS models: the shape of the multiple Le Mans-winning R8 was created by the same design team that was behind the exterior design of the R8 road version of the sports car.

Admittedly, the issue of aerodynamics needs to be handled with greater subtlety on an elegant, roadgoing car that is intended for every use than on a competition car. Eye-catching spoilers on the body were for instance immediately ruled out, and directional stability is maintained by the complex diffuser underbody in conjunction with the visually restrained, automatically extended rear spoiler.

Technical elegance

The basic idea behind the vehicle body is based on the tension-filled contrast between the calm and flowing surfaces that give the Audi R8 its elegance. The technology is exhibited just as overtly: the car’s sculpture is opened up at the decisive points, revealing its technology for all to see.

The surfaces are explicitly tactile. They are stretched between the lines and edges, and describe a muscular sculpture whose quality resides in the permanent interplay between concave and convex surfaces. The R8 adeptly plays with light. This enhances its corporeal qualities and introduces movement into the flow of lines and surfaces.

Every line neatly placed

Whatever else may be true, the R8 is instantly recognisable as an Audi. This fact is evident both from the single-frame grille and from the entire powerfully elegant formal idiom, with its neatly placed lines and minimal number of meticulously crafted details. Take for instance the line running around the entire vehicle known as the "loop": it starts at the front spoiler, swoops over the shoulder, encompasses the clearly structured tail end and then returns down the other side to the nose.

It particularly accentuates the four wheel arches as symbols of quattro four-wheel drive. The proportions are of course dictated by the mid-engine concept: the driver’s seat is positioned well forward, with the V8 engine located behind it – as on the racing car that shares the same name. The sideblade is a characteristic feature of the side view: in addition to performing the function of directing induced and cooling air to the engine, it divides the vehicle body up into two sections: the occupant cell and the assemblies zone. The large arc of the roof line is another typical Audi feature.

The front end is dominated by the trapezoidal Audi single-frame grille, flanked on either side by large air inlets. For the first time, the four rings of the logo are positioned not over the grille, but on the lid above it. This makes the front end look even more poised and focused on the road.

Unmistakable character

The flat strips of the headlights lie flush with the upper edge of the air inlets. The headlight covers enclose a microcosm of intelligent technology and innovative design. The xenon plus headlights with their 70 millimetre diameter glass lenses lend the R8’s face a clear, demanding gaze – framed by the unique daytime running lights comprising twelve light-emitting diodes that infuse the R8 with an added, unmistakable character. The small lens in front of the turn indicator lights exemplifies the designers’ attention to detail: it sports a finely engraved R8 logo that is only perceptible upon closer inspection.

The optional LED headlights are the sheer epitome of innovation. That is because from the end of 2007, the Audi R8 will be the first vehicle in the world to be equipped with light-emitting diodes for all lighting functions – a fact that of course demands a correspondingly progressive design approach. Bionics, in other words design inspired by nature, has provided the key idea: the unit for the low-beam headlights is reminiscent of an opened pine cone. Reflector shells arranged in concentric circles surround the high-performance LED projection system. The internal reflectors for distributing the high-beam light, on the other hand, are architectural in inspiration, recalling the design of the Sydney Opera House.

Passion for lighting design

The tail end is defined by the horizontal spoiler edge. The area beneath it gives the R8 a wide, dominant effect. As at the front end, the tail is dominated by two large air apertures with their substantial transverse struts. And as at the front, the light units are embedded flush with the body panels at their upper edge. These light units are, in turn, shining examples of Ingolstadt’s passion for lighting design. Because here for the first time, it has been possible to give all-LED rear lights a three-dimensional character with a pronounced three-dimensional effect irrespective of the angle from which they are viewed.

Elegant showcase for the sports car’s beating heart

The roof is delimited by the third brake light, forming the upper edge of the transparent engine compartment lid. This is another visual highlight. The engine is exhibited as the beating heart of this sports car, like a work of art inside a voluminous showcase. The engine can even be seen after dark, when the two sets of three white light-emitting diodes linked to the coming home / leaving home function illuminate the engine compartment. This "showroom" can be fully lined in genuine carbon fibre as an option, for a particularly exclusive look.

Two large-format diffuser apertures in the rear bumper demonstrate the extent to which aerodynamics dictate the shape of the R8. The four round tailpipes of the exhaust system are located in pairs on the right and left above the diffuser apertures. The automatically extended rear spoiler also interacts with the air as it flows around the car. The added downforce it provides boosts the efficiency of the air intake that is generated by the aerodynamic design of the underbody and diffusers. At low speeds, the rear spoiler is retracted flush with the body again. Thanks to the car’s aerodynamically effective basic shape and extensive fine-tuning, no demonstratively large spoilers are needed.

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Interior

Sheer sports racing atmosphere in the cockpit, with perfect command over the vehicle – but coupled with spontaneous well-being and ease of operation. Also spacious and comfortable enough for a lengthy journey – allying sophistication with an impression of sheer quality. In the case of the Audi R8 these are not opposites, but different facets of a unique, unbeatably personable sports car.

The Audi R8 reveals one of its most surprising aspects the moment the door is opened, because a mere glance suffices to identify an interior that differs fundamentally from all other sports cars by virtue of its dynamic design. The central element of the cockpit’s design is the monoposto, providing a visual echo of the world of motor racing.

The monoposto is a vast arc that envelops the driver, frames the steering wheel and visually connects all displays and controls. It provides the driver with a tailor-made command centre, as in a racing car. Never before has driver-oriented architecture been applied as systematically.

Diverse customisation options

The instruments together with their cowl are embedded in the monoposto; the monitor of the radio and navigation system with the MMI operating system and the controls for the automatic air conditioning are located to one side. This marks the transition between the monoposto and the high centre tunnel with the gear lever. The latter is extremely short, but is guided precisely through its stainless steel gate.

Alternatively there is the selector lever of the R tronic sequential sports transmission. On the opposite side, the monoposto continues into the door, with the door handle an extension of the frame. The monoposto forms part of the diverse range of customisation options for the R8: as the basis it – together with the door handle and sections of the centre tunnel – can be supplied as an exclusive version in genuine Piano finish black.

Carbon fibre is the alternative for that authentic motor sport look: in this instance, the components are made from genuine carbon fibre.

The steering wheel: Nappa leather over a magnesium core

The three-spoke sports steering wheel of course remains the focal point of the car’s controls. With a diameter of 365 mm, it is both sportily compact and ergonomic in shape. The steering wheel rim has a flat lower edge. This is a further aspect of sports racing atmosphere in the Audi R8, but also brings major functional benefits, facilitating entry and exit for the driver.

The steering wheel is trimmed in Fine Nappa leather, with a die-cast magnesium core providing strength. Other options include operation of the radio and telephone via the steering wheel and the R tronic shift paddles behind the steering wheel. Concentrating on the essentials was the priority in the ergonomic arrangement of the R8. The most important criterion – particularly for high-speed driving – is short reach distances for all controls, to keep the time that there is only one hand on the steering wheel to an absolute minimum. In typical Audi fashion the monitor is well within the field of view, and the elements of the MMI operating system are located directly beneath it.

Lap timer for the laps on the racetrack

The instruments have an elegantly sporty design and can be read with precision. In addition to the analogue speedometer, the speed is displayed digitally in the driver information system display between the instrument dials. As well as the instructions from the navigation system and the cruise control settings, all comfort and convenience functions can be personalised here. Examples include the coming home function for the lighting – including the engine compartment lighting – and the brightness of the footwell illumination.

There is one particular function in the driver information system to assist the driver if they want to probe the true potential of the Audi R8 on the racetrack: the lap timer. The on-board computer then processes the readings and displays the fastest, slowest and average lap times.

A perfect fit for all

The basis for that feel-good experience on board the Audi R8 is the sports car’s dimensional concept. Because from the very moment the designers put pen to paper, it was clear that the R8 had to provide an exceptional amount of space for a high-performance sports car. The long wheelbase of 2,650 mm serves as the starting point.

It permits a good interior length, an optimum range of adjustment for the seats, space for luggage behind the seats and, finally, even a spacious footwell. The shoulder width of 1,390 mm is another measure of the R8’s spaciousness. Whether for a tour over Alpine passes, a longer business trip or just for a few small errands, with 100 litres of luggage capacity beneath the front lid and a further 90 litres behind the seats (60 when loaded up to window level) the R8 is well equipped even for the requirements of everyday use.

The tailor-made luggage set from quattro GmbH, with cases and bags in leather and carbon fibre, is a particularly exclusive feature here. Even golfers need not forgo their R8 as a means of getting to the course: the storage space behind the seats is large enough to accommodate two golf bags.

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Engine

From the racetrack to the road Even more so than for any other vehicle concept, the engine is the nerve centre of a sports car. As well as being a source of dynamism, performance and sprinting ability, it must be capable of generating excitement through its spontaneous response and free-revving character.

Finally, its sound is sheer music to the ears of every true sports car enthusiast. Audi initially demonstrated the performance of V8 engines with FSI petrol direct injection on the racetrack: Audi R8 sports racing cars first appeared with the FSI concept in the 2001 Le Mans 24 Hours – and captured a superb double triumph, marking the start of an unprecedented string of achievements.

The year after that, the combination of a superior power characteristic and reduced fuel consumption even paved the way for a one-two-three victory. There was not a single instance of the R8 failing to complete any of its 79 races due to engine failure. The new Audi R8 now transfers this superiority from the racetrack to the road: like its role-model from Le Mans, it derives its power from a high-revving V8, located ahead of the rear wheels as a mid-engine.

The 4.2-litre engine is a new development that features a full array of motor racing technology in the guise of dry-sump lubrication, straight intake ports and an exhaust manifold with equal-length pipes for all cylinders.

Impressive performance figures

This engineering achievement is suitably reflected by a host of impressive figures: the engine’s top speed is a notable 8,250 rpm. The engine delivers its peak output of 420 bhp at 7,800 rpm. With its displacement of 4,163 cm3, this outstanding engine breaks through the magic barrier for a production vehicle of 100 bhp per litre. The high-revving concept also means that the maximum piston speed is 24.1 metres per second at the engine’s rated speed.

Every piston thus changes direction around 275 times per second. The torque is equally impressive: the peak value of 430 Newton-metres is achieved between engine speeds of 4,500 and 6,000 rpm. Better still, at least 90 percent of this figure is achieved across the impressively wide speed range from 3,500 to 7,500 rpm. This assures thrust across an extensive range of engine speeds and therefore superb pulling power, enabling the driver to drive in a relaxed style without frequent gear changes.

The road performance is correspondingly impressive: the R8 dashes to 100 km/h from a standstill in just 4.6 seconds, whether with manual gearbox or with R tronic sequential gearshifting. Thanks to its quattro drive and perfect weigh distribution, problems of traction are an alien concept to it. It touches the 200 km/h mark after 14.9 seconds. Thanks to its refined aerodynamics, the engine’s propulsive power is only finally harnessed by drag at a top speed of 301 km/h.

Compact sports engine

The V8 is very compact in design. This keeps its weight low, improves the vibrational behaviour and is beneficial in terms of installed position and weight distribution. The crankcase, with its angle of 90 degrees between cylinder banks, is only 43 cm long and 52 cm wide. The cylinder bore is 84.5 mm, with a stroke of 92.8 mm. The engine block is made from a high-strength aluminium alloy by low-pressure die-casting. The camshaft and auxiliaries such as oil pump and air conditioning compressor have a reliable, space-efficient chain drive.

In the interests of achieving a low centre of gravity, a sports car’s drivetrain should be as low down as possible. Thanks to its dry-sump lubrication, the R8’s eight-cylinder engine is much flatter than a conventional engine. This has allowed it to be positioned well down, close to the road surface.

Dry-sump lubrication means that instead of being collected in a large oil sump beneath the crankshaft, the engine oil is delivered to a separate tank by a scavenge pump via an oil cooler, and from there pumped back to the bearing points via the oil filter. The oil cooler is another example of precision measures at the vehicle’s centre of gravity. It has been positioned very low down in the space frame, behind the left-hand sideblade. The radiators are located in the forward structure: two behind the large air guides at the sides, and a third in the centre, behind the single-frame grille.

The dry-sump lubrication with its oil tank moreover assures a reliable supply of lubricant even under extreme loads: the oil supply of the V8 sports engine is designed to cope with the lateral acceleration that occurs in the rough-and-tumble of motor racing. What is more, the fuel pump in the tank is also designed to ensure that the fuel supply to the engine is never interrupted by lateral acceleration, however extreme it is.

The computer is fast, too

Who does not recall those breathtakingly beautiful, high intake trumpets that Formula 1 cars used to have? The V8 engine of the Audi R8 likewise draws its breath through straight, cast aluminium intake trumpets measuring 23 cm in length. They are integrated into the dual-branch intake system that starts on both sides of the R8 beneath the sideblades and directs the fresh air to the two throttle valves via a 27-litre filter box.

At low engine speeds and loads, a tumble flap is activated in the lower section of the intake manifold, producing torque-boosting swirl in the mixture. The engine speeds of up to 8,250 rpm call for high computing power and speed. That is why the fastest processor currently available for this purpose, the "Green Oak", is used for the engine management. Two Motronic 9.1 engine management systems complement each other according to the master-and-slave principle and supply their digital commands to the mapped ignition with solid-state high-voltage distribution.

Pressure where it is needed – in the cylinders, not the exhaust

On the V8 FSI engine, the fuel is injected directly into the combustion chamber via a single-hole swirl-type nozzle. This supports the very good full-load performance, cools the cylinder from inside, reduces susceptibility to knocking and paves the way for the compression ratio of 12.5. Both camshafts of the four-valve engine have fully variable adjustment, assuring a sports engine characteristic with a steady rise in torque across an extensive engine-speed band. On a sports car, performance is the overriding objective likewise when configuring the exhaust system.

The requirements include low exhaust back pressure and an exhaust manifold that is performance and torque-optimised by means of specific lengths for each cylinder. The two close-coupled preliminary catalytic converters are integrated into the manifold module and ensure that the exhaust emission control lights off rapidly. The two main catalytic converters are housed in the silencer. This is installed behind the engine and above the transmission, and made entirely of stainless steel.

It has been possible to reduce its weight by around five kilograms by optimising the wall thicknesses. The large volume of the silencer, the systematic separation of the exhaust branches and the two exhaust flaps are instrumental in giving the R8 its unmistakably ample sound.

The sound sensation

The sound of a sports car’s engine has to be electrifying. Every movement of the accelerator and every change in engine speed must be accompanied by a powerful change in sound that does not merely reflect the engine’s performance and power flow, but also reinforces how these are perceived.

In contrast to the sound of the engine, other driving noises (wind, tyres) should keep a lower profile. After all, sports car drivers too want to arrive relaxed and refreshed after a long, high-speed stretch of motorway. Noise and vibrational comfort were therefore a particularly important aspect in the development of the R8.

Before the engineers can actively indulge in acoustic design, all undesirable frequencies need to be damped and eliminated by means of exhaustive fine-tuning. The extremely rigid space-frame construction aluminium body provides an excellent basis for low transmission of structure-borne sound. A key component of the mid-engine concept is the bulkhead between the passenger and engine compartments. The sheet metal surfaces of this firewall are insulated with special materials on both sides, and the glass pane too is made from special acoustic glass – a laminated dual pane with a thick soundproofing film.

Playing with the frequencies

That is of course merely a condition of how to play with the "right" frequencies. The engine sound, for instance, is dominated by the intake and exhaust system. If the exhaust flaps are closed, for example, the silencer is transformed into a sound-absorbing reflection silencer. Open exhaust flaps, on the other hand, create a sportily voluminous sound pattern. The air cleaner housing has likewise been intensively tuned: the intake sound now penetrates the engine compartment in carefully measured doses through special sound apertures, and is acoustically filtered by the firewall as it passes into the passenger compartment.

The frequency spectrum moreover has to be right: the V8 supplies a rich array of sounds without any one frequency being interferingly dominant. The extensive fine-tuning has unquestionably been worth while: the higher the engine speed, the higher the load and the sportier the sound produced by the R8.

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The transmission

The dynamic character of a sports car stems not only from its performance and torque: the transmission ratios have to be right, too. The transmission in the R8 has six of these, which can be operated either by clutch and gear lever or, for even more sports racing flair, sequentially by the R tronic. Whichever option is used, the transmission ratios are always the same: short, and crisply engaged. The manual gearbox is very compact in design. In conjunction with the small-diameter double-plate clutch, this allows it to be installed low down.

The manual gearbox features very short shift travel and utterly precise guiding of the gear lever into the open gear lever gate. It is made from stainless steel, is agreeable to the touch and enjoys exquisite sports-car looks.

Crisp gearshifts, by order

The R tronic sequential gearbox provides even better performance and swifter gear-changing. It adds another dimension to the R8 experience: with manual gearshifts via the steering-wheel paddles or the newly designed sequential gear lever, with an automatic mode comprising two levels, and not least with Launch Control for lightning-fast starts. The R tronic’s electro-hydraulic shifting unit has a separate oil pump with electric pump, permanently supplying the pressure of 40 to 50 bar required for the gear changes.

The clutch is operated by the hydraulics, and a second valve block takes the place of the mechanical gearshift control. Other than this, the mechanical gearbox, with its optimum efficiency, remains unchanged. The shift commands from the steering wheel or gear lever are transferred by wire, in other words purely electrically. Compared with similar competitor solutions, the newly developed, comprehensively optimised R tronic is notable on the one hand for the minimal interruption to the power flow, and on the other hand for the smooth gear changes.

The operating speed varies according to engine speed and transmission program. The S mode achieves extremely short gearshift times: in this mode, the R tronic shifts significantly faster than even a well-routined driver. The S mode is available both for manual operation and the automatic program. The threshold engine speeds are then higher than in the standard program.

For pole position starts

With its superior traction, the R8 is an excellent sprinter: it reaches 100 km/h from a standstill in a mere 4.6 seconds – assuming of course a lightning-fast start and ultra-fast gearshifts at the optimum engine speed of 8,250 rpm. But there is a far easier way to experience the same utterly overwhelming acceleration: with the R tronic’s Launch Control. Here, the transmission control unit takes charge by optimally controlling the throttle angle and clutch travel.

The system is straightforward to use: the S mode needs to be activated and the ESP switched off. If the foot brake and accelerator are both pressed right down, the system automatically establishes the engine speed needed for optimum traction and power transmission. When the brake is now released, the R tronic engages the clutch with ultimate efficiency and accelerates the R8 at maximum speed.

Driving fun and safety, from the inventor of quattro

In unveiling the first quattro, now all of 27 years ago, Audi revolutionised the automotive scene and quattro permanent four-wheel drive rapidly became established as the superior drive system. From rally courses to circuits and hill-climb races such as the legendary Pikes Peak, Audi quattro racing cars have dominated almost every category of motor sport over the years, wherever the competition rules have not prohibited this principle due to its crushing superiority.

On ordinary roads, too, quattro makes the most of blending driving fun with safety. The demand-controlled distribution of the propulsive power to all four wheels improves both traction and directional stability in every driving situation. Then of course there is the safety gain in adverse weather conditions, such as rain, ice and snow. Because of its mid-engine concept, the R8’s drivetrain differs in design from all previous quattro models; the driveshaft runs from the transmission through the engine’s oil sump, to the newly developed front differential. Here, a viscous coupling distributes the power between the rear and front wheels.

With an axle load distribution of 44:56 in favour of the rear axle, the weight balance of the mid-engine R8 is extremely good. The viscous coupling correspondingly diverts between 10 and 35 percent of the propulsive power to the front wheels. This assures maximum traction, but also preserves the typically agile handling of a mid-engine sports car.

The asymmetric limited-slip differential on the rear axle makes a further contribution towards maintaining balanced handling of the Audi R8. The locking ratio is 25 percent when accelerating and 45 percent when coasting. In conjunction with ingenious axle kinematics, this avoids abrupt load reversal reactions, for instance if the driver switches from accelerating to braking while cornering.

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The suspension

Sporty performance or everyday suitability? Dynamic or comfortable? Such issues are academic in the case of the Audi R8. It is equally capable of race-standard agility and pleasurably relaxed driving for lengthy journeys.

Thanks to its elaborate suspension technology, Audi’s new masterpiece provides an astonishing level of comfort as well as being supremely sporty. But the most important term for describing the driving feel in the Audi R8 is precision – that thrilling spontaneity with which this sports car instantly acts upon every movement of the steering wheel and every request for acceleration or braking.

The R8 may be responding to the steering wheel, but it almost appears to be responding to the driver’s thoughts. The Audi R8 is ultimately an excellently executed mid-engine sports car. Even in theory, this concept has compelling advantages: unlike a car with its engine at the front or rear, in this case the engine is located very close to the car’s vertical axis. The weight is concentrated around the centre of the car and the mass moment of inertia when it spontaneously changes direction is much lower.

Exceptionally high driving safety

This responsiveness lends the R8 a high degree of active safety: a car that steers and brakes well can drive away from hazards faster than an unresponsive car. On the Audi R8, this agility above all goes hand in hand with exceptional driving safety: together with the neutral self-steering behaviour and the wheelbase of 2.65 metres, which is long for a sports car, the excellent quattro drive provides particularly good directional stability.

And before the extremely high limits of handling can be exceeded, the painstakingly optimised ESP stabilisation system intervenes. It offers two levels of protection: the standard mode, which fully preserves both the agility of the R8 and its reserve safety, and the sport mode, which permits greater transverse dynamics for very sporty driving. And those who wish to push their R8 to the limit on a racetrack can switch off ESP, complete with its traction control feature.

Precision with a crafted character

This precision of course stems from a whole raft of skilful engineering solutions. An essential basis for a precise driving feel is a high-rigidity body structure that does not exhibit any tolerances or waywardness even under extreme loads. The Audi Space Frame of high-strength aluminium, with its cage-like structure, is virtually without par at providing this rigidity.

The body production shop in Neckarsulm supplies sheer precision as the basis: after the structure has been welded and riveted, all 52 connecting points for the running gear and steering are machined in a single pass. An automatic station mills, drills and cuts threads precise to one-tenth of a millimetre. This ensures that the suspension geometry planned by the engineers is realised with precision on every production car. An automatic measuring system in the production shop scans 220 measuring points on every body with its 95 laser sensors to verify this.

High-tech in every suspension mount

The basic suspension layout, with double wishbones at both the front and rear, reflects the concept used by almost every racing car right up to Formula 1 level. To reduce the unsprung weight, virtually all suspension components are made from forged aluminium. Particular attention has been devoted to the comprehensively new rubber-metal mounts that connect all axle components to the space frame. These mounts look simple, but are in actual fact individually coordinated high-tech elements.

They transfer the transverse forces with precision, while filtering out undesirable vibrations. A new double wishbone structure with an additional track rod is used at the rear. It permits a defined toe characteristic under load. This makes a huge contribution towards the ease with which this high-performance car can be controlled – along with the grip-optimised damper settings that avoid wheel load fluctuations. By separating longitudinal and transverse forces, it has moreover proved possible to combine sporty precision with very comfortable suspension and acoustic comfort.

Ride comfort, magnetically controlled

A particularly innovative damping technology is available for the R8 as an alternative to the standard gas-filled shock absorbers: Audi magnetic ride adapts the damping characteristic to the profile of the road and the driver’s style within milliseconds. This consequently resolves the conflict between driving dynamics and comfort without countenancing any compromises.

The pistons of these shock absorbers do not contain conventional oil, but a magneto-rheological fluid – a synthetic hydrocarbon oil in which microscopically small magnetic particles are enclosed. When an electrical voltage is applied to a coil, a magnetic field is created, causing the alignment of the particles to change. They arrange themselves transversely to the direction of flow of the oil, thus inhibiting its flow through the piston channels. The damper becomes instantaneously firmer.

The advantage of this technology is that damper adjustment responds much faster to the commands from the electronic control unit than previous systems with an adjustable valve. The control unit is supplied by complex sensing technology and constantly monitors the optimum values for each wheel. If the driver for instance enters a bend, the damping force for the wheel on the outer arc of the bend is increased.

This reduces body roll even further and the car responds with even greater spontaneity. Depending on the driving situation – and personal preferences – the driver can choose between the standard and sport modes: heightened ride comfort for long distances and poor roads, or overt dynamism for taking every bend in the road with relish.

Steering with sensitivity

The steering, operating precisely and supplying sensitive feedback, provides the driver with direct feedback from the road surface. With a steering ratio of 17.3:1, the hydraulically assisted rack-and-pinion steering operates very directly. An important aspect of the R8’s everyday suitability is the turning circle of 11.8 metres, which is small for a sports car. This makes the R8 astonishingly manoeuvrable, even though the tyres inside its wheel arches are of mammoth proportions.

In the basic specification, 18-inch cast aluminium wheels fitted with 235 mm tyres at the front and 285 mm tyres at the rear provide the necessary grip. 19-inch wheels are available as an option, in which case they are equipped with 295 mm tyres at the rear. The R8 is naturally suitable for driving all the year round, not least thanks to its quattro drive: both 18-inch and 19-inch winter wheels are available.

Braked by 24 pistons

The requirements that the brake system needs to meet on a sports car are very varied: it must ultimately withstand the extreme loads of a racetrack, but also handle stop-and-go driving in urban traffic with ease. Two fixed-caliper brakes painted black, each with eight pistons, are fitted to the front wheels to provide the necessary braking performance, complemented by four pistons on each wheel brake at the rear. There are particularly elaborate studded composite brake discs with the impressive diameters of 380 mm at the front and 356 mm at the rear.

They comprise the friction ring and an aluminium central element connecting the stainless steel studs. This arrangement means on the one hand that thermal expansion of the disc when subjected to high loads does not affect the central element. On the other hand, the use of aluminium cuts the weight of each disc by about two kilograms. And weight-watching is always a key issue for a sports car. Ceramic brakes with extreme reserves For even better performance coupled with a further reduction in weight and longer service life, there are the optional ceramic brakes.

In this instance the discs are made from carbon fibre reinforced ceramic, a material that has repeatedly proven its worth in the aviation and aerospace sectors. The basis is very hard, frictionally resistant silicon carbide, with its diamond-like crystalline structure. Embedded in it are high-strength carbon fibres that absorb the stresses that occur in the material. The intricate geometry of cooling ducts in the ventilated discs prevents extremely high temperatures.

The ceramic brake disc ring is bolted via ten sprung elements to a stainless steel central element that acts as the connection with the wheel’s hub. The ceramic brakes are identifiable at a glance by the anthracite-coloured special six-piston monobloc aluminium calipers and the fixed calipers at the rear. The advantages of the ceramic brakes include a further reduction in weight of around 20 kilograms, which in this case improves the handling characteristics and comfort response. The high abrasion resistance permits an operating life of up to 300,000 kilometres. Their trump card however is their insusceptibility to very high loads.

Even when in operation on the racetrack, for example, the ceramic brakes always maintain their full reserve performance. The ceramic brakes are expected to become available for the R8 from the end of 2007. When it comes to reliability and durability, the R8 must of course satisfy the renowned high standards of the Audi brand as effectively as any other product.

And more: they were put through the ultimate trial of several endurance runs covering more than 10,000 kilometres on the racetrack, with DTM drivers behind the wheel. The circuits driven included the North Loop of the Nürburg Ring, where every single kilometre represents a multiple of the loads encountered on ordinary roads.

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The equipment

Driving a precision high-performance sports car need not involve spartan self-deprivation. Quite the opposite, in fact: the Audi R8 combines superior performance with both a surprising measure of everyday suitability and an exclusive equipment specification. In a nutshell, when it comes to quality and overall appearance, the R8 is one hundred percent an Audi.

The standard technology package is in itself already an exclusive affair: the R8 is the only car featuring an FSI mid-engine with quattro permanent four-wheel drive and Audi Space Frame construction. The sports car in addition comes with an equipment package that accentuates in equal measure its sports characteristics, its standard of comfort for long-distance driving and – naturally for an Audi – its sophisticated appearance.

Exceptional build quality

Even in the basic version, the materials and surfaces are of choice quality. The sports seats provide excellent support and can be adjusted in a wide range of ways (power-operated, as an option). They are upholstered in fine Pearl Nappa leather in the colours black or pale grey.

The seat centre sections are in colour-coordinated Alcantara. The precision-stitched seams arguably do even more to reinforce the visual and tactile impression than the material. The upper side of the cockpit and the door panels illustrate this particularly vividly: even the basic version, with the technical structure of its surfaces, has a soft backing and stitched edges.

The resulting finish is exquisitely elegant – especially when compared with some competitor products. Another example is the polished stainless steel gear lever gate of the manual gearbox. It is one of several gleaming highlights in the interior, along with the clips in the three-spoke steering wheel, the gear lever and the controls for the air conditioning and audio system.

As distinctive as its owner

Every R8 can be customised to be a precise reflection of its future owner’s preferences. It all starts with the body colours, ranging from Ibis White to Phantom Black. Those envisaging a very specific colour can order a custom paint finish from the quattro GmbH Audi exclusive range.

The sideblades behind the doors are definitely a striking visual highlight. They are colour-coordinated with the paintwork, or available optionally in high-gloss Oxygen Silver. The material Carbon Sigma possesses a special sporting flair: as a further option, the sideblades can be supplied in genuine carbon fibre with a clear-coat finish.

Carbon fibre for undiluted racing flair

As a means of customisation, Carbon Sigma is also used to adorn the interior and even the engine compartment. Though the conventional designation of engine compartment barely does justice to this spectacle. The eight-cylinder engine is displayed beneath a glass cover, as if in a showcase. Its recess can be lined virtually in entirety in carbon fibre if desired. Then there are the white light-emitting diodes to illuminate the engine compartment, in conjunction with the coming home / leaving home function.

After all, owners of an R8 are bound to want to cast a final, admiring glance at this jewel of a car after parking it in the garage at night. A carbon fibre package is also available for the interior. It envelops the monoposto, the unit comprising the displays and controls, and embellishes the doors and centre console. If carbon fibre evokes the sheer excitement of motor racing, the black piano finish is the elegantly sporty alternative.

The all-leather equipment specification definitely complements it in perfect style: virtually the entire interior of the R8 is then trimmed in Fine Nappa leather, with colour-contrasting seams if preferred. Here too, an almost inexhaustible choice of colours and variants is available in the Audi exclusive range from quattro GmbH if the standard versions are not quite what the customer is looking for.

The same is true of the optional bucket seats. They have been developed and designed specially for the R8 and are yet another example of the unique blend of uncompromising sportiness and unflinching everyday suitability. The bucket seats envelop the upper body in particular even more resolutely than the standard sports seats and provide perfect support even under the influence of high lateral acceleration. But above all they can be adjusted in a great many ways, are comfortable over long distances and above all permit an easy entry and exit, and do not get in the way when stowing luggage behind the seats.

Expressive night-time guise

The lighting is emphatically one of the highlights of the R8. Because with such an expressive design visible by day, it would be a shame if anyone were to miss beholding Audi’s sports car at night. The standard xenon plus headlights with a diameter of 70 mm illuminate the road surface outstandingly well.

But the daytime running lights, which trace the contours of the main headlights with 12 light-emitting diodes, provide a truly unique accent. With the low-beam headlights on, the LEDs are dimmed slightly but then assume the function of sidelights, giving the R8 its unique "night-time look" Admittedly, this high-performance sports car is much more likely to be seen from behind.

And it is no less engaging when viewed from that angle at night, because for the first time three-dimensional illuminated bodies have been created using LED technology, instead of merely flat, two-dimensional lighting surfaces. The tail lights function is performed by 40 light-emitting diodes, which are installed in two tubular-shaped light units.

The external structuring and internal optical-fibre effects reinforce the three-dimensional impact. The light output of the LEDs was increased for the brake lights, with a further eight diodes filling the inner surface of the tubes. 32 yellow light-emitting diodes on the bottom edge of the tail lights serve as indicator lights.

The high-level brake light, comprising 26 LEDs, extends over almost the entire width of the roof. Its light intensity and the extremely short response time of the light-emitting diodes are genuinely necessary for warning traffic following on behind, because the R8 does of course have excellent brakes.

The world’s first all-LED main headlights

But the all-LED main headlights are the absolute highlight: from the end of 2007, the R8 will be the first vehicle in the world to offer this innovative lighting technology as standard. Not only will it give the headlights a futuristic look; it also brings significant functional benefits: the light colour of the LED headlights of almost 6,000 Kelvin is close to that of daylight, and therefore makes driving at night less tiring.

It differs markedly from the 4,100 Kelvin of xenon headlights or the relatively yellowish appearance of halogen headlights, at 3,200 Kelvin. The light quality and illumination of these lights are in no way inferior to Audi’s outstanding bi-xenon headlights. If the technical description of these lights sounds complex, it is because these engineering masterpieces of lighting technology are highly advanced creations. The task of providing light is tackled in an entirely different way to conventional headlights.

A total of 22 ultra-high-performance light-emitting diodes are arranged in seven groups of two or four, performing the various tasks of the low-beam and high-beam headlights. For the low-beam headlights, the light from the two groups of four LEDs is distributed by two free-form reflectors as a source of basic lighting. In combination with the projection system of the three groups of two LEDs, the design resembles that of an open pine cone.

They provide the range and the asymmetry. This is achieved first by concentrating their lumens via a primary optical device, then distributing it via a new type of plastic lens. The high beam is operated by the two internal reflector shells each with a group of four LEDs. In stylistic terms, the light is cast forward as if by turbine blades.

The daytime running lights, too, serve as a distinguishing feature of the all-LED headlights: while they have the same contours as the standard lights, the LEDs here form a continuous strip, whereas they appear as individual dots in the xenon version. Simply guaranteed to grab the attention of onlookers! The energy consumption of the Audi R8 LED headlights totals 60 watts (50 watts for the LEDs, plus 7 watts for the actuating electronics and around 3 watts for the fan).

Xenon headlights are even more efficient at 42 watts (35 watts for the xenon lamp and likewise 7 watts for the actuating electronics). Halogen headlights have the highest power consumption, at 68 watts. Compared with standard xenon headlights, the Audi R8 with LED headlights adds 0.008 litres per 100 km to the fuel consumption, a difference that is barely relevant in practice.

What is relevant is the reduction in consumption for LED daytime running lights compared with vehicles without daytime running lights, for daytime driving. The LED daytime running lights in the standard headlights of the Audi R8 use 14 watts per vehicle (6 watts for the LED light output and 1 watt for the actuating electronics, for each headlight). The lights of vehicles without daytime running lights use the same amount day or night, namely 300 watts for halogen headlights and 248 watts for xenon headlights. In other words, around twenty times more.

Tried-and-tested MMI operating system

Safety features such as the tyre pressure monitor and headlight cleaning system and comfort/convenience elements such as automatic air conditioning are all supplied as standard on the R8. An anti-theft alarm with tow-away protection is likewise a matter of course on such an attractive car. All the essentials are included, even down to the drinks holders.

The optional radio and navigation system, to keep drivers always on course, comes with a DVD that covers the entire road network of Western Europe. It is integrated into Audi’s tried-and-tested MMI operating system, via which a large range of vehicle and comfort/convenience functions can be selected. The mobile phone preparation with Bluetooth link is available as an option.

Clear view to the rear

The optional Audi parking system advanced provides a clear view of things when manoeuvring into a parking space – another USP in the sports car segment. It combines ultrasonic sensor technology with a rearview camera and displays the space behind the car on the MMI system’s monitor. The camera is located above the rear number plate.

Guidance lines are superimposed on the image on the monitor as an aid to manoeuvring. The zone coloured blue, for instance, depicts one vehicle’s length to the rear, and orange lines mark the car’s course at its current steering angle.

New standard of music pleasure

The R8 is already equipped with a high-quality sound system as standard, with seven speakers and a five-channel amplifier with an audio output of 140 watts. The radio unit incorporates two VHF tuners with diversity aerial for constantly optimum reception, an MP3-enabled CD player and two sockets for MMC/SD memory cards.

The quality standard of Audi’s sound systems is reflected by the fact that the company has teamed up with the Danish high-end specialist Bang & Olufsen, which has created an optional system for the R8 that pioneers unprecedented standards of music enjoyment in a sports car. Twelve sound sources, surround sound and the very high audio output of 465 watts for a small interior compartment provide just an inkling – but barely more than that – of the experience that awaits the occupants.

The interior of a sports car presents a particular challenge to the sound designer because of so little space being available. This makes it a real challenge to integrate the 12 speakers to good effect. The doors accommodate the 200 mm woofers and also the 80 mm mid-range speakers, which are complemented by the 25 mm tweeters in the mirror triangles and the surround speakers on the upper side of the cockpit.

Additional 168 mm woofers/mid-range speakers with their own tweeters are concealed in the rear side sections. The 150 watt subwoofer box for ample bass reproduction is installed behind the glove box.

Sound that envelops the driver

The amplifier, with a total output of 465 watts – together with the optional CD changer – is fitted behind the driver’s seat. A conventional linear amplifier would produce a very large amount of power dissipation and therefore heat – as a rule of thumb, two watts of heat for every watt of audio output. The Bang & Olufsen system consequently has an amplifier using innovative ICE-Power technology that limits the power dissipation to no more than 50 watts.

The digital signal processor integrated into the amplifier can transform straightforward stereo music into surround sound that totally envelops the driver and passenger. This effect is achieved by a complex process of analysing music for components that sound rather "dry" and contain little echo, and components that the listener would experience as rather diffuse in a natural environment.

The signals are distributed to the twelve speakers accordingly. A microphone in the roof of the R8 constantly measures the level of noise inside the car, the volume of the space and the resonance behaviour, and in effect corrects the sound pattern in real time. However impressive it is, though, the R8 driver is bound to want to switch even this sound system off occasionally, in order to savour the splendid sound of the eight high-revving cylinders.

Wald Sports Line Black Bison Edition Mercedes S-Class.

2008-05-27T08:31:00.000-07:00

We’re used to seeing plenty of modified Mercs from the German tuners, but rarely do we see a Japanese customizer give the Teutonic saloons and coupes the aftermarket treatment.

Wald International is one such tuner that specializes in the modification of some of Europe’s finest, with kits available for cars like the Bentley Continental GT, BMW 7-series and now the Mercedes S-class.
The latest kit consists of a subtle bodykit comprised of new bumpers, side-skirts and unique spoilers front and back. Inside, the car gets carbon-fiber trim, a sports steering wheel and shift-knob and Wald floor mats.Other upgrades include minor updates to the suspension as well as a performance brake package. The final touch is a set of Wald lightweight alloy wheels in either 20 or 22in diameters.

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www.motorauthority.com

2009 Mercedes-Benz SL AMG Black Series

2008-05-27T07:10:00.000-07:00

Mercedes-Benz and its in-house tuner AMG recently revealed its updated SL fleet but there’s one important model that we still are yet to see. The car is the upcoming SL Black Series from AMG, a super-sports version of the SL that could potentially upset the SLR flagship in the performance stakes. Heavily camouflaged prototypes have been spotted testing in Germany, each of them sporting new bumpers, widened fenders and an oversized GT wing, and now we have a new rendering that gives us a hint of what lies beneath the thick camo gear.

The latest Black Series edition will be based on the turbocharged V12 SL65 (pictured) but will develop up to 670hp (66hp more than the standard model) and 1,000Nm (738lb-ft) of torque. Engineers decided not to bump up torque levels due to the limitations of Mercedes’ older five-speed automatic.

The car has also undergone an intensive weight reduction program, which sees it weigh in 570 pounds less than the standard SL65. This results in a 6.1 pounds per horsepower ratio and should see the car accelerate from 0-60mph in less than four seconds. The car’s top speed will be electronically limited to 186mph although AMG engineers insist it’s capable of reaching 220mph when delimited.
To shed all the pounds engineers removed the car’s folding metal hard top and added a fixed carbon-fiber unit – this alone saves 88 pounds. The car’s bonnet has also been replaced with a carbon unit and more of the lightweight material was used for a new rear-lip spoiler (which rises at speeds above 60mph) and diffuser. The end result is a kerb weight of just 4,080 pounds.
Other modifications to the SL65 include a widened track, the addition of flared fenders, new Dunlop Maxx GTs measuring up to 325mm in the back, forged one-piece alloy wheels, bigger brakes and a new front grille.
AMG plans to build just 350 Black Series SLs all up and first sales are expected early next year.

2008 Mercedes CLS facelift

2008-05-27T07:01:00.000-07:00

Hot on the heels of the new Mercedes SL facelift leak we have pictures and information on the facelift for the new CLS class. The pictures are for the AMG 63 model - itself only introduced in 2006 - however some of the basic changes will also appear on the non-AMG models.

Compared with the current model, the new model gets:
- New front-end with only 2 grilles instead of 3
- Different wheels, similar in style to the 911 Turbo. Upgraded from 18in to 19in
- Rear LED lighting
- Carbon spoiler
- Different exhaust

Unfortunately, Mercedes will not be increasing the power under the hood, which remains at 378kW (514hp) and 630Nm. That doesn’t mean we won’t see other mechanical changes such as improved brakes but we’ll have to wait for the official announcement to find out.

Mercedes E-CLass 2009

2008-05-27T06:53:00.000-07:00

Mercedes is going to unveil a completely new E-Class in 2009 code-named W212. The design will be inspired from the new C-Class, S-Class and a few cues from the CLS-Class. It will come as a main competitor for BMW 5-Series and the Audi A6. The car will be unveiled at 2009 Geneva Motor Show.

The basic power plant will consist of four-cylinder engines with the horsepower rating starting at 175 bhp. The V6 and V8 engine will also be available delivering from 136 hp to 514 hp. The W212 will be electronically limited to 155 mph and will make the 0 to 60 mph sprint in 6.5 seconds. An E63 AMG model will be also unveiled powered by a normally aspirated, 500-plus-bhp 6.3-litre V8 engine. All the models will come standard with six-speed manual transmission and the 7-speed automatic will come as an option.

Mercedes C-Class 2008: It's More Gadget

2008-05-27T06:43:00.000-07:00

This new Mercedes C-Class has some tricky tech on board, such as its adaptive brakes with "hill assist," helping you out when you're on a steep hill by maintaining brake pressure after you take your foot off the brake pedal, keeping you from rolling backward.

It also has Agility Control in its steering, suspension and gearshift, giving you faster shifting and more-stable handling that's modulated according to the car's speed. But can you plug your iPod into it? Yes, with an iPod integration kit, and it also has a lot of infotainment on board, including a 4GB music server, Bluetooth, GPS navigation, and a 7-inch display, all controlled by voice commands.

The C-Class cars will roll out in late summer of this year. Now if Mercedes can just stop cranking out such lemons, this lowest-end but biggest-selling Mercedes might just help save the company's reputation. – Charlie White

2009 Mercedes SL-Class Roadster

2008-05-27T06:20:00.000-07:00

The SL range will now feature two six-cylinder models in the shape of the SL 350 and the new SL 280 (170 kW/231 hp) as well as the familiar SL 500 with a V8 engine and the top-of-the-range SL 600 with a V12 powerplant. The Mercedes sports car extends its lead in the safety stakes courtesy of bi-xenon headlamps, included as standard, and the Intelligent Light System whose light functions are designed specifically for typical driving situations. Further new features on board include AIRSCARF neck-level heating. This system - invented by Mercedes-Benz and available as an optional extra - enhances comfort when driving with the roof down, extending the roadster season until well into the winter months. SL passengers are kept informed and entertained by the standard-fit COMAND multimedia system, which has also been fully redeveloped and features additional functions.

The new-generation SL caps a glorious history of Mercedes sports cars, which began in 1954 with the introduction of the legendary 300 SL "Gullwing", followed in 1957 by the launch of the first SL Roadster. To date, the Stuttgart manufacturer has produced a total of over 630,000 SL sports cars.

Like its predecessors, the new-generation SL also merits its "incomparable" tag. No other sports car in this market segment offers such a perfect balance of sportiness, safety and comfort. These three qualities are the cornerstones of highly eventful, active motoring that provides a profound sense of well-being - for hallmark Mercedes refinement at the highest, sportiest level.

New design idiom with unmistakable sporty overtones

When it came to developing a concept and design for the new-generation SL‑Class, the Mercedes-Benz engineers set out with the aim of accentuating the Roadster’s sporty attributes even more strongly than before. This aspiration is reflected in the new front-end design featuring as its centrepiece a wide and, therefore, very dominant radiator grille whose V‑shape symbolises sporty virtues such as forwards thrust and performance potential.

A horizontal louvre makes the radiator grille appear wider and, in doing so, emphasises the powerful aspect of the SL’s front end, making it seem surprisingly new yet also very familiar. By using expressive stylistics in this way, the Mercedes designers are able to forge a link with the SL’s history and create a front-end design that is reminiscent of the earlier SL Roadster models, which also expressed their poise and assurance through wide, very distinctive radiator grilles. Hence the front-end design of the new-generation SL shows Mercedes-Benz taking the styling of the legendary sports car to the next level.

The designers also pay homage to the forefather of the SL model series: the two powerdomes on the bonnet and the gill-style air outlets in the front wings are unmistakable hallmarks of the 300 SL from 1954 and have been given a modern interpretation for the new Mercedes sports car.

These classic design features drawn from five decades of roadster tradition are

in stylish harmony with new elements of the modern Mercedes design idiom, including the distinctive V-shape of the front section and, above all, the headlamps, which are drawn deeply into the flanks, thus further emphasising the impression of breadth at the front end. As well as giving the SL a highly contemporary look, this striking headlamp design also sees the Roadster continuing its traditional role as a trendsetter. Just like its predecessors, the new‑generation SL features a front-end design that will serve as a template for future Mercedes passenger cars.

At the rear, too, the new-generation SL demonstrates its sporty nature even more clearly than before. This is achieved above all by a new, diffuser-look bumper which adds a motorsport touch. In conjunction with the equally new trapezoidal exhaust tailpipes this design element emphasises the width of the body, further symbolising the power just waiting to be unleashed by the roadster.

Direct-steer system: consummate sporty driving pleasure

The SL name is synonymous with driving pleasure as well as design. These Mercedes sports cars have always offered a scintillating driving experience that does not deal in compromises - neither in terms of handling dynamics nor by any means when it comes to comfort or safety. It was under this premise that the Mercedes engineers modified and perfected the SL technology, one example being the new, optionally available direct-steer system, which is as simple as it is ingenious and provides a whole new driving experience when cornering.

This new development is based on the familiar standard-fit speed-sensitive power steering system with lower steering forces - the benefit of which is noticeable above all when driving slowly, manoeuvring or parking. New features include a variable rack ratio, which adjusts in line with the steering angle, increasing sharply as soon as this reaches five degrees. All of which means that, compared to a steering system with a constant ratio, the driver does not have to move the steering wheel as much when cornering. The car’s response is therefore noticeably more direct, allowing the driver to steer more spontaneously or, in other words, more sportily.

When driving slowly or parking, the new technology combines with the speed-sensitive power steering to provide even more comfort than before because the large ratio further reduces the steering effort required.

In addition, the SL still offers some of the very finest chassis technology available in the shape of four-link front suspension and multi-link independent rear suspension. Meanwhile the Active Body Control (ABC) system, specified as standard for the SL 500 and the SL 600, is a unique masterpiece. It compensates pitch, roll and yaw on the part of the body and adapts the suspension settings automatically to suit the current driving situation. This makes for excellent agility on the one hand and optimum driving stability on the other, without compromising the car’s super levels of comfort. Mercedes‑Benz has further fine-tuned the ABC shock-absorber settings for the new-generation SL in order to bring a whole new quality to this unique blend of sportiness, comfort and safety.

Size 255/45 R 17 wide-base tyres and 17-inch light-alloy wheels are fitted as standard on the new SL 280 and SL 350 models, whereas the V8-powered SL 500 Roadster runs on 18-inch wheels shod with 255/40 R 18 tyres. And the exclusive character of the twelve-cylinder SL 600 model is accentuated by 18-inch ten-twin-spoke light-alloy wheels with 255/40 R 18 tyres at the front and 285/35 R 18 tyres at the rear.

Engines: new, extremely sporty six-cylinder powerplant

Mercedes-Benz is extending the SL-Class line-up by introducing an attractive entry-level model in the shape of the SL 280 developing 170 kW/231 hp. The six‑cylinder powerplant delivers its peak torque of 300 Nm from 2500 rpm and accelerates the roadster from 0 to 100 km/h in 7.8 seconds, whilst fuel consumption (NEDC) is just 9.4 litres per 100 kilometres.

Mercedes SL-Class 2009

For the SL 350, the Mercedes engineers have developed a V6 powerplant that brings the sporty qualities of the new SL generation right to the fore. The term "sports engine" could not be more apt: through a process of meticulous engineering, the Stuttgart specialists have further enlivened the temperament of the six-cylinder unit, enhancing its dynamic response dramatically. The engine responds instantaneously to movements of the accelerator pedal and can rev up to 7200 rpm in order to make full use of its power reserves in certain driving situations. Compared to the previous 3.5-litre engine, the output has been boosted by 16 percent to 232 kW/316 hp (at 6500 rpm), while the peak torque has been increased by 10 Nm and now stands at 360 Nm. This powerplant accelerates the new SL 350 from 0 to 100 km/h in a mere 6.2 seconds, making it 0.4 seconds faster than the outgoing SL 350.

In this case, however, the extra power does not come at the expense of fuel economy: with a consumption figure of 9.9 litres per 100 kilometres (NEDC), the new SL 350 undercuts the previous model developing 200 kW/272 hp by 0.4 litres per 100 kilometres.

The sporty character of the V6 power unit is also clearly audible. Its powerfully sonorous sound is the result of meticulous work carried out by sound designers. So these specialists also contribute to the sporty driving pleasure. In this respect, the standard-fit seven-speed automatic transmission also has an important role to play: on the one hand by allowing fast multiple downshifts when accelerating, on the other hand by providing a new double-declutching function that is activated during manual downshifts. As well as producing a sporty sound, this function also enhances comfort and safety as the double-declutching equalises the rotational speeds of the crankshaft and transmission. This set-up gives the driver the advantage of even more harmonious gear changes. Plus there is a noticeable reduction in load-change reactions.

Mercedes SL-Class 2009

The flagship engines in the SL line-up remain the eight-cylinder unit in the SL 500 developing 285 kW/388 hp and the V12 powerplant in the SL 600, which develops 380 kW/517 hp thanks to its twin turbochargers. The Mercedes engineers also worked meticulously on these models to further reduce fuel consumption by up to 0.4 litres per 100 kilometres.

Safety: lights for every driving situation, whatever the weather

For five decades, Mercedes sports cars have been setting the pace when it comes to innovative developments in active and passive safety for open-top cars: in the 1960s the SL was the first sports car to feature a safety body based on Béla Barényi’s principle, while in the 1970s the SL pointed the way ahead with its three-point inertia-reel seat belts fitted as standard. These developments were followed by ABS and the airbag in the 1980s, while the automatic roll-over bar and the robust integral seats celebrated their world premieres in the early 1990s. The comprehensive range of safety equipment available for the Mercedes sports car was rounded off in 2001 following the introduction of innovations such as adaptive front airbags and head/thorax sidebags.

The new-generation SL continues this tradition, the main focus of the engineers’ efforts this time being to improve driving safety at night and in fog. Hence the sports car is equipped as standard with powerful bi-xenon headlamps, which are considerably more powerful and more energy-efficient than comparable LED headlamps. In addition, the optionally available Intelligent Light System provides five different light functions designed specifically for typical driving situations and weather conditions: country mode, motorway mode, enhanced fog lamps, cornering light function and active light function. The variable-control bi-xenon headlamps activate the various light functions automatically. Motorway mode is activated in two stages when the speed exceeds 90 km/h, increasing the driver’s range of vision by up to 60 percent.

When the active light function is activated, the headlamps pivot to the side in line with the steering angle when the driver enters a bend, allowing them to see around 25 metres further into a long bend than is the case with conventional dipped beam. The cornering light function is activated automatically at speeds below 70 km/h when the driver steers and/or indicates. This means that, as well as enhancing safety when turning at junctions or on slip roads, this light function is also active when cornering at low speed and improves illumination of the areas at the side of the carriageway. The enhanced fog lamps ensure better illumination of the verges, making it easier for drivers to get their bearings. The intelligent headlamp technology installed in the SL can therefore make an important contribution to road safety.

Interior: sporty ambience and hallmark Mercedes comfort

A look inside the new-generation SL shows what Mercedes designers mean when they talk about the "balance of sportiness and comfort". The integral seats, the new-look three-spoke leather steering wheel and the completely restyled instrument cluster immediately make it clear that this is a thoroughbred sports car. Everything fits perfectly, all the controls are easy to see and within just as easy reach. The speedometer and rev counter sport a classic chronometer design with new-look dials that promise unerring precision.

As soon as the ignition is switched on, the cockpit instruments grab the driver’s attention: the red speedometer and rev counter needles are aroused from their "six o’ clock position", rotate once around the dials to their maximum values and then revert to their zero positions. The message these needle movements convey to the driver is unmistakable: "start your engine".
A wide range of colours and materials allows Mercedes customers to design and appoint the interior of the new-generation SL to their individual tastes. There are two types of leather to choose from, as well as five different aluminium or fine-wood trims and five colour combinations. The interior looks especially luxurious and refined when specified with the new natural beige/black colour scheme and the new wood trim elements in pale burr walnut with a high-sheen finish.

The SL 600 underlines its top billing in the SL line-up even more clearly than before. Inside the passengers are cosseted by extremely soft Exclusive nappa leather and trim elements in elegant poplar wood. V12 emblems on the seat backrests, on the centre steering wheel spoke and on the door sills, as well as the uniquely designed interior door panels round off the refined twelve-cylinder ambience perfectly. On the outside, the flagship SL model is distinguishable by its exclusive 18-inch ten-twin-spoke light-alloy wheels and discreet yet highly effective detailing such as the matt-silver-painted louvres of the side air outlets and the centre divider in the trapezoidal exhaust tailpipe trims. Mercedes-Benz has upgraded the already extensive standard-equipment package by adding the KEYLESS-GO system and a remote-locking boot lid.

AIRSCARF: Mercedes invention extends the open-air season

The long list of systems that help to provide an outstanding level of comfort in the roadster includes a further innovation in the new-generation SL. AIRSCARF - the neck-level heating system developed and patented by Mercedes engineers - is so called because it distributes air at just the right temperature through the head restraints, forming a warm, invisible "scarf" around the driver and front passenger.

This Mercedes-Benz invention allows the occupants to enjoy open-air driving pleasure for longer and even more often than before. The roadster season lasts until well into the winter months as AIRSCARF provides the SL occupants with all the warmth they need.

The optionally available heating system, which celebrated its world premiere in the SLK Roadster in 2004, has been modified by the Mercedes engineers for the new SL generation. Now the blower and heating are incorporated in the head restraints of the integral seats: two small ventilators suck in air behind the head restraints and channel it through the electric heating element to ensure rapid heating. The temperature-controlled air then flows out of special openings on the front of the head restraints and warms the occupants’ head and neck areas. Both driver and passenger can select the heating temperature using a three-position switch in the door lining; the system then controls the desired temperature automatically depending on the speed at which the car is being driven.

Infotainment: latest multimedia technology in the centre console

The new-generation SL is also fit for the future when it comes to information, entertainment and communications: Mercedes-Benz has further modified the standard-fit COMAND system, equipping it with additional functions. The result is infotainment par excellence: the multimedia device combines a car radio including a dual tuner with telephone controls, a CD/DVD changer and a slot for SD memory cards. Further new additions include a Bluetooth receiver, which connects a mobile phone to the standard-fit hands-free system wirelessly, and a large colour display (6.5"), which enhances user-friendliness and serves as a high-resolution screen for playing DVD films - although not whilst the car is being driven, for obvious safety reasons.

Mercedes SL-Class 2009

An even wider range of high-tech electronics is available ex factory: Mercedes customers can now order the optional COMAND APS system. Its additional features include a Europe-wide navigation system whose data are stored on a hard disc and therefore allow extremely fast route calculations. For playing music, there is an integrated six-disc CD/DVD changer and a Music Register for around 1000 MP3 tracks. A saved database enables automatic recognition of the music tracks and their artists. This information is then posted on the colour display.

The standard COMAND APS package also includes the latest-generation LINGUATRONIC voice-operated control system, which controls the navigation, telephone and audio systems based on its ability to recognise entire words. This system is of great benefit as drivers no longer need to spell out their commands. Instead, they simply say what they want, whether it be a destination for the navigation system, a radio station or a name in the stored phone book.

For the first time, it is also possible to connect an iPod, USB stick or other external audio device to the COMAND system thanks to a newly developed, universal media interface in the centre console (optional). This UCI (Universal Consumer Interface) is more than just an electronic "socket", however; it also includes an ECU that links the external music memory to the SL’s on-board electronics and control system. In this way, the iPod music tracks can also be indicated on the instrument cluster and on the COMAND display in the centre console. Plus they can be called up easily using the buttons on the multifunction steering wheel. The audio device’s battery is charged for as long as the portable music memory is connected to the car via the UCI.

Mercedes SL-Class 2009

For a complete in-car music experience, Mercedes-Benz can equip the new-generation SL with the Harman Kardon "Logic7" sound system (optional extra), which is also used in the S-Class and whose performance has been confirmed in numerous tests. The sound system has an output of 510 watts and converts the SL interior into a mobile concert hall - whether the vario-roof is up or down - courtesy of ten high-performance loudspeakers and state-of-the-art surround technology.

The new-generation SL-Class will make its public debut in March at the International Motor Show in Geneva. It will then appear at Mercedes-Benz outlets and dealerships in Europe from April 5, 2008.

Mercedes CLS 500

2008-05-17T03:35:00.000-07:00

Friday, Mercedes tuner day. After the two-tone S-clas by ART we have now laid our after market hands on Lorinser's new CLS L 55 RS, based on the recently facelifted Mercedes CLS 500 four-door coupe offers 72 more horsepower. The L 55 RS can boast about 460 hp (338 kW) and 585 Nm of torque versus the stock 388 hp (285 kW) and 530 Nm, all this power gives the 4-door coupe a 300 km/h top speed.

Of course Lorinser doesn't just leave at a power boost, the German tuning house has also developed some new aerodynamic accessories like a new front spoiler, side skirts and rear boot spoiler. The Lorinser's profile is supported by 20 inch Lorinser RS 6 light weight alloy wheels. The interior comes equipped with carbon detailing for the arm rests and center console.

2008 Sportec SP600 Porsche 911 Turbo Convertible

2008-05-17T03:23:00.000-07:00

Enjoyed beneath the open sky - a true revelation for any connoisseur and any aficionado of automotive perfection.

A result of interminable development work in Hoeri near Zurich. Breathtaking performance and torque values and the resulting driving performances enable the SP 600 Convertible to something greater than just open gliding.

Presently, the introduction to the Sportec Pleasure begins with the SP530 delivering 530hp and ends with the top-of-the-line model SP680 revealing 680hp. The ingredients for this exclusive high-performance and precision engine from Switzerland are, among others, special Sportec turbochargers as well as a Sportec sports exhaust system with a sound flap system and high-performance catalysts. Modifications to the suction unit and a special sports air filter with an increased airflow take care of the necessary amount of intake air required for this high-performance and precision powertrain.

In order to make sure that the power will reach the tarmac without any loss, the Sportec engineers have provided the vehicle with an additional sports clutch. The electronic system of each customer's car will be individually reprogrammed at the Sportec all-wheel test rig.

The result of this meticulousness bestowed upon the Sportec SP600, which generates 600hp, is a sublime torque of 765Nm - already available at 3.000rpm. Thus, the SP600 Convertible manages the standard acceleration from zero to 100 km/h in only 3,3 seconds. In 10,6 seconds, the SP600 Convertible will catapult its breathless passengers from 0 to 200 km/h. Only at 338 km/h, the driving resistance will bring an end to the rush of adrenaline.

Viewed from the outside, only the powerful 20" Sportec SPR forged wheels and the brand-new and exclusive Sportec aerodynamics package ("discreet but effective") will betray that this is not quite a mass-production vehicle anyone who happens to come along may take home.

An aerodynamically optimised Sportec front spoiler, unobtrusive side skirts, the corresponding 3-part rear apron with a carbon centre part, as well as a larger carbon rear wing will complete the SP 600 Convertible - if desired - technically, but also visually. Those who still want more will have the opportunity to frame, for example, the rear-view mirror or the air intakes with shining carbon. The Sportec aluminium pedal kit and the aluminium footrest come along in a sporty fashion as well. And those who like it a little harder may lower the vehicle by another 20 mm with the Sportec suspension kit.

Carlsson Aigner CK65 'Eau Rouge'

2008-05-16T23:26:00.000-07:00

The Carlsson Aigner CK65 "Eau Rouge" is the result of a collaboration between famous Mercedes tuning house Carlsson and international leather-lifestyle brand Etienne Aigner.

Featuring an exclusive two-tone black on maroon (Aigner's trademark leather colour) livery and an interior covered in a combination of the renowned Aigner leather and Aigner Alcantara, this Mercedes-Benz CL based coupe ticks all the right boxes in exclusivity.

Carlsson engineers have tweaked the engine in this CL to deliver over 515kW (700 bhp) and 1,100Nm of power and torque respectively and this is complemented beautifully by a Carlsson sports exhaust system that not only produces a particularly powerful sound but also frees up more power. The rear view of the Carlsson Aigner CK65 is dominated by four tailpipes in that typical Carlsson look, which impresses through a sonorous, sporting note.

The Carlsson Aigner CK65 "Eau Rouge" can be ordered from any Carlsson dealer starting at € 365,000 in Germany and € 305,000 for export.

The Official Carlsson Press Release:

Mercedes-Benz tuning specialists Carlsson have joined forces with international leather-lifestyle brand Etienne Aigner to develop the Carlsson Aigner CK65 "Eau Rouge". Made in an exclusive small series, the luxury coupé based on the Mercedes-Benz CL produces over 700 bhp and 1,100 Nm after being breathed on by Carlsson.

Technical masterwork

The engine conversion by Carlsson includes a special electronic control unit with special maps for injection and ignition. On the intake side, sports air filters ensure optimum aspiration. On the outlet side, a stainless-steel sports exhaust system with high-performance metal catalytic converters and sports silencers cut back-pressure to a minimum. Another measure to boost engine performance is improved intercooling, which reduces charge-air temperature. Thus, the V12 is always raring to go and the driver can rely on having more than adequate power on hand regardless of the situation.

Elegant and with an unsurpassed finish, the Carlsson Aigner CK65 is undoubtedly the most exciting way to travel today. For example, the Carlsson Aigner CK65 "Eau Rouge" is not only very fast – its top speed is electronically regulated for safety reasons to 320 km/h – but also leaves almost every sports car of the world standing with a 0-100 km/h time of just 3.9 seconds.

Named after one of the most famous race-track curves

With the Carlsson Aigner CK65 "Eau Rouge", Carlsson has also created a link to the world of motor racing. The car is named after one of the most famous race-track curves, the Eau Rouge in Spa Francorchamps.

An interior with the leather fragrance of Etienne Aigner
Etienne Aigner has agreed to provide the interior appointments for the Carlsson Aigner CK65 "Eau Rouge". A combination of the renowned Aigner leather and Aigner Alcantara make getting into and sitting in the car a delight. The redesigned interior is characterised by craftsmanship of the highest standard. With the ergonomically designed sports steering wheel in leather and Alcantara or leather and wood, keeping the Carlsson Aigner under control is a particularly pleasant tactile experience. Carlsson aluminium pedals and illuminated sill embellishers point the way to a world of sporting luxury.

Stainless-steel rear silencers: a sonorous note and improved flexibility

The Carlsson sports exhaust system not only produces a particularly powerful sound but also frees up more power. The rear view of the Carlsson Aigner CK65 is dominated by four tailpipes in that typical Carlsson look, which impress through a sonorous, sporting note. Compared to the standard product, the Carlsson system is characterised by less back-pressure and an optimised pipe run. The result: more torque and a higher output.

Ultra-lightweight forged wheels for greater ride comfort

Compared to the standard cast wheels, the Carlsson Ultra Light aluminium wheels weigh around 50 % less. Thanks to this reduction in mass, they tend to tramp less than cast wheels (lower unsprung weight) and thus provide optimum contact with the road. For the driver, this means improved handling and, therefore, higher driving safety and greater ride comfort. The Carlsson Aigner CK65 "Eau Rouge" rolls on 2/11 Ultra Light forged wheels with the dimensions 9 x 21" with Dunlop SP Sport Maxx 265/30 ZR21 tyres at the front and 10.5 x 21" with Dunlop SP Sport Maxx 295/25 ZR21 at the rear.

Carlsson aerodynamic parts made of real carbon fibre

The new Carlsson aerodynamic kit underscores the elegant lines of the standard model. However, the Carlsson Aigner CK65 is distinguished by an independent appearance – both outside and inside. The front spoiler and rear-apron lip are finished in the diffuser look typical of Carlsson while the striking rear spoiler not only looks good but also improves the handling of the luxury coupé at high speeds. Carlsson's exclusive aerodynamic components are made of high-grade, ultra-lightweight real carbon fibre as used in Formula 1 racing.

Electronic C-Tronic® SUSPENSION lowering kit

Exclusively for the Carlsson Aigner CK65, Carlsson offers the electronic C-Tronic® SUSPENSION lowering kit, which reduces the ride height by approx. 30 mm. The driver can be assured that lowering the car gives it a significantly more sporting appearance. However, Carlsson's C-Tronic® SUSPENSION not only lowers the car but also, thanks to the sophisticated technology, interacts intelligently with the road conditions. On poor surfaces with significant suspension jouncing, the vehicle height is automatically adjusted to ensure sufficient suspension travel for constant ride comfort. For the driver, the effect of the lower ride height is noticeable through a reduction in body roll and considerably more agile handling. In a nutshell: the C-Tronic® SUSPENSION also stands for greater driving pleasure.

Moreover, the C-Tronic® SUSPENSION also ensures that, in the case of speeds in excess of 120 km/h, the car is not lowered further than the maximum permitted for a standard car. In other words, so that it never drops below the minimum ride height thus ensuring adequate suspension travel at all times. Incidentally, lowering the car reduces aerodynamic drag and cuts lift by decreasing the amount of air that can flow beneath the vehicle.

Unlimited individuality

The Carlsson Aigner CK65 "Eau Rouge" is available in a variety of two-tone finishes. The exclusive small series is limited to ten cars, all fully equipped with Distronic, navigation system, hifi system, Aigner full-leather appointments, two-piece 21" aluminium wheels, Carlsson carbon-fibre aerodynamic parts, C-Tronic® SUSPENSION, engine conversion and other extras. The gross price in Germany is starting at € 365,000 in Germany and € 305,000 for export.

The Carlsson Aigner CK65 "Eau Rouge" can be ordered from any Carlsson dealer. According to Carlsson, options have already been taken out by customers in Russia, Japan and the USA.

Lamborghini Reventon vs. Tornado

2008-05-16T22:39:00.000-07:00

A Lamborghini Reventon, one of the world`s most exotic spots car, was raced against a Tornado Jet Fighter [A200-A] in Brescia, Italy on a 3 kilometer long runway.

More info: http://www.tuningnews.net/

The BMW 1-Series Convertible

2008-05-16T22:01:00.000-07:00

The BMW 1-Series Convertible will be one of the cutest topless releases of 2008.

Initially available with either a 2-litre petrol or diesel engine, petrolheads will be eagerly awaiting the preview of the range-topping monster – the 155mph 135i.

The new 1-Series convertible will feature an electronically-operated folding cloth roof, which the manufacturers claim should open in 22 seconds at speeds of up to 25mph.

And the BMW 1-Series’ party piece? Leather seats which feature sun reflective technology meaning you won’t have to worry about be fried by super-hot seats during the blistering British summer of 2008 – maybe.

Prices are expected to start from £20,000 for the topless Beemer. Check out this video of the German convertible:

Weird World of Wheels

2008-05-16T21:58:00.000-07:00

Don’t expect to see this appearing as standard on any 5-door saloons anytime soon, but this military vehicle defensive ‘force field’ is pretty amazing.

Click the play button below to see for yourself.

Sensational new Lamborghini Gallardo

2008-05-16T21:47:00.000-07:00

Lamborghini Gallardo LP560-4 promo video

The 2008 Geneva Motor Show was a dream spectacle for the average red-blooded petrolhead.

From the outrageous Audi R8 TDi supercar to the luxurious Rolls-Royce Phantom Coupe – there was no shortage of beautiful metal on display.

Another supercar on show was the Lamborghini Gallardo LP560-4 – a new flagship model of the ‘baby’ Lambo.

But ‘baby’ doesn’t mean slow.

With a 5.2-litre V10 engine producing a colossal 548bhp, the Lamborghini Gallardo LP560-4 accelerates from 0-62mph in 3.7 seconds, 0-134mph (200kph) in 11.8 seconds and on to a top speed of 201mph, while the special fuel injection system has reduced carbon dioxide emissions by 18 per cent.

And then there’s the looks. From the Reventon-inspired front to the 19-inch alloys, the boys down at the Sant ‘Agata Bolognese production plant have pulled one out of the bag.

Check out this promo of the new Lamborghini Gallardo LP560-4 now.

2005 Hyundai Getz For Sale

2008-05-16T21:19:00.000-07:00

Here is a nice car for sale.

Details:

Year: March 2005 (CBU)
Transmission: Auto
Color: Black
Owner: 1st owner
Roadtax: Expired March 2009
Accessories: Full factory body kit
Mileage: 55,000 km
Others:Accident free, p0wer window, cd player, 15" sport rims
Price: RM52,000.00 ( Negotiable)

More photos:-

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