2009 Porsche Cayenne Diesel

Emissions regulations are causing profound impacts on automakers these days, and Porsche is finally answering the call with a diesel model next year. The Stuttgart-based company is planning to offer a diesel powered version of its Cayenne SUV.

The choice of engine would most probably be a V6 borrowed from Audi, says UK auto industry analyst Peter Schmidt via Automotive News Europe. Other more powerful engines (V8, V10, and V12) were also considered, but eventually called off due to their heaviness.

Audi is believed to be developing an efficient twin-turbocharged 3.2 litre V6 diesel engine producing more than 300 hp, which is the most logical candidate for this purpose.

There has been no word from Porsche on this, but we all know what CEO Wendelin Wiedeking has in mind in respect of tackling fuel-economy issues. Just over a month ago, Porsche announced that it is co-developing hybrid systems with Volkswagen for the Cayenne and the upcoming Panamera.

Source: Automotive News Europe



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New 2010 Mercedes E-Class Clearest Spy Photos Yet

The new Mercedes E-Class, code named W 212, is scheduled for release in mid 2009. Initially just the sedan will be launched with the station wagon following a year later.

The photos are showing for the first time a prototype in silver metallic wearing much less disguise than previous pictures showed. The new styling will adapt styling elements from the current new C-Class, however, the headlights are quite different giving the new E-Class a so-called “four eyes face”. Also the new model will grow 7 cm in overall length.

The next E-Class will offer a wide selection of engines, ranging from a 4 cylinder petrol engine with 184 hp up to an 544 hp V8 as well as diesels ranging from 136 hp 4 cylinder to a 354 hp V8. However, customers will have to wait for a hybrid version for another year. According to insider information, in 2010 the car is going to available also as a hybrid model in combination with a diesel engine. The E 300 Bluetech-hybrid will get power from a 3.0 litre 224 hp V6 and a 15kW electric engine with an integrated start generator.

The photos are showing a prototype during testing in the south of Germany.




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Video: Holden Monaro Burnout

Holden Monaro Burnout - Funny videos are here





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Holden Coupe 60 Concept

Holden is celebrating their 60th year building cars in Australia and to mark this milestone the company has produced a new concept. Called the Coupe 60, the car is built off the Holden Commodore VE platform and features a pillarless design. Powered by a 6.0L V8 engine, the car makes use of a side-exiting chambered exhaust system with billet alloy tips.

Nearly 60mm shorter than the VE sedan, the coupe wears 21-inch wheels and has numerous racing enhancements such as full flat under body, rear underbody air diffuser and functional rear deck-lid spoiler with unique designed LED tail lamps. In the concept has carbon fiber bucket seats covered in leather and suede, a flat bottomed steering wheel, and a LCD instrument display. The rest of the interior is covered in a luxurious mix of black leather and suede which is contrasted by red leather and chrome.

Production seems feasible, but as Holden’s chairman Mark Reuss said “This is a vehicle I know our designers would dearly love to see go into production, but for the moment it has to remain a concept only.” We can only hope that will change in the near future.






Press Release

Holden Fans Get 60th Anniversary Present

GM Holden today marked the diamond anniversary of its first all Australian car by unveiling a stunning two-door performance thoroughbred called Coupe 60.

Coupe 60 celebrates the six decades since GM Holden built the 48-215 at its Fishermans Bend plant in Port Melbourne, Victoria, and provides a glimpse of Holden’s future directions in design, engineering and emerging engine technologies.

Exemplifying sports luxury, Coupe 60 is a pillarless concept car that explores the limits of Holden’s current rear-wheel drive capabilities, combining racing looks and technology into a road going sportscar experience.

Its sophisticated appearance is delivered through simple and powerful design, highlighted by the pillarless construction and V8 supercar inspired cockpit layout and side-exiting chambered exhaust system with billet alloy tips.

Almost 60mm shorter than the VE sedan, and sitting on 21-inch centre-lock alloy wheels with unique design Kumho high performance semi-slick tyres, Coupe 60 captures all that’s exciting about the Holden DNA.

Other racing-derived enhancements include full flat under body, rear underbody air diffuser and functional rear deck-lid spoiler with unique designed LED tail lamps.

The interior also has several unique features. They include one piece carbon fiber bucket seats (featuring leather and suede pad design) and a sports-inspired flat bottomed steering wheel with integrated shift light display and LCD sports instrument cluster.

The high gloss carbon fiber carries through to doors and rear trim providing a contrast to the leather trimmed instrument panel and black suede trimmed pillars, headliners and parcel shelf.

Details and accents are picked out with a distinctive red high shine leather on the seats and dark gunmetal finish and satin chrome on the consoles and doors.

Front seats are adjustable fore and aft to allow easy access to the rear, with four-point race harness restraints for all seating positions.

Under the bonnet is just as forward looking, with a 6.0 litre V8 engine incorporating the latest technologies such as active fuel management and calibrated for E85 ethanol fuel.

Even the paint is a one-off. Called ‘Diamond Silver’ by Holden designers, it gives a liquid aluminium finish that almost slides off the bodywork.

GM Holden Chairman and Managing Director Mark Reuss said, “Coupe 60 is Holden's 60th anniversary gift to its fans worldwide.

“It highlights Holden’s heritage of rear wheel drive performance whilst looking ahead to the potential offered by new technologies and materials.

“This is a vehicle I know our designers would dearly love to see go into production, but for the moment it has to remain a concept only,” he said.

Project Designer Manager, Peter Hughes, said, “We were looking to mark the diamond anniversary with a car that captured the Holden DNA and took the current VE range to an exciting next step.

“Even in the early stages of VE development, we knew there was a sensational coupe waiting to get out and the 60 th anniversary has given us the chance to explore that.

“With Coupe 60 we think we have designed a car that has the potential to write another chapter in the book of Holden icons.”

Main Features:
Pillarless coupe body;
Derived from flexible GRWD platform;
VE sedan wheelbase.

Powertrain:
6.0L V8 with Active Fuel Management, calibrated for E85 Ethanol fuel;
6-speed manual transmission (SS specification);
Engine oil cooler.

Exterior:
Unique ”Diamond Silver” paint colour;
Electrically dropping front & rear side windows;
Racing-derived aerodynamic down-force enhancements:

Rear under-body air diffuser;
Full flat under body;
Functional rear deck-lid spoiler;
21-inch centre-lock alloy wheels;
Unique design Kumho high-performance semi-slick tyres;
High-performance Brembo brake hardware with ducted air cooling for front callipers;
Side-exiting chambered exhaust system with billet alloy tips;
Unique design LED tail lamps;
Exterior mirrors with integral LED side markers.

Interior:
V8-Supercar inspired cockpit layout for enhanced driver visibility and spaciousness;
LCD sports instrument cluster located in a unique column-mounted binnacle;
One-piece carbon fiber bucket seats, featuring unique suede-pad design and distinctive red high shine leather accents;
Front seats are adjustable fore-aft and allow easy access to rear;
Four-point race harness restraints for all seating positions;
Unique sports-inspired flat-bottom steering wheel with integrated shift light display and suede grips;
Unique interior details including air vents, column switches, gear shift knob and pedals.

Interior trim.
Perforated leather trimmed instrument panel;
Black suede trimmed pillars, headliner and parcel shelf;
High gloss carbon fiber used as a structural material for seats, doors and rear trim provides contrast to leather and suede trim;
Details and accents are picked out with red high shine leather, a dark gunmetal finish and satin chrome.

Source: GM



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Magna Steyr MILA Alpin Concept at Geneva

The Austrian based Magna Steyr company is maybe best known for contract building the BMW X3, Jeep Grand Cherokee and Chrysler 300C for Europe and is rumored to build the upcoming MINI SUV. Magna Steyr also helped out on Lada's Project C Concept but they also build their own concept cars. Back in 2005, Magna Steyr revealed their single-seater, 150hp, CNG powered MILA Concept, the Magna Innovation Lightweight Auto.

This year Magna Steyr will be revealing the MILA Alpin, an innovative and extremely compact off-road concept car, capable of climbing 45 degree inclines. Power will come from a clean CNG (Compressed Natural Gas) hybrid 3-cylinder engine and can seat 3+1, but we will have to wait and see at the show how 3+1 seating works.

Stay tuned for live, high resolution images from the Geneva Motor Show

Press Release

MILA Alpin: Compact Off-Roader with Alternative Drive Options

MAGNA STEYR presents the third concept vehicle in the MILA innovation family at the 2008 Geneva Motor Show.



The MILA Alpin is a compact off-roader with a body specially designed for integrating various different types of alternative drives. This means: Excellent all-terrain capability, wide-ranging uses and emissions of under 100 g CO2 per kilometer.

Creating an attractive vehicle was by no means MAGNA STEYR's only priority in the MILA Alpin project. The entire product development process was also designed always to make assembly as cost-efficient as possible – whatever the market demands.
A new vehicle segment

Its unique configuration makes the MILA Alpin a vehicle that stands out because of its excellent all-terrain capability and outstanding rough road characteristics. As a result, it is not only suitable for recreation but also as a utility vehicle for special uses. What allows such wide-ranging applications is the mid-engine layout with a low-cost, but effective all-wheel drive system. Its climbing ability is impressive: 100% or 45 degrees. On the road, too, exceptional handling makes the MILA Alpin great fun to drive. What's more, the hybrid drive using natural gas reduces the impact on the environment.

The MILA Alpin's shape language also adds to its attraction – inspired by Nature, its lines are as clear as rock and ice.
Engineering

The engineers at MAGNA STEYR set themselves the challenge of developing an off-roader in several variants with maximum climbing ability – all at low cost. And they certainly succeeded.

The frame consists of straight sections, which are made of different materials to guarantee low weight and enable a flexible body concept. Modular design makes it easier to use components and systems from volume production and combine them with various different innovative modules and optional extras. Thanks to independent suspension and ESP, the chassis guarantees safe on-road characteristics. The mid-engine layout ensures good traction. The considerable ground clearance, large overhang angles, option of locks in the transfer case and axle drives, and low crawling speed all go to make driving safe and relaxed off the road.

A higher sitting position that is relatively far forward and large panoramic roof give the driver and passengers perfect visibility. The MILA Alpin has 3 + 1 seats.

There is also the option of a CNG drive, a hybrid or a small, supercharged gasoline engine.
From concept to reality

To manufacture a vehicle with low production volume and high number of variants economically, tool investment has to be reduced as far as possible. This fact in particular was taken into account when designing the MILA Alpin. Given the modular design, automation can be kept at a low level and, at the same time, flexibility in assembly at a high level. The MILA Alpin concept can therefore be used for volume production without any problems – especially by a flexible specialist in engineering and vehicle assembly, such as MAGNA STEYR. The requirements for production have been met by optimizing the overall process and the individual systems at every stage of development. This approach also enables the costs of any subsequent modifications due to market demand to be kept down to a minimum.

All the innovative components, such as energy storage systems, and the expertise for hybrid drives stem from in-house advance development.

MAGNA STEYR has developed and designed the vehicle to be brand neutral. It can therefore be built together with various OEMs.

The MILA Alpin:
• Compact off-roader with alternative drive options
• CO2 reduction as optional extra
• Wide-ranging uses
• Optimized product development chain (reduction in tool investment; cost-effective, flexible production)

Source: Magna Steyr

Mercedes C Class BlueEfficiency

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Mercedes-Benz’s BlueEfficiency system will, from spring this year, be available to sale within the C-Class range. Geneva will expose BlueEfficiency in the C 350 CGI next month.

Merc says the system cuts fuel consumption by up to 12 percent in the C 180 KOMPRESSOR and C 200 CDI cars where the latter 100kW saloon achieves an average of 5.1 litres per 100km at 135 grams of CO2, and the former 115kW car is a 6.5 litres/100km, 156 grams of CO2 engine with BlueEfficiency. Performance has not been sacrificed at the green altar. C 180 KOMPRESSOR still does 0 – 100 km/h in 9.5 seconds and C 200 CDI does the same in 10.4 seconds. Not quite AMG but that is not the aim here.

Tyres have not dragged to assist either, with partner Michelin providing lighter rubber for lower resistance, thus playing a notable role in fuel consumption reduction. Other “small” changes made to achieve these figures include making the underbody smoother for better air flow, lowering suspension for better aerodynamics and blocking off the radiator grille in part so as to lower air intake into the engine, thus reducing wind resistance.

These are great lengths to go in order to meet stringent upcoming EU emissions laws, as well as ensuring that our world remains largely as it is for the next 100 years or so.

Press Release

From spring 2008, Mercedes-Benz will be adding three extra-economical BlueEFFICIENCY saloons to the C-Class range. A raft of intelligent measures and technologies has enabled the fuel consumption of the high-volume C 180 KOMPRESSOR and C 200 CDI models to be reduced by up to twelve per cent, while retaining the high levels of comfort and safety typical of a Mercedes. The BlueEFFICIENCY version of the 100 kW/136 hp C 200 CDI consumes only 5.1 litres per 100 kilometres, while the C 180 KOMPRESSOR BlueEFFICIENCY with 115 kW/156 hp covers 100 kilometres with 6.5 litres of premium petrol. This corresponds to 135 and 156 grams of carbon dioxide, respectively, per kilometre. The third BlueEFFICIENCY C-Class model on show in Geneva is the C 350 CGI with direct petrol injection. The six-cylinder unit burns around ten per cent less fuel than the saloon with the current V6 engine.
For the new BlueEFFICIENCY models, Mercedes engineers have harnessed potentials from all fields of development to reduce weight, aerodynamic drag and rolling resistance yet further, and to organise the onboard energy management of these saloons even more efficiently. Together, these measures add up to a fuel saving on the NEDC driving cycle of 0.9 litres per 100 kilometres for the C 180 KOMPRESSOR, and 0.6 litres for the C 200 CDI.


The specialists in Sindelfingen have made very detailed improvements to the comprehensive lightweight construction concept of the C-Class, and have managed to shave off between 19 and 32 kilograms of weight depending on the model. This achievement is in part due to a newly developed windscreen made of laminated glass, which weighs around 1.2 kilograms less than before. This is made possible by a technology transfer from the Maybach luxury saloon: between the panes of glass lies a new, acoustically effective plastic membrane which efficiently absorbs wind noise. This has enabled Mercedes engineers to reduce the thickness of the windscreen, achieving a further weight reduction without compromising noise comfort in any way.
The noise-insulating lining of the firewall has also been weight-optimised with the help of special materials and the latest calculation methods. Using computer simulations, Mercedes-Benz recalculated the required firewall insulation and precisely redefined the material thickness of the sound-absorbing resinous foam in line with the noise input. This needs-driven redesign reduces the weight of the lining by around 20 per cent.
Forged lightweight wheels also have a positive effect on the weight. These tip the scales at around 1.8 kilograms less than conventional light-alloy wheels, saving a total of more than seven kilograms per vehicle. These new lightweight wheels (6 J x 16 ET 39), which have aerodynamic benefits too, are standard equipment for the new BlueEFFICIENCY variants of the C 180 KOMPRESSOR and C 200 CDI.
Newly developed tyres: 17 per cent less rolling resistance

In addition to lightweight construction measures, Mercedes-Benz also devoted particular attention to reducing rolling resistance and aerodynamic drag. In collaboration with Michelin, Mercedes engineers developed lightweight tyres with a particularly low rolling resistance. These are now receiving their series production premiere in the C-Class, and help to reduce fuel consumption.
Rolling resistance is primarily caused by tyre deformation as the tyre contacts
the road surface. This has a braking effect on the car, since additional energy is required to overcome this deformation resistance - therefore, the higher the rolling resistance, the higher the fuel consumption. Up to around 100 km/h, rolling resistance has a greater effect on fuel consumption than aerodynamic drag.
The belt of this newly developed tyre for the C-Class contains a multi-layered mesh of high-strength steel for less deformation. It is also lighter in weight than conventional designs, enabling a further 1.7 kilograms or so to be saved per set of tyres. The secret, however, mainly lies in the chemical composition: the rubber compound for the treads and side walls is designed to ensure that rolling resistance is reduced by 17 per cent, while retaining the same good handling and braking characteristics.

Aerodynamic fine-tuning: Cd figure an outstanding 0.25

At 120 km/h, the aerodynamic drag of the vehicle body already accounts for around 50 per cent of all the dynamic resistance a passenger car must overcome. Accordingly Mercedes-Benz has been very active in the field of aerodynamics for many years, and has achieved remarkable advances that have had a positive impact on the fuel consumption figures of cars bearing the Mercedes star.
With a drag coefficient (Cd figure) of 0.27, the C-Class is among the most aerodynamically efficient notchback saloons in its market segment. This is the result of a whole series of intelligent details, such as the tail lights with ventilation slits: these reduce drag by influencing the airflow along the side walls, causing it to break off at the tail lights without causing turbulences behind the vehicle's rear end. In this way the patented tail lights of the C-Class replace the usual spoiler lips.
In the new BlueEFFICIENCY versions of the C 180 KOMPRESSOR and C 200 CDI, Mercedes engineers have succeeded in bettering even the highly impressive Cd figure of the C-Class with a number of other detailed measures:
Smooth underbody cladding ensures that the air can flow beneath the vehicle body without turbulences. The full engine compartment and underbody panelling of the diesel models is also standard equipment in the BlueEFFICIENCY version of the C 180 KOMPRESSOR.

-Partially blanking off the radiator grille reduces the airflow into the engine compartment, thereby lowering wind resistance. Adequate cooling of the four-cylinder engines is of course uncompromised by this measure.
-Sealing the joins between the bonnet and headlamps, as well as between the bumper and headlamps, improves the airflow around the front end.
-The housings of the exterior mirrors were developed in the wind tunnel, and are particularly streamlined in form.
-Lowering the suspension by 15 millimetres reduces aerodynamic drag, and has a particularly noticeable effect at higher speeds.
-The design of the new lightweight wheels also meets aerodynamic requirements, and improves the airflow around the vehicle flanks.
Thanks to this package of aerodynamic measures the Cd figure for the new BlueEFFICIENCY models has been reduced by seven per cent to 0.25, representing another major contribution to fuel economy.
Efficient energy management: needs-driven power steering control

It is not only intelligent lightweight construction, tyres with a low rolling resistance and good aerodynamics that help to further improve the economy and environmental compatibility of today's passenger cars. Intelligent control of ancillary units and the reduction of friction losses can also make an important contribution in this respect.
Energy management is the key: in the BlueEFFICIENCY models of the C-Class, the power steering system is controlled on a needs-driven and therefore energy-saving basis. The standard power steering in the C-Class has an additional valve which switches off the servo pump when it is not required. While this pump operates continuously in all driving situations in conventional steering systems, the new valve interrupts the flow of hydraulic fluid when the car has followed a straight course for a while, switching off the servo pump. This has the advantage that the engine no longer needs to provide energy to drive the servo pump, meaning that it operates more economically. Thanks to this technology, the NEDC fuel consumption is cut by 0.14 litres per 100 kilometres - which equates to a reduction of 2.5 per cent in the case of the C 200 CDI.
As a further contribution to reduced weight and friction, the BlueEFFICIENCY C 180 KOMPRESSOR and C 200 CDI saloons are equipped with a newly developed final drive featuring further-improved antifriction bearings, forged differential gears and a sophisticated lightweight construction. These measures reduce the friction forces within the transmission, hence the engine expends less energy in overcoming them.

The longer final-drive ratios of the BlueEFFICIENCY versions also help to reduce fuel consumption. These are as follows:
C 180 KOMPRESSOR: 2.87 : 1 (rather than 3.07 : 1)
C 200 CDI: 2.47 : 1 (rather than 2.65 : 1)



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Source: Daimler AG

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Mercedes C Class BlueEfficiency

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The C 180 KOMPRESSOR and C 200 CDI models are both equipped with the six-speed manual transmission with overdrive characteristics as standard. With a ratio of 0.838 : 1 and 0.828 : 1, respectively, sixth gear considerably lowers the engine speed and fulfils a major precondition for fuel-efficient driving.

Useful information: new gearshift and fuel consumption display in the cockpit

A newly developed gearshift display in the cockpit informs the driver when he should change gear to save fuel. Experience gained during the Mercedes-Benz "ECO Training" courses has shown that drivers are able to make average fuel savings of up to 15 per cent with an economical and energy-conscious style of driving - without any loss of driving enjoyment.
In fact "ECO Training" will practically come as standard in the future BlueEFFICIENCY versions of the C-Class: in addition to gearshift recommendations, the instrument cluster features a newly developed display showing the present fuel consumption. This will appear in the centre of the speedometer as an easily legible bar chart. A brief glance at the display is sufficient to tell the driver the current fuel consumption in litres per 100 kilometres. The bar chart responds immediately when the driver changes to a higher gear or takes his foot off the accelerator to use the deceleration fuel cut-off function.

Up-to-date engines: downsized C 180 with the same output

Under the bonnets of the new model variants can be found well-proven four-cylinder engines, which are amongst the bestselling power units in the model range: around one quarter of all C-Class buyers opt for these four-cylinder engines.
For the C 180 KOMPRESSOR Mercedes-Benz has reduced the overall displacement from 1796 to 1597 cubic centimetres, while retaining the same output (115 kW/156 hp) and torque (230 Newton metres). This downsizing of the engine's displacement, combined with measures for optimising the combustion chamber, mixture formation and engine friction, adds up to a total potential fuel saving of 0.35 litres per 100 kilometres.
All in all, the NEDC fuel consumption of the C 180 KOMPRESSOR in BlueEFFICIENCY guise is just 6.5 litres of premium petrol per 100 kilometres. This is 0.9 litres or twelve per cent less than for the standard production model.
The displacement, output and torque of the CDI engine remain unchanged. The package of efficiency measures has enabled the NEDC fuel consumption of the BlueEFFICIENCY version of the C 200 CDI to be cut by 0.6 litres (10.5 per cent) to just 5.1 litres per 100 kilometres. This corresponds to CO2 emissions of 135 grams per kilometre.

Key engine, performance and fuel consumption figures at a glance:

C 180 KOMPRESSOR BlueEFFICIENCY C 200 CDI BlueEFFICIENCY
Displacement 1597 cc 2148 cc
Output 115 kW/156 hp at 5200 rpm 100 kW/136 hp at 3800 rpm
Max. torque 230 Nm at 3000-4500 rpm 270 Nm at 1600-3000 rpm
0-100 km/h 9.5 s 10.4 s
Top speed 230 km/h 220 km/h
NEDC consumption* 6.5 l/100 km 5.1 l/100 km
CO2 emissions 156 g/km 135 g/km
*combined consumption

C 350 CGI: ten per cent more economical thanks to direct petrol injection

As of late 2008, the BlueEFFICIENCY C-Class line-up will be rounded off by the world's first petrol engine with spray-guided direct injection. Cue the new C 350 CGI BlueEFFICIENCY, which is being presented by Mercedes-Benz at the Geneva Motor Show. Despite generating a higher power output and even greater torque, the new model consumes around ten per cent less fuel than the C 350 saloon with the current V6 engine. The C 350 CGI is therefore set to offer a hitherto unrivalled combination of power delivery, agility, safety, economy and environmental compatibility in this vehicle class.
The CGI engine summons up an output of 215 kW/292 hp and 365 Newtonmetres of peak torque at 3000 rpm. 15 kW/20 hp and 15 Newtonmetres more respectively than the current V6 unit with port injection. Thanks to state-of-the-art engine technology, fuel consumption of the C 350 CGI BlueEFFICIENCY has been cut to approx. 8.4 litres per 100 kilometres (provisional NEDC figure), approx. one litre below the figure for the current C 350. As such, the new six-cylinder engine makes a major contribution to reducing carbon dioxide emissions. These significantly improved output and fuel consumption figures are achieved whilst still using cost-efficient premium grade petrol (RON 95).

The CGI unit also offers an impressive driving experience combined with superb economy and environmental compatibility: the C 350 CGI BlueEFFICIENCY takes just 6.2 seconds to accelerate from 0 to 100 km/h and is capable of an electronically limited top speed of 250 km/h (provisional figures).Mercedes-Benz became the first car maker to put spray-guided direct petrol injection into series production in 2006. This technology is markedly superior to the direct injection system with wall-guided combustion used by other car makers, as the Mercedes technology achieves far better fuel utilisation due to its higher thermodynamic efficiency, meaning both reduced fuel consumption and lower exhaust emissions.
The six-cylinder engine demonstrates its particular strengths during stratified-charge operation when the powerplant operates with a high excess of air and is thus very fuel-efficient. In the Mercedes direct injection engine, this favourable lean-burn operation with a stratified charge in the combustion chamber is also possible for the first time at higher engine speeds and load ranges because the engine's combustion chambers are injected with several successive jets of fuel in fractions of a second during each power stroke, thereby substantially improving mixture formation, combustion and consumption. Whereas stratified-charge operation was previously only feasible over a limited partial load range, the CGI six-cylinder engine can now be operated in stratified charging mode over a wider range.

Piezoelectric injectors: enabling lightning fast multiple injection

High-speed, ultra-precise piezoelectric injectors are among the key components of the second-generation direct petrol injection system. The invention of these injectors has spawned virtually all the advances in the spray-guided combustion system. The piezoelectric valves open their injectors outwards to create an annular gap just a few microns wide, allowing the fuel jet to form with a uniform, hollow cone-shaped pattern. Thanks to millisecond switching times, the piezoelectric injectors also permit the multiple injection that promotes lean-burn operation and helps create the ideal conditions for the engine's exemplary consumption figures. A high-pressure pump with downstream distributor and pressure valve supplies the fuel and regulates the amount delivered in accordance with requirements. With a pressure of up to 200 bar, the system develops around 50 times the fuel pressure of a conventional port-injection system.
The combustion system developed by the Mercedes engineers, with multiple, closely spaced injections during each power stroke, also serves to enhance the V6 engine's smooth running and emissions characteristics. Measurements show that untreated emissions (hydrocarbons) are reduced by more than half in the warm-up phase. Active control of injection and combustion also produces higher temperatures in the exhaust manifold, thereby warming up the catalytic converters faster.

The data for the new C 350 CGI BlueEFFICIENCY at a glance:

Displacement 3498 cc
Bore/stroke 92.9/86.0 mm
Compression ratio 12.2
Output 215 kW/292 hp at 6400 rpm
Max. torque 365 Nm at 3000-5100 rpm
NEDC fuel consumption 8.4 l/100 km*
Acceleration 0-100 km/h 6.2*
Top speed 250 km/h**
*provisional figures; **electronically limited

Four-valve technology, variable camshaft adjustment for the intake and exhaust sides, two-stage intake manifold, balancer shaft and an intelligent heat management system with map-controlled thermostat are some of the other technical highlights that the direct injection engine has adopted from the port-injected C 350 engine. The crankcase and cylinder head are made out of aluminium; the cylinders are fitted with low-friction, dimensionally stable liners made out of a lightweight aluminium-silicon alloy.

BlueEFFICIENCY: additional fuel-saving measures

The package of BlueEFFICIENCY measures for the direct-injection petrol unit incorporates further fuel-saving technologies besides. These include the newly developed windscreen made of laminated glass, which weighs around 1.2 kilograms less than before, forged lightweight wheels and low rolling resistance tyres.
The needs-driven and therefore energy-saving control of the power steering also forms part of the standard specification on the C 350 CGI। Finally, Mercedes-Benz has further improved the saloon's very low aerodynamic drag by fitting new, streamlined exterior mirror housings. A variable radiator shutter improves the airflow around the front end and, depending on the driving situation, also allows control of the air supply to the six-cylinder engine in line with requirements.

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Source: Daimler AG

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Volvo XC 60 First Real Life Photos

After several photos of Volvo’s upcoming XC60 crossover were leaked, the company decided to reveal the new vehicle ahead of its official Geneva debut. Now the first real life photos of an undisguised XC60 have surfaced.

Drawing heavily from the XC60 concept that debuted at the 2007 North American International Auto Show, the production vehicle is destined to become Volvo’s entry level SUV. Expected to be on sale in Europe during the second half of 2008, the new crossover will face stiff competition from the BMW X3, Land Rover LR2 (Freelander), and the upcoming Audi Q5 and Mercedes GLK.

The 2009 Volvo XC60 will be offered with a turbocharged T6 engine which produces 281 horsepower or two turbodiesels rated at 163 and 185 horsepower. Production will begin shortly, with a target output of 50,000 vehicles per year.




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Morgan AeroMax goes into production

Morgan's funky retro-modern AeroMax coupe, originally built as a custom vehicle and displayed at the 2006 Geneva Motor Show, is going into production. The startling AeroMax combines Morgan's familiar lines with a modern envelope body. It's a love-it or hate-it design, but enough people love it that Morgan will build 100 of them.

The AeroMax features an all-aluminum body bolted to Morgan's signature ash wood frame. The complex body's twin rear windows are powered, allowing access to the luggage compartment with its available fitted Connolly luggage. Power is provided by a 4.8 liter V8 sourced from BMW, and the AeroMax is rated at 367bhp. In addition to being possibly the most aerodynamic-looking Morgan ever, the AeroMax is also the first Morgan to have an automatic transmission, as it's equipped with a six-speed ZF autobox. Morgan claims a 4.2-second 0-100km/h run and a 170mph top speed.

The modern technology bolted to the AeroMax' wood frame also includes electronic brakeforce distribution (EBD), cruise control, a tire pressure monitor and anti-lock brakes.

The AeroMax is in production at Malvern, with the first cars to be delivered soon.






Press Release

Morgan AeroMax Enters Limited Production

Two years after world debut
Just 2 years after its debut at the 2006 Geneva Autoshow as a one off built to order for one of Morgan’s discerning customers, the AeroMax coupe has entered series production at the Morgan factory.
Such was the interest surrounding this unique design that it was decided, with the kind permission of its owner, to make a limited production run of 100 cars, all of which were sold within just a few weeks of its announcement.
Following a two year intense period of production development, and a number of minor improvements to the overall design, the first customer AeroMax is shortly to be delivered.
No expense has been spared in ensuring that the production quality mirrors expectations. Innovations include a world first, the use of high tech super formed aluminium panels for the entire body. This process allows the most complex of shapes to be made in aluminium which are then fitted over a traditional ash frame. Beautifully detailed inside, the coachbuilt ash frame proves that construction of the Morgan AeroMax remains true to Morgan philosophy. Using this unique mix of technology and high quality materials, the AeroMax is assembled with care and dedication by the craftsman and women in Malvern. This method of construction offers a minimum of carbon emissions and maximum sustainability.
The body is bolted to a stiff yet lightweight Aero 8 chassis which from 2008 is fitted with the 367Bhp 4.8 litre BMW V8 engine. This gives AeroMax performance to match its looks. For the first time a Morgan can have an automatic gearbox. The latest ZF 6HP 26 gearbox gives the fastest change in the world and endows the automatic with better acceleration and fuel economy than the manual thanks to its lock up clutch, low power loss and instant change characteristics. It also delivers lower CO2 emissions, 267 g/km, a figure not normally associated with a 0-62 mph (100 kph) capability of just 4.2 seconds and a top speed in excess of 170mph.
This will be the first Morgan to use Canbus software to control not only the engine functions but also some body technology such as lighting, wipers and instrumentation. Reassurance and security are provided by Electronic Brake Distribution, cruise control, tyre pressure monitoring, ABS and Siemens electronic airbags.
The twin electrically operated glass rear windows allow easy access for the optional stitched calf leather Connolly luggage.
The technically advanced engine and lightweight construction give the best of all worlds – performance, economy and low emissions, yet still with all of the safety systems one would expect in a modern performance car.
Morgan believes with AeroMax it leads the way in exclusive bespoke low volume car construction using quality raw materials and advanced technologies that are not available to Morgan’s competitors in the world of luxury car production. Owners of the Morgan AeroMax will be joining a very exclusive club with a unique opportunity to share their motoring dreams.

Source: Morgan




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Koenigsegg Edition CCX and CCXR limited edition

Koenigsegg owners must be the most sadistic bunch out there. Why? Because they have put Koenigsegg through making these two special edition CCX and CCXR models by sheer demand. What a painful experience it must have been for the Swedes to create these twins to the specs that they boast.

Both feature carbon wheels, amplifiers, Satnav or Bluetooth, a rearview camera for those of us whose parking skills go as far as our pinky fingers, and matched carpets. Don’t skip to the end yet, the specs are on their way; I’m just trying to work my way towards them, just to make sure I’m not seeing things here.

Right. The carbon fiber body compliments the wide wing design and lowered chassis. So special are these cars that only 14 of the CCX are being made available, while the CCXR will be as scarce as an honest politician.

We move on from the gravy and on to the meat. CCX would be the base model, as base as you can get in so far as Koenigsegg is concerned. The same 4.8-litre V8 of cast aluminium origin is employed for heavy wheel-spin duty on both cars. Accompanying it are two superchargers that blow harder than Little Red Riding Hood’s proverbial wolf, forcing 888 bhp/ 662kW and some 920Nm of torque to the wheels. Zero – 100km/h is dispatched in two blinks of an eye, at 2.9 seconds, running out of speed shortly after 400km/h.

Big brother CCXR is a notch up, offering only 6 examples in the entire universe. Those 6 lucky customers, one of who can collect at the Geneva Motor Show where the cars are to be parked, will each drive away with 1018 bhp/ 759kW, 1060Nm of Eiffel Tower-pulling torque. They also collect a free driving course, though some need it more than others. Sprint times are 0 – 100km/h in 2.9 seconds, top speed reaches 417km/h. As a WCF fanatic you’ve probably heard of another hyper production car that did 407km/h on TV a while ago…

The Stig will probably not get his hands on this Koenigsegg, not after the last time…






Press Release

Due to request from certain Koenigsegg Clients and Customers, Koenigsegg has created a Limited Edition version of its sought after cars. The Koenigsegg Edition comes in two limited versions, the CCX and CCXR models.

It features a 4.8L twin supercharged Koenigsegg engine, together with many other unique features. The car is more track biased compared to the standard models, as it has stiffer springs and anti-roll bars, reset dampers and lowered chassis. It also features a fully visible carbon body a large adjustable rear wing, larger front splitter and side strakes for increased down force and a unique forged wheel design.

The interior is also reworked and features; color matched leather carpets, Edition side step plates, Edition chronograph instrument cluster, New edition only layout for the center consol control panels.

All other extra equipment comes as standard, such as Carbon Wheels, Special interior trim and color, Rearview camera, Satnav or Bluetooth, Amplifiers, complete Inconell exhaust system in order to save weight.

The Edition cars will be built in two different versions, a CCX model limited to 14 cars with 888 bhp and a CCXR (Bio flexi fuel) model limited to 6 cars with 1018 bhp. The price for the 888 hp CCX is 1 330 000 Euro, and 1 500 000 Euro for the 1018 hp CCXR (E85/petrol flexfuel) version. The two first of each version are already spoken for.

Each car comes with 5 years free Service and Warranty.

Unveiling of the Edition versions will be at the Geneva Motor show in March 2008, where the first delivery will take place.

Source: Koenigsegg



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Volkswagen Iroc Concept

Paris, France — Europe's largest car maker, Volkswagen, has taken the wraps off a new concept vehicle, the Iroc, which will form the basis of the upcoming Scirocco sports hatch that first saw light of day 33 years ago at the Geneva Motor Show.

The idea of rebirthing old models is not new, and a vehicle like the BMW-built Mini Cooper is a good example of what can be done when designers stay relatively close to the original design: people in all major car markets love the car and buy the car in their droves.

However, Volkswagen has tasted the bitter side of the retro vehicle business case, evidenced in the reborn Beetle which failed to rekindle the passion of Baby Boomer buyers, enticing a younger audience in much smaller numbers. Though not an outright failure, the modern Beetle failed to reach the levels that Volkswagen had envisioned, and that could be why the company is not basing the new Iroc (scIROCco) design on the classic coupe, instead starting from scratch and creating a modern interpretation relying more on authentic naming than appearance.

The Iroc concept was launched at the 2006 Paris Motor Show, and provides a number of clues as to how a possible next generation Scirocco will be styled. A sports hatch whose only real rival would be the Alfa Romeo Brera, the vehicle is expected to be offered with a range of various engines when it reaches production in 2008, including small direct injection petrol engines with turbo and supercharging.

The concept version that was revealed at the Paris Motor Show features a 1.4-litre TSI engine. TSI stands for twincharger stratified injection.

The twincharger bit relates to the car's power development, which takes advantage of both a supercharger for low end boost and a turbocharger for extra power high in the rev range. Volkswagen says that the TSI engine is currently the most efficient 4-cylinder gasoline engine in the world.

It's also a very powerful 1.4-litre 4-cylinder engine, creating 155 kilowatts (210hp) which is 8kW more than the current 2.0-litre FSI turbo, and in the Iroc concept's case this will be enough juice to propel it from 0-100km/h in around six and a half seconds. Production versions of the 1.4-litre engine may be de-tuned for reliability however.

Volkswagen's dynamic twincharger engine is mated to the DSG (direct shift gearbox) and gives the concept car impressive off-the-line acceleration. VW adds that, "In principle, a large range of supercharged engines are conceivable for the Iroc that could start significantly under 110kW/150hp. But there's one thing every engine theoretically employed in the Iroc has to guarantee: Driving fun."

With its short overhangs and bold style the Iroc concept has a wheelbase measuring 2680mm, providing enough room for four occupants. The concept has a height of 1400mm, is 4240 mm long and 1800mm wide - short and stocky is an apt description. The light-alloy rims specially designed for the Iroc and are 19-inches in size, shod with 235/35ZR-19 rubber.

Though the remade Scirocco 'Iroc' concept is a modern interpretation of the late 20th century vehicle, starting with a clean sheet so to speak, Volkswagen explains that the Iroc also marks a stylistic turning point through its progressively designed radiator grill and a distinctive new form. In other words, Volkswagen will be changing the faces of its cars in the next decade, and this is the first glimpse of one of these new faces.

The front end of the new concept car will attract many punters at the Paris Motor Show, prominently featuring a hexagonal design. It's true that there's never been a radiator grille of such a radical shape for a Volkswagen, and by doing so the company has decided to use different 'faces' for specific models and segments. Where many automakers try to instill the company's design DNA into all models, creating a uniform look across the brand, VW is hinting that it may move away from this approach using different grilles to earmark different styles cars (sports, luxury, utility etc).

Designed as a hexagonal air intake, the grille goes all the way down to the dark front apron and to the right and left of it there are two more air intakes for cooling the brakes in true performance hatch style. The oversized radiator grille is book ended by the headlights, which combine LED and projector globes to create a modern style.

The concept of both Volkswagens is closely related, even though the vehicles are separated by over three decades. The first generation Scirocco was an attainable dream car for many people in the 1970s; styled by Giorgetto Giugiaro and equipped with four full-fledged seats and a proper boot. The new model is a hint of what's to come from VW with the reborn model, which is expected to reach production in 2008.

As VW points out however, in contrast to the original Scirocco the Iroc is no classic coupé, but a progressively designed sports car with an extremely long roof and a comparatively steep rear end. The Iroc also has room in back for two adults and ample luggage. It also adds that the provocatively designed Iroc combines a high degree of suitability for not just daily use, but pure driving fun that, as a possible series-production vehicle, will also be very attractively positioned in terms of price.

The new model is finished in a bright green paint, called viper green metallic. This glaring green of the Iroc is especially effective in combination with the high contrast black shades of the concept. And like the confronting exterior, the interior is equally radical. Germany's biggest selling car brand conceived a design theme that it thoughts was "uncompromisingly harmonized for potential racing use".

Front bucket seats with integrated 5-point seatbelts and central lock were a good start, but it's both the neon-blue glow and intense design lies of the gauges and controls that really take centre stage. There's normally two major instruments in most sports car - the speedometer and tachometer - and the Iroc concept is no different, it's just the execution of these elements is completely different. The driver looks into two cylinders with twelve illuminated bars that create a three dimensional segmentation within the instruments, giving the car a very futuristic feel that is often the domain of concept cars.

It was about 33 years ago at the international car show in Geneva Volkswagen unveiled a new coupé that went on to sell more than 500,000 units across Europe and the Americas. As VW concedes, it was compact, distinctive, agile, spacious and affordable. Can the new Iroc concept spawn a similarly successful production version in 2008? Volkswagen has neither confirmed nor denied plans to create a production version, but the chances of it happening are very good.

The Iroc concept represents a number of innovations for Volkswagen, including a new look 'face' and the increasing use of the TSI (twincharger) engine type, and is an early look at the third generation Scirocco performance hatch that will arrive in Europe in 2008। Volkswagen has previously stated that it plans on producing 100,000 units per year, which would mean the car would need to have a low price and will probably compete with the Mini Cooper range.








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This car is big news, probably one of Geneva's most anticipated large volume production cars. By all means, it's got one heck of a reputation to live up to, if it is to step out of the shadow of its two memorable (Mk. 1 & Mk.2) 'Rocco fathers from the 1970s and 1980s.

These pictures, brought to you by autoscoops.eu, are seemingly the first official photos of the Volkswagen Scirocco, which will make its debut in Geneva as confirmed by is appearance today on the official premiere list of the Geneva Motor Show. The car (pictured) bears a strong resemblance to the aggressively styled VW Iroc concept, launched in August 2006, although the front end has been slightly toned down.


What do we know about the car so far, then? Since the launch of the teaser minisite at www.volkswagen.de just a few days ago, new information has appeared and these are the main details we expect to see:

• VW Group's 2.0 TFSI four-cylinder turbocharged engine
• A 1.4-litre TSI producing 122 bhp/ 91kW and a TDI choice
• Seven-speed DSG gearbox
• Proper sport seats (Audi S/RS style)

Stay tuned for more details!

Source: Autobild via autoscoops.eu




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GTA Concept - first Spanish supercar

Spain is getting ready to manufacture its own super car. And it has nothing to do with something called Auto Emoción! No señior, this is GTA Motor, whose concept you bear witness to in these pages.

GTA Motor brings its racing experience to the neighbourhood with this concept, which uses carbon composite materials for bodywork, a panoramic roof for skywatch and a 6-speed sequential gearbox. With its limited slip differential commanding things, takeoff should be a matter of sniff and throw, so top speed of 340km/h is possible. Rear wheels measure 20-inches in diameter, as opposed to the 19-inch poised by the front. Car features carbon ceramic brakes, six piston calipers both front and rear and ABS.

What sensational salsa holds sway under the hood you might ask? GTA has developed a cool V10 motor of twin turbo relation, which sits in a central-rear longitudinal position. It is whispered within Valencian corridors that over 600 bhp/ 447kW lives within those ten cylinders, waiting to pounce on anything German, Italian, Swedish or American thrown at it. Even the Japanese will not be spared.

GTA plans to build 99 units in 2008, with distribution collaborations sorted out for all the key markets in the world.

Source: GTA MOTOR

Melbourne-built E-Vade to Make World Debut at Melbourne Motor Show

Step aside for a minute there Ariel Atom; there’s a new sheriff in town. E-Vade is the name and Australia is the county. Well, country in this instance. The E-Vade is the result of a lifelong dream by former naval Commander David Walter. He and his wife Peta have been working on the dream for over six years, and the results should be astonishing both on and off the track.

Instead of going the kit-car way like many would and have, Walter took the road less travelled by designing and building his own sports car. Using lightweight materials, the E-Vade came out a two-seater in the mould of normal roadsters. This was achieved by utilizing a steel space-frame chassis clad in fiberglass. Thus 995kg is all the E-Vade weighs on a scale, that weight reduced by 50kg for the track version of the car.

Thrust is provided by a 3.5 V6 engine from Nissan, which is longitudinally mounted behind the driver and kicks out 300kW (405 bhp). The lighter track version of the E-Vade gets more beef in the form of 500kW (680 bhp). Each version uses a 5-speed transaxle.



E-Vade should be more popular in track form for track days since speed laws Down Under are seriously enforced. It’s easy to see how this thing can evade angry traffic officials though. A sweet feature is the built-in hydraulic jack system that can lift the car up to 20cm high to change tyres and so on.

Although to be shown at the Melbourne International Motor Show which runs from February 29, the car is not meant for public sale, rather for the builder’s own private enjoyment. However, Walter reckons if they do end up selling them to interested parties “then that's something extra".

Source: Melbourne Motor Show

Australian Hyper Car E-Vade Takes to the Track

WCF reported on the E-Vade previously, with a drip of drool and a glint of excitement in our eyes. Finally the Melbourne Motor Show will reveal the finished product to the public, and these are the first pictures for yours and our own pleasure.


A bit of performance testing at VACC Park in Port Melbourne has been underway to make sure the car’s go matches its look। While many have compared the concept to something akin to an Ariel Atom or similar, the E-Vade is still heavy, thanks to, in no small part, to its V6 engine.


Both versions that have been produced will be on display at the show। Designer and builder David Walter took one of the cars to a dockyard in Williamstown where his ship is docked.



Source: Melbourne Motor Show




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