Koenigsegg CCXR Trevita

When sunlight hits the Koenigsegg CCXR Trevitas, it sparkles like millions of silvery white diamonds infused inside the visible carbon fiber weave bodywork.

Trevita is an abbreviation in Swedish and translates into - three whites. The Koenigsegg visible carbon weave body work is renowned around the globe for its perfection and uniqueness. However, so far it has only been possible to utilize the classic black carbonfibres.

As Koenigsegg always strives to create new unique technologies and solutions, we have now reached a new milestone - The Koenigsegg Proprietary Diamond Weave.

By utilising a new and unique method, Koenigsegg has managed to coat fibers with a diamond finish. The process was fully developed at Koenigsegg headquarters in Ängelholm Sweden, where the fiber treatment is conducted carefully in small quantities, prior to further processing the prepreg material.

Koenigsegg will only produce three Koenigsegg CCXR Trevitas in total, hence the name. This makes the Trevita one of the most rare versions in the Koenigsegg family cars.

The three cars are fully equipped with Koenigsegg Shimmering Diamond Weave bodywork, double carbon wing, paddle-shift, inconell exhaust system, carbon ceramic brakes with ABS, hydraulic lifting system, infotainment system, tyre monitoring system, chrono instrument cluster and airbags.

Maserati GranCabrio

he open-top Maserati GranCabrio is pure Maserati. It is a Maserati in the truest sense, with an unmistakable Pininfarina design, spacious interior, handcrafted details, driving pleasure and high performances. The Maserati GranCabrio touches all five senses in an open-air experience that retains all the typical comfort and performance brio. Like all Maserati's open-top models, the Maserati GranCabrio is a special car intended for true connoisseurs.

The Maserati GranCabrio continues in the footsteps of the Maserati tradition in open-top models, and adds to a line-up of models that has made the history of the Modena manufacturer, such as the 1950 A6G Frua Spyder, the 3500GT Vignale Spyder (1960), the Mistral Spyder (1964), the Ghibli Spyder (1968) and the 2001 Maserati Spyder, the car Maserati chose for his comeback to the United States.

True to its tradition, the Maserati GranCabrio yet opens a new chapter, because never before have four-seater top-down models been produced at the Viale Ciro Menotti Maserati factory in Modena. There are four proper seats are provided, so that the rear passengers are not merely supporting actors, but co-stars of the journey.

The Maserati GranCabrio is powered by a 4.7 liter V8 engine paired with the fluid 6-speed automatic transmission. In Sport mode, the V8 gives the driver and passengers the full power of its 323kW, with a thrilling roar that becomes even more exciting with the top down, as it becomes one with its surroundings.
Completely re-engineered

The body of the Maserati GranCabrio has been thoroughly overhauled. Despite the lack of an overhead frame and a wheelbase at the top of its class (2.942mm: longer than its direct competitors) it guarantees the best possible performance in terms of structural rigidity. This enhances the smooth handling, safety and comfort of the car, and fully exploits the powerful, efficient mechanics.

The newly-designed bearing monocoque has been made using materials and technologies designed especially to optimize weight: the bonnet and cross beams are made from aluminum, while the boot is made from SMC (Sheet Molding Compound).

The excellent weight distribution (with higher load at the rear) also facilitates excellent on-the-road dynamics and improved safety, in combination with the vehicle's control systems. These include, for the first time ever, the Hydraulic Brake Assist (HBA), which optimizes brake performance both in frequent use and in emergency situations.

The new body took thousands of hours of calculations, testing and development. The result of all this work is a static rigidity at the top of its class (75000 DaN/m/rad) and dynamic torsional frequency of 27.2 Hz.

Particular attention has been paid to developing the aerodynamics, with the creation of a flat aluminum base that not only adds to the overall body's rigidity but also reduces Cx by 6 points. In this way, for the first time, the convertible version of a car is able to maintain the same aerodynamic performance of the coupé, with a Cx of 0.35.

An all-round experience

Behind the wheel of the Maserati GranCabrio, driving fun combines with comfort and safety in all road conditions. With the longest wheelbase in its segment, the Maserati GranCabrio gives all passengers an extremely comfortable ride even on long journeys. Their safety is enhanced thanks to the extendable roll bars behind the rear seats, which are activated if necessary.

Passenger comfort onboard the Maserati GranCabrio also comes from the perfect integration between the vehicle's hood and its main systems, guaranteeing maximum efficiency and drivability in all conditions. The automatic dual-zone climate control function optimizes the conditions inside the car, adjusting the internal temperature and the intensity of ventilation depending on the outside temperature, heat of the sun, and air humidity.

By capitalizing on the close collaboration between Maserati engineers and BOSE technicians on the GranTurismo, the GranCabrio has been equipped with a BOSE audio system that adds another dimension to open-air music.

The Maserati GranCabrio is fitted with Skyhook suspension as standard. The braking system uses high performance dual-cast technology, developed in collaboration with Brembo and already successfully employed on the GranTurismo and Quattroporte.

The Maserati GranCabrio's roof is strictly canvas-made, emphasizing the link with the Maserati tradition.

Aerodynamic, aero-acoustic efficiency and the desire to make the Maserati GranCabrio a car suitable for all year driving are the principles which led the Maserati technicians to develop a three-layer canvas hood. Not only does it offer ample opportunities for customization, but it also adds considerable benefits in terms of on-the-road dynamics, as the car's centre of gravity is lower. In 28 seconds, passengers can enjoy the thrill of the open-air experience, activating the open/close mechanism even when the car is moving, at speeds of up to 30km/h.

The Maserati GranCabrio will be marketed this coming winter, and experienced by customers the world over from the following spring.

Clients and supporters of the brand can already choose contents and features of their own Maserati GranCabrio, thanks to a completely renewed car configurator, which is state of the art in terms of image quality and flexibility of usage.

Technical specifications

* Body
o High-strength steel bearing monocoque with box-section panels and structure constructed in sheet galvanized, two-door cabriolet, four seats, longitudinal centre-front engine (between the two axles), rear wheel drive.
o Cx 0.35 with car closed and 0.39 with car open.
o Monocoque
o Multi-material bearing monocoque, passive safety performance conforming to "worldwide" regulations, integration of various design technologies for weight/performance optimization: steel structural part, aluminum bonnet and bumper front reinforcement cross member, boot lid in thermosetting composite material.
* Frame
o Derived from the Quattroporte structure, with reduced wheelbase and rear overhang, designed to satisfy the most stringent American crash standards (FMVSS208, Federal Motor Vehicle Safety Standard), front structure compliant with ACEA1 "pedestrian impact" standards.
o Constructed in high-strength steel boxed sections; it integrates a tubular structure in the rear part to support suspensions and differential; front serves to support the suspensions and engine.
o Aluminum sub-floor structural reinforcements.
* Suspension
o Standard Skyhook system.
o Front: quadrilateral with forged aluminum hub carriers and struts, basic aluminum gas dampers with continuous damping variation and acceleration sensors on each wheel (Skyhook), coaxial helical springs.
o Rear: with quadrilaterals with forged aluminum hub carriers and struts, additional radius bar for toe-in control; basic aluminum dampers with continuous damping variation and acceleration sensors on each wheel (Skyhook).
o Front and rear suspension fitted with hollow bars that reduce roll and mass, and increase driving comfort.
* Steering
o Hydraulic steering box with tacho-sensitive servo assistance with on road steering ratio 64 mm/rev.
* Steering diameter (from pavement to pavement): 10.7 m.
* Transmission
o Architecture with front transmission in unit with the engine, drive shaft, rear differential. 6-speed hydraulic torque converter gearbox (ZF 6HP26).
o Transmission gear ratios: 1st gear 4,171; 2nd gear 2,340; 3rd gear 1,521; 4th gear 1,143; 5th gear 0,867; 6th gear 0,691; R 3,403.
o Asymmetric limited slip differential (25% in traction, 45% in release) with bevel drive with final ratio 3.73 (15/56).
o Steel drive shaft, 69 mm diameter, articulated in two pieces with three constant-velocity joints, and supported at the centre with a bearing which is integral with a support cross member tightened to the chassis, with an interposed rubber ring.
o Traction control and Maserati Stability Program (MSP) incorporating the traction control (ASR), release torque (MSR), anti-lock braking (ABS), and electronic brake distribution (EBD) systems.
* Engine
o 8 cylinders in 90 degree V, total displacement 4,691 cm3. Crankcase and cylinder heads in hardened and tempered aluminum alloy, crankshaft in hardened and tempered steel, balanced individually on 5 main bearings.
o The timing system features double chain-driven overhead camshaft per bank; four valves per cylinder driven by hydraulic cups.
o Continuous phase variator on intake camshafts.
o Increased-diameter Nikasil-coated thin steel cylinder liners.
o Wet sump lubrication, oil sump integral with crankcase, single oil bath pump.
o Bosch integrated ignition and injection systems, and drive-by-wire accelerator.
o Displacement: 4,691 cm3
o Bore: 94 mm
o Stroke: 84.5 mm
o Compression ratio: 11.25:1
o Maximum power output: 323 kW (440 CV)
o Engine speed at maximum power output: 7,000 rpm
o Peak torque: 490 Nm (50 kgm)
o Engine speed at peak torque: 4,750 rpm
o Maximum engine speed: 7,200 rpm
* Dimensions and weight
o Length: 4,881 mm
o Width (without mirrors): 1,915 mm
o Width (with mirrors): 2,056 mm
o Height: 1,353 mm
o Wheelbase: 2,942 mm
o Front track: 1,586 mm
o Rear track: 1,590 mm
o Front overhang: 873 mm
o Rear overhang: 1,066 mm
o Trunk capacity: 173 l
o Fuel tank capacity: 75 l
o Dry weight (UE version): 1,887 kg
o Kerb weight (UE version): 1,980 kg
o Weight distribution: 49% front; 51% rear with car closed;
o 48% front; 52% rear with car open
* Performance
o Top speed: 283 km/h with car closed
o Acceleration 0-100 km/h: 5,4 s
o Pick-up 80-120 km/h: 4.2 s
o Stopping distance from 100 km/h-0: 35 m

Lamborghini Reventon Roadster

Lamborghini presents the ultimate driving machine among open-top two-seaters - the Lamborghini Reventón Roadster is a sports car of breathtaking fascination, menacing power and uncompromising performance. The 6.5 liter twelve-cylinder generates 493 kW (670 PS), catapulting the Roadster from 0 to 100 Km/h (0 to 62 mph) in 3.4 seconds and onwards to a top speed of 330 KM/h (205 mph). The open-top Lamborghini Reventón is not only one of the fastest, but also one of the most exclusive cars in the world - Lamborghini has limited the series.

The Lamborghini Reventón is not destined to remain a one-off. Less than 20 Lamborghini friends and collectors will be able to own this extraordinary car and, naturally, enjoy the incomparable pleasure of driving it.

Each Lamborghini Reventón Roadster will be sold for 1.1 Million Euro (without taxes). Deliveries will begin October 2009.

"The Lamborghini Reventón is the most extreme car in the history of the brand," comments Stephan Winkelmann, President and CEO of Automobili Lamborghini S.p.A. "The new Roadster adds an extra emotional component to our combined technological expertise - it unites superior performance with the sensual fascination of open-top driving." The Lamborghini Reventón Coupé was presented at the 2007 IAA in Frankfurt and was sold out immediately.

Open-top sports cars are a tradition at Lamborghini that stretches back over 40 years. In 1968, the company from Sant'Agata Bolognese built a Lamborghini Miura without a fixed roof as a one-off. The Lamborghini Diablo Roadster appeared in 1995 with its targa roof anchored to the engine cover.All Lamborghinis are created with an avantgarde approach to design; a fast-moving technical sculpture. The Lamborghini Reventón Roadster is derived from the same creative thinking as the Coupé. Its designers found their inspiration in aviation - the aggressive wedge shape evokes images of fighter jets.

The powerful arrowhead form at the front, the mighty air intakes pulled way forward, the broad side skirts, the upwards opening scissor doors and the rear end with its menacing edges - the Roadster is clad in a design of maximum functionality and spectacular clarity. Details set stylish accents, such as headlamps featuring bi-xenon units with LEDs forming the daytime running lights and indicators. The rear lamps are also equipped with LEDs.

Like the Coupé, the Lamborghini Reventón Roadster measures 4700 mm (185 in.) long. It has a wheelbase of 2665 mm (105 in.) and is 2058 mm (81 in.) wide and 1132 mm (45 in.) high. The driver and passenger seating positions are low and sporty, separated by a substantial central tunnel.

Behind the two seats are two hidden pop-up bars that deploy upwards in just a few hundredths of a second in the event of an imminent rollover. A fixed, horizontal wing-shaped member behind the seats bears the third brake light. The design of the Lamborghini Reventón Roadster's long back is also quite distinct from that of the Coupé. The engine bonnet is virtually horizontal and a total of four windows made from glass provide a view of the mighty V12 in all its technical elegance.

Stiff bodyshell base

The base bodyshell of the Lamborghini Reventón is already so stiff that the Roadster requires only minimal reinforcement. It has a dry weight of only 1690 Kg (3,725 lbs.), just 25 Kg, (55 lbs.) more than the Coupé.

Like the Coupé, the cell of the Roadster is made from high-strength steel profile and carbon components joined with specialist adhesive and rivets. The bodyshell is made almost entirely from carbon fiber elements, with sheet steel used only for the outer door skins.

Exclusive grey paintwork

A unique paint finish completes the razor sharp design language of the Lamborghini Reventón Roadster. For this exclusive special edition, designers have created a new shade of matt grey called Reventón Grey. As for the Reventón Coupé, which is a slightly different shade of grey, this is a matt paint finish that, in the sunlight, displays an unexpected impression of depth thanks to its special metal particles.

The wheels of the Lamborghini Reventón Roadster also incorporate the interplay of matt and glossy elements. The five spokes of the rims each bear a Y-form, and on each spoke are mounted small crescent-shaped wings made from matte carbon. These provide not only an unusual visual impact, but also a turbine effect that further improves cooling of the mighty ceramic brake discs.

Aircraft-style displays

The interior of the Lamborghini Reventón Roadster conveys the same powerful design as the exterior. The cockpit is structured with technical clarity, the interfaces arranged for functionality. Like a modern aircraft, the open two-seater no longer has classic analogue instrumentation - instead, information is delivered via two transreflective and one transmissive liquid-crystal displays.

The driver can switch between two modes at the touch of a button - one digital view with illuminated bars and one level with classic round dials, albeit with changing color graphics. Centrally located at the top of the display is the G-force meter. It represents the intensity of the forces acting on the Lamborghini Reventón Roadster under acceleration, braking and heavy cornering; the same format used in Formula 1.

The instruments are mounted in a casing machined from solid aluminum which is housed in a carbon fiber dashboard. The interior displays uncompromisingly clean craftsmanship and features a host of carbon fiber applications - e.g. on the center tunnel - aluminum, Alcantara and leather. The central panels and the seat cushions are perforated, with precision stitching gracing their outer edges.

Lamborghini has equipped the Lamborghini Reventón Roadster with full options.

An icon of engine design

The twelve-cylinder engine that powers the Lamborghini Reventón Roadster is a Lamborghini icon - and the technical feature that defines the character of the car. It is one of the world's most powerful naturally-aspirated engines. With a compression ratio of 11 : 1 and a displacement of 6496 cc (396.41 in3,) it generates 670 PS (493 kW) at 8,000 rpm. Its maximum torque of 660 Nm (487 lb-ft) kicks in at 6,000 rpm.

The V12 engine is a masterpiece of Italian engineering. Two chains drive its four camshafts that, in turn, operate the 48 valves. Together with the three-phase adjustable intake manifold, the variable valve timing delivers a meaty torque build-up. Dry sump lubrication ensures that the hi-tech power unit has a constant supply of oil, even under heavy lateral acceleration. The absence of the oil sump means a low mounting position - benefitting the car's outstanding handling characteristics.

The V12 catapults the Lamborghini Reventón Roadster from 0 to 100 Km/h (0 to 62 mph) in 3.4 seconds and onwards to a top speed of 330 Km/h (205 mph). It reacts with the eagerness of a racing engine to input from the right foot, revving to 8,000 rpm and beyond, and performing a symphony that sends shudders along the spine. The deep booming bass, the powerful mid-range and the exultant horn section play music that, once heard, can never be forgotten.

All-wheel drive for maximum traction

In classic Lamborghini style, the aluminum engine is mounted longitudinally in front of the rear axle, with the transmission ahead of it beneath the center tunnel. This layout results in 58 percent of the overall weight being borne by the rear wheels - ideal for a powerful sports car.

This layout accommodates the Viscous Traction permanent all-wheel drive. Under normal conditions, it sends the vast majority of the driving force to the rear wheels. Should they begin to spin, the central viscous coupling sends up to 35 percent of the power via an additional shaft to the front axle. Limited-slip differentials are located there and at the rear axle with 25 and 45 percent lock respectively.

Lamborghini introduced the all-wheel drive principle with the Diablo. The reason back then was just as clear as it is today - four driven wheels grip far better than two, and the more powerful the engine, the greater the impact of this fundamental law of physics.

Also standard on the Lamborghini Reventón Roadster is the e.gear automated six-speed sequential manual transmission. The driver controls the gear shift, which is activated hydraulically via two steering wheel paddles. In addition to the "Normal" mode, the system offers a "Corsa" and a "low adherence" mode. The driver just has to keep his foot to the floor - the rest is handled by e.gear.

Running gear layout from motorsport

The Lamborghini Reventón Roadster keeps the extreme power of its engine in check with a running gear layout derived directly from motorsport. Each wheel boasts double wishbone suspension, with one spring strut on each side of the front axle and two each at the rear. The front end of the car can be raised by 40 mm (about 1.6 in.) to protect the underside of the vehicle over potholes or on steep entrances into underground garages.

The open two-seater runs on 18-inch wheels. The front tires measure 245/35, while the rears are 335/30. Dedicated air channels in the bodyshell cool the four wheel brakes. Carbon-fiber ceramic discs are standard - they have an extremely lightweight construction, operate with virtually no fade, are corrosion-free and achieve the highest service life. Each disc has a diameter of 380 mm (~15 in.) and is gripped by six-piston calipers.

As fast as the open two-seater may be, its road manners are impeccable. Its performance limits are extremely high, yet effortless to control. And, on exiting a bend, all four wheels stick tenaciously to the asphalt. The permanent all-wheel drive dovetails the car firmly with the road, delivering decisive benefits in traction and stability.

High-performance aerodynamics

A further distinctive characteristic of the Lamborghini Reventón Roadster is its calm directional stability even at extremely high speeds - a feature that also turns fast highway stretches into sheer joy. Alongside the bodyshell design and the smooth underbody, which culminates in a powerfully formed diffuser, the rear spoiler carries responsibility for downforce. It deploys from the rear edge at about 130 Km/h (80 mph) and adopts an even steeper angle as of about 220 Km/h (136 mph). The entire aerodynamic concept - around and through the car - is radically laid out for performance.

State-of the-art development techniques

Lamborghini used state-of-the-art, highly networked processes to bring the Lamborghini Reventón Roadster to life. The design, CAD work and model making that took place in the Centro Stile, which opened in 2004, were accompanied continuously by specialists and test engineers from the Research & Development Department.

The Design Department is directly linked to the neighbouring Ufficio Tecnico, ensuring rapid implementation of ideas. Lamborghini's capabilities also include the independent development of the complete electronic platform. This incorporates all control units - including those for the V12 and the innovative cockpit displays.

All units of the Lamborghini Reventón Roadster are being built on the Sant'Agata Bolognese production line, with perfect craftsmanship and to the highest levels of quality.

TechArt Porsche Panamera

TechArt is celebrating the world premiere of its individualization program for the Porsche Panamera models at the IAA 2009. The first phase of the TechArt program includes, among other things, exterior components for improved aerodynamics and a striking appearance that is typical of TechArt, 21 and 22 inch light metal wheels, a multifunctional daylight running light system, as well as extensive options finishing the interior.

"Personality knows no compromise - this is our understanding of high-quality automobile finishing. We implement this one-to-one with the Porsche Panamera and in the process combine well-trained aesthetics with discrete elegance," emphasizes Thomas Behringer, CEO of TechArt Automobil GmbH. The program for the Porsche Panamera Turbo will be shown at the IAA 2009.

The completely newly developed Aerokit I was manufactured from PUR-RIM and it optimizes the driving characteristics specifically at high speeds. The three-part Front Spoiler I has integrated brake air ducting and reduces the lift on the front axle with better cooling of the brakes at the same time. The side skirts steady the airflow under the vehicle and form dynamic contours in the side view. The new Rear Spoiler I and a rear diffusor support driving stability, and together with the dual oval tailpipes made of stainless steel with the TechArt engraving, they emphasize the consistent design at the rear.

Transmission of power to the road is the job of a choice of elegant 21-inch TechArt Formula or sporty 22-inch TechArt Formula II light-metal wheels. For the necessary road holding, TechArt recommends Conti Sport Contact 3 tires or Michelin Pilot Sport PS2 tires.

TechArt has a multifunctional daytime running lights system ready for the Porsche Panamera Turbo. The LED system unit combines daytime running lights, blinkers, sidelights, and parking lights in one housing - in a choice of chrome or black - that slips seamlessly into the front design of the Porsche Panamera. The system has automatic dimming of the daytime running lights when blinking as well as when the low-beam is switched on.

Interior manufacturing is one of the key competences of the Leonberg Porsche tuning specialist. For the market launch of the program for the Porsche Panamera, TechArt is presenting exclusive two-colour leather finishing in teak and black. Decorative stitching with matching thread, a roof liner in the same coloured Alcantara, details such as interior colour-matched handles and foot mats with leather edging in the colour teak give rise to extensive personalization. A TechArt sport steering wheel as well as dials with the interior colour complete the sporty and elegant line. A new TechArt exotic wood variation is being used for the first time in the Porsche Panamera. The prized ash veneer with a tactile grain decorates the doors, the dashboard and center console.

The TechArt program for Porsche Panamera S, 4S and Turbo will be available in December 2009. More individualization options as well as technical features will follow at the beginning of 2010.

Audi e-tron Concept

Audi presents the highlight of the IAA 2009: the Audi e-tron Concept, a high-performance sports car with a purely electric drive system. Four motors - two each at the front and rear axles - drive the wheels, making the concept car a true quattro. Producing 230 kW (313 hp) and 4,500 Nm (3,319.03 lb-ft) of torque, the two-seater accelerates from 0 to 100 km/h (0 - 62.14 mph) in 4.8 seconds, and from 60 to 120 km/h (37.28 - 74.56 mph) in 4.1 seconds. The lithium-ion battery provides a truly useable energy content of 42.4 kilowatt hours to enable a range of approximately 248 kilometers.

The performance figures are by no means the only evidence of the consistent and holistic strategy. The design makes it clear that the Audi e-tron Concept belongs in the major leagues of sports cars, and the package takes into account the specific realities of an electric vehicle. The battery is directly behind the passenger cabin for an optimal center of gravity and axle load distribution.

The Audi e-tron Concept is able to freely distribute the powerful torque of its four electric motors to the wheels as required. This so-called torque vectoring allows for dazzling dynamics and an undreamed-of level of agility and precision when cornering.

Audi has taken a new and in some cases revolutionary approach to many of the technical modules. A heat pump is used to efficiently warm up and heat the interior. The drive system, the power electronics and the battery are controlled by an innovative thermal management system that is a crucial component for achieving the car's range without compromising its high level of interior comfort. Networking the vehicle electronics with the surroundings, which is referred to as car-to-x communication, opens new dimensions for the optimization of efficiency, safety and convenience.The Concept

Electric drive systems are still very much outsiders. The first vehicles of this type took to the roads around 1900, yet in 2009 no volume car manufacturer has a car powered exclusively by batteries in its lineup. Fewer than 1,500 electric vehicles are currently registered in Germany, corresponding to only 0.035 percent of all registered vehicles.

Yet electric driving potentially offers numerous advantages. Electric cars reduce the dependence of transportation and the economy on the raw material petroleum. They produce no direct exhaust emissions and thus ease the local burden on the environment. Electric drive systems are also significantly more efficient than combustion engines, consequently making them easier on the customers' wallets. Other strengths include sportiness and the fun they bring to driving. All of the torque is essentially available the moment the driver steps on the accelerator, allowing for breathtaking acceleration.

There is still a lot of work to do before electric cars are ready for volume production, however. The greatest challenge is the integration of the energy storage system. Acceptable range and performance requires a traction battery that is heavy and takes up a lot of space. Audi is taking a new approach to offset these disadvantages - a holistic approach with a specific vehicle package, a systematic lightweight construction concept and an optimal configuration of all components for the electric drive.

Audi e-tron Concept - The Holistic Approach

The most important development related to batteries for electric drives are lithium-ion cells. Numerous experts throughout the world are working on their further development for use in cars, with the primary objectives being to reduce weight and increase capacity and performance. Audi has also opted for this technology, both for use in a hybrid production vehicle, such as the upcoming Q5 hybrid, and in the e-tron test platform.

The requirement specification for the concept vehicle goes far beyond battery technology and the replacement of the combustion engine with an electric drive system, however. The Audi development engineers decided back in the concept phase to design practically every component and technology based on the new requirements of electric mobility. The interaction of all elements has a decisive influence on the factors efficiency, range and practicality.

The Audi team therefore focused its attention on the total vehicle, which is reflected in the comprehensive requirement specification.

* The reduction of road resistances and the resulting increase in range plays a major role with electric vehicles. Lightweight construction was therefore a top priority for the Audi e-tron Concept car. The body, in particular, combines low weight with supreme strength and rigidity. An intelligent aerodynamics concept with active elements helps to reduce consumption.
* The package ensures the safe integration of the electric drive system and the battery. Placing the battery in front of the rear axle ensures an optimal axle load distribution without compromising the compact overall design and the generous amount of interior space.
* Advanced battery technology enables a practical range. The battery system is water-cooled for optimal performance and service life.
* A needs-based energy management system controls all functions for the chassis, convenience equipment and other auxiliary consumers.
* The innovative thermal management system with optimally matched cooling and heating components considers the cooling requirements of the battery and the drive system in addition to the interior temperature.
* Driving dynamics and road comfort are what Audi customers have come to expect in the sports car segment.
* Vehicle safety is on par with the best of today's production vehicles.
* The driver is provided with clear and comprehensive information.
* The Audi e-tron Concept car uses car-to-x communication technology developed by Audi to improve the efficiency of conventionally powered vehicles. For example, information about traffic light cycle times and the flow of traffic - provided by the infrastructure and other vehicles - is used to compute an optimal driving strategy. Audi has already modeled such a solution in Ingolstadt as part of its "travolution" project.

Design and Package

The caliber of the car is apparent to the observer at first glance. The Audi e-tron Concept has a wide, powerful stance on the road. The car body seems almost monolithic; the closed rear end appears powerful and muscular. The trapeze of the single-frame grille dominates the front end and is flanked by two large air intakes. The top of the grille merges into the flat strips of the adaptive matrix beam headlamp modules with their clear glass covers. High-efficiency LED technology is used for all lighting units - a matter of honor for Audi as the worldwide pioneer in this field.

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

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

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

A new design element unique to the Audi e-tron Concept are the air intakes in the single-frame grille and in front of the rear wheel wells. They are closed flush under normal circumstances and opened by means of flaps when additional cooling air is required. Maximum efficiency is also the reason behind this measure. The concept car has a remarkably low drag coefficient, which gets even better when the flaps are closed.

The vehicle body is compact. The sweeping line of the front end and the flat curved roof immediately identify the two-seater as an Audi. The contours of the flanks are familiar. The tapering of the dynamic line above the sill and the shoulder line tie together the front end, the side and the rear, lend a plastic quality to the doors and the transition to the side air intake and sharply emphasize the Audi-typical round wheel wells with the large, 19-inch tires.

1.90 meters (74.80 in) wide, just 4.26 meters (167.72 in) long and 1.23 meters (48.43 in) tall - those are the proportions of a supercar. The wheelbase of 2.60 meters (102.36 in) leaves plenty of room between the axles for people and technology. Like with a mid-engined sports car, the cabin of the Audi e-tron Concept is shifted far forward toward the front axle, leaving room in front of the rear axle for the roughly 470 kilogram (1036.17 lb) battery unit, the inverter and the power electronics.

The two electric motors, which have their own cooling system, are mounted behind the rear axle. The front electric motors are mounted on the front axle, with their cooling system arranged in front of them. This special package, which features a 42:58 weight distribution, ensures perfect balance, which contributes to the driving dynamics of the Audi e-tron Concept.

Systematic lightweight construction is an even more important prerequisite for efficiency and range with electric vehicles than for conventionally powered automobiles. The Audi development engineers drew on the core competence of the company for the Audi e-tron Concept. The body structure is based on Audi Space Frame (ASF) technology and was realized as a hybrid construction. All add-on parts - doors, covers, sidewalls and roof - are made of a fiber-reinforced plastic.

The combination of aluminum and carbon fiber-reinforced composite material guarantees supreme rigidity coupled with low weight. Audi will soon use this technology in a similar form for production vehicles. Despite the complex drive system layout with four electric motors and a high-capacity battery system, the total weight of the Audi e-tron Concept is only around 1,600 kilograms (3527.40 lb).

Interior and Control Concept

Optical and functional references to the new drive concept characterize the interior design. They establish an advanced connection between proven Audi genes and new formal hallmarks. Typical for the Audi design language is the reduction of the architecture, controls and flow of information to the essential in favor of visible lightweight construction and a tidy overall impression.

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

The cockpit of the Audi e-tron Concept is also oriented toward the driver - a further characteristic Audi trait. Instead of the classic instrument cluster, the concept car is the first Audi to be equipped with a large, fold-out central display with integrated MMI functions. It is flanked by two round dials.

The MMI is controlled via a scroll pad with a touch-sensitive surface on the steering wheel ("MMI touch") - an element inspired by modern smartphones.

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

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

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

Drive System and Energy Supply

Four asynchronous motors with a total output of 230 kilowatts (313 hp) give the Audi e-tron Concept the performance of a high-output sports car. The concept car can accelerate from 0 to 100 km/h (0 - 62.14 mph) in 4.8 seconds if necessary, and goes from 60 to 120 km/h (37.28 - 74.56 mph) in 4.1 seconds. The torque flows selectively to the wheels based on the driving situation and the condition of the road surface, resulting in outstanding traction and handling.

The top speed is limited to 200 km/h (124.27 mph), as the amount of energy required by the electric motors increases disproportionately to speed. The range in the NECD combined cycle is approximately 248 kilometers (154 miles). This good value is made possible by the integrated concept: technology specially configured for the electric drive system combined with state-of-the-art battery technology. The battery block has a total energy content of roughly 53 kilowatt hours, with the usable portion thereof restricted to 42.4 kWh in the interest of service life. Audi uses liquid cooling for the batteries.

The energy storage unit is charged with household current (230 volts, 16 amperes) via a cable and a plug. The socket is behind a cover at the back of the car. With the battery fully discharged, the charging time is between 6 and 8 hours. A high voltage (400 volts, 63 amperes) reduces this to just around 2.5 hours. The Audi engineers are working on a wireless solution to make charging more convenient. The inductive charging station, which can be placed in the garage at home or also in special parking garages, is activated automatically when the vehicle is docked. Such technology is already used today in a similar form to charge electric toothbrushes.

The battery is charged not only when the car is stationary, but also when it is in motion. The keyword here is recuperation. This form of energy recovery and return to the battery is already available today in a number of Audi production models. During braking, the alternator converts the kinetic energy into electrical energy, which it then feeds into the onboard electrical system.

The Audi e-tron Concept, which is slowed by four lightweight ceramic brake discs, takes the next large step into the future. An electronic brake system makes it possible to tap into the recuperation potential of the electric motors. A hydraulic fixed-caliper brake is mounted on the front axle, with two novel electrically-actuated floating-caliper brakes mounted on the rear axle. These floating calipers are actuated not by any mechanical or hydraulic transfer elements, but rather by wire ("brake by wire"). In addition, this eliminates frictional losses due to residual slip when the brakes are not being applied.

This decoupling of the brake pedal enables the Audi e-tron Concept's electric motors to convert all of the braking energy into electricity and recover it. The electromechanical brake system is only activated if greater deceleration is required. These control actions are unnoticeable to the driver, who feels only a predictable and constant pedal feel as with a hydraulic brake system.

Making its Automotive Debut: The Heat Pump

The heat pump - used here for the first time ever in an automobile - also serves to increase efficiency and range. Unlike a combustion engine, the electric drive system may not produce enough waste heat under all operating conditions to effectively heat the interior. Other electric vehicles are equipped with electric supplemental heaters, which consume a relatively large amount of energy. The heat pump used by Audi - and commonly used in buildings - is a highly efficient machine that uses mechanical work to provide heat with a minimum input of energy.

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

As soon as the vehicle is connected to a charging station the vehicle is preconditioned as appropriate by the thermal management and other associated systems.

The drive system is heated if temperatures are cool, and cooled if hot. This preconditioning can also be extended to the interior, if necessary, so that the passengers can step into a cabin that has been heated or cooled as appropriate for their comfort.

Driving Dynamics

The normal distribution of the tractive power is clearly biased toward the rear axle in accordance with the weight distribution of the Audi e-tron Concept. Similarly to a mid-engined sports car, roughly 70 percent of the power goes the rear and 30 percent to the front. If an axle slips, this balance can be varied by means of the four centrally controlled electric motors. The electric vehicle from Audi thus enjoys all of the advantages of quattro technology.

The four individual motors, which in the interest of greater traction are installed behind the wheels as wheel drives, also enable the Audi e-tron Concept's lateral dynamics to be intelligently controlled. Similar to what the sport differential does in conventional quattro vehicles, torque vectoring - the targeted acceleration of individual wheels - makes the Audi e-tron Concept even more dynamic while simultaneously enhancing driving safety. Understeer and oversteer can be corrected by not only targeted activation of the brakes, but also by precise increases in power lasting just a few milliseconds. The concept car remains extremely neutral even under great lateral acceleration and hustles through corners as if on the proverbial rails.

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

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

As befitting its status, the Audi concept car rolls on 19-inch tires with a new blade design. 235/35 tires up front and 295/30 tires in the rear provide the necessary grip.

Car-to-x Communication

The electronics development engineers at Audi not only aimed to make the Audi e-tron Concept as efficient and fun to drive as possible, they were also very concerned with safety and traffic management. The technical concept car includes a prototype of an information processing system. Future generations of these systems will usher in a new era in the networking of road traffic, particularly in regions and countries with a high volume of traffic. This progress is made possible by the rapid advancements in computing power, software and communication technology.

The buzzword "car-to-x communication" refers to the direct exchange of information in flowing traffic and to the traffic environment. The letter "x" is a free variable that can refer just as easily to other vehicles as to fixed infrastructure such as traffic lights. In contrast to today's telematic systems, car-to-x communication no longer requires a central service provider to quickly and effectively pool and process information. The participants themselves perform these tasks by spontaneously networking with one another.

The future car-to-x network still needs some time before it becomes reality on the roads. This obstacle is one that can be overcome, however, as nearly every carmaker in Europe, the U.S.A. and Japan has decided to develop a common standard for hardware and software. Once all new cars are equipped with this technology, a functional network of automotive transmitters will soon be available, at least in large population centers.

These transmitters can be used to open up many new practical applications. Below are just four examples showing the possibilities offered by car-to-x communication.

Example 1 - Efficiency and range: Numerous external factors influence energy consumption and thus the range of any vehicle. An intelligent vehicle equipped with car-to-x technology is aware of necessary braking or acceleration maneuvers in advance because it combines navigational data with information about the flow of traffic, for example. The central computer can prevent driver actions that would use energy unnecessarily or use targeted braking for recuperation of the battery.

Example 2 - Safety: A vehicle has spun out on a slippery road in a blind curve and is unable to free itself under its own power. At the same time, other vehicles are approaching quickly. The stuck vehicle uses car-to-x to send out a warning signal reporting the precise location of the hazardous location. A corresponding warning then appears on the navigation system display of the approaching cars.

Example 3 - Traffic flow: Many cars are traveling between traffic lights on an arterial road. Over and over again, they accelerate only to have to brake again when the traffic light changes to red. Car-to-x technology enables them to establish a network between themselves and receive information from the traffic light controller. The drivers can then make more judicious use of the gas pedal because they know what to expect. The same applies for imminent traffic jams: cars ahead provide information that results in adjustments to the posted speed limits, noticeably spreading out the traffic.

Example 4 - Convenience: The driver has entered a shopping center with a chronic shortage of parking spaces into his navigation system as the destination. With car-to-x, the mobile system networks with the parking space registration system at the destination. When the system in the parking garage reports that a convenient parking spot is available, the navigation system can register its location and also reserve the spot.

Citroen REVOLTe Concept

A vibrant and sophisticated re-chargeable hybrid, Citroën REVOLTe Concept represents a bold vision of the luxury, compact city car of tomorrow, combining confident styling with environmentally responsible technology to create a unique concept for the future of urban transportation.

Citroën REVOLTe Concept reflects the changing role of small cars with style and elegance becoming as important as economy and practicality. True to Citroën's credentials as a bold and forward-thinking brand, Citroën REVOLTe Concept snubs the traditions of the conventional small urban vehicle, bringing a highly contemporary approach to the segment.

Inspired by the Citroën 2CV, REVOLTe takes the key attributes of Citroën's timeless and iconic classic and turns them on their head - a clear example of Citroën looking to the future by taking inspiration from its cool past. Where the 2CV was plain and neutral, REVOLTe is luxurious and colourful; where the 2CV was basic and simple, Citroën REVOLTe Concept is intelligent and technologically advanced and where the 2CV was slow and bouncy, REVOLTe is lively and spirited.

Compact, with a visually-stunning low stance, Citroën REVOLTe Concept measures just 3.68m long, 1.73m wide and 1.35m tall. The well defined wheel arches, curving bonnet, forceful lines and sculpted sides that match the roof line, all combine to present a sleek and elegant profile.

Rear-hinged doors provide easy access to the multi-coloured cabin, with woven black leather, thick crimson velvet and gleaming aluminium. REVOLTe's bright colours and luxury styling reflects Citroën's bold creativity and the desire to modernise notions of conventional car design. Thanks to iridescent, glossy colours, silky smooth textiles and sophisticated materials, Citroën REVOLTe Concept has a vibrant, dare-to-be-different interior that throws tradition aside. The result is a small urban vehicle much more like a fashionable, glamorous and clearly feminine accessory to the driver's modern lifestyle.The original and distinctive three-seater layout - driver's seat to one side with two passenger seats behind it - is designed to resemble a lounge, with the rear seats taking the form of a contemporary sofa. The passenger on the opposite side to the driver can stretch out their legs fully into the space where the front passenger seat would have traditionally been. Alternatively, Citroën have made it possible to fit a rear-facing child-seat in the space available. Notably, the rear seats also serve to conceal the concept's battery pack, maximising useable cabin and luggage space.

Citroën REVOLTe Concept also introduces luxury from the application of technology. The touch-sensitive screen that projects forward from the dashboard is encased in a deep-red beam of crystals - that also recycles the air on-board like a respiratory system. On the outside, REVOLTe's folding roof is covered with solar cells, which feed power to systems controlling on-board comfort - and reducing the load on the batteries. At the very front of Citroën REVOLTe Concept, a backlit glass element is incorporated into the grille - this original feature highlights the chevrons above, subtly asserting the concept's identity as true Citroën.

With a design philosophy of sophistication and the use of environmentally responsible technology, Citroën REVOLTe Concept's re-chargeable hybrid power-train features a small-capacity conventional combustion engine combined with an electric motor and a battery re-charging function. Agile and responsive, REVOLTe's advanced drive-train delivers lively performance suited to the urban environment. Citroën REVOLTe Concept also provides the option of CO2-free driving with the ability to run in all-electric ZEV (Zero Emission Vehicle) mode.

Brabus E V12

The fourth Brabus E V12 generation based on the latest Mercedes-Benz E-Class once again sets new standards as the world's most powerful high-performance sedan. At the heart of this exclusive small-series-production car is the newly developed Brabus SV12 R Biturbo 800 twelve-cylinder displacement engine.

With a rated power output of 800 hp (788 bhp) / 588 kW and a peak torque of 1,420 Nm (1,047 lb-ft) this engine catapults the four-door car from rest to 100 km/h (62 mph) in just 3.7 seconds on its way to a top speed of over 370 km/h (230 mph). The exclusively appointed Brabus E V12 is built in a limited "one of ten" edition and starts at 498,000 Euros MSRP.

Brabus, recognized by the German Federal Vehicle Registration Agency (Kraftfahrtbundesamt) as a vehicle manufacturer, builds the new Brabus E V12 "one of ten" based on the reinforced body of the latest Mercedes-Benz E-Class.

The next evolutionary stage of the proven Brabus SV 12 Biturbo displacement engine is called SV12 R Biturbo 800 and was developed specifically for this vehicle. The engine is implanted into the modified engine bay of the E-Class with almost surgical precision.

Displacement of the twelve-cylinder engine that usually powers the latest Mercedes 600 models is increased from standard 5.5 to 6.3 liters (336 to 384 cu. in.). The increase is affected with a special crankshaft with longer stroke, precision-balanced pistons rods and pistons with a larger diameter and an increased cylinder bore. The inner workings of the Brabus engine are further modified with special sport camshafts and cylinder heads optimized for mixture flow.Both the air intake and the Brabus twin-turbo system were newly developed for this car. The latter features two custom manifolds with integrated high-performance turbochargers and four water-to-air intercoolers. The combustion air is provided by a carbon-fiber RAM-air intake system in the hood. In addition a high-performance exhaust system with free-flow metal catalysts was custom-developed for the platform of the new Mercedes-Benz E-Class.

New engine electronics with specially programmed mapping for injection and ignition ensure not only exemplary power yield but also compliance with the strict EURO IV emission limits. The high-tech lubricants for the entire drivetrain are supplied by technology partner ARAL.

With these modifications the engine of the Brabus E V12 "one of ten" produces an enormous power output of 800 hp (788 bhp) / 588 kW at 5,500 rpm and an even more impressive peak torque of 1,420 Nm (1,047 lb-ft), available at a low 2,100 rpm. In the car peak torque is limited electronically to 1,100 Nm (811 lb-ft).

Power is transferred to the rear wheels via a reinforced five-speed automatic transmission and a Brabus high-performance limited-slip differential with a locking rate of 40 percent. The Brabus E V12 comes standard with state-of-the-art driving stability programs that can be deactivated at the push of a button.

Following the tradition of the first three Brabus E V12 sedans the 2010 edition once again delivers driving performance normally reserved for only a very few select super sports cars. The sedan, which weighs in at 1,980 kilograms (4,365 lbs), sprints from rest to 100 km/h (62 mph) in just 3.7 seconds. After just 9.9 seconds the four-door car reaches a speed of 200 km/h (124 mph). The 300-km/h (186-mph) mark is reached after just 23.9 seconds. Top speed is more than 370 km/h (230 mph) but is limited electronically for reasons of tire safety to 350 km/h (217 mph).

This extreme performance also places highest demands on the vehicle's aerodynamic properties. The Brabus designers went into the wind tunnel to develop a body conversion kit made from high-strength yet especially lightweight carbon fiber. It not only adds 36 millimeters (1.4 inches) to the width of the E-Class and gives it an even more striking appearance; it also minimizes aerodynamic lift on front and rear axle.

The Brabus front was designed to replace the original apron and provides radiators and front brakes with an optimal supply of cooling air. At the same time the sophisticated shape notably reduces aerodynamic lift on the front axle.

Air vents located behind the wheel arches were integrated into the front fenders. They are also vital to the thermal health of all components in the engine bay and help vent the front wheel houses to reduce lift on the front axle.

The rocker panels route the air stream to the rear wheel arches with minimum turbulence. The rear wheel arches of the "one in ten" edition feature special cowlings called 'Speed Spads.'

The striking rear of the new Brabus E V12 sets itself apart with the four characteristic tailpipes of the Brabus high-performance exhaust system. Also part of the sophisticated aerodynamic-enhancement concept is the rear wing on the trunk lid and the diffuser integrated into the rear apron.

A wider track means better directional stability at high speeds. The widened fenders front and back make room for Brabus Monoblock Q wheels in size 9.5Jx19. The high-performance tires so essential for these extreme speeds are supplied by technology partners Pirelli and YOKOHAMA. They are mounted on the front axle in size 255/35 ZR 19 and in size 285/30 ZR 19 in back.

The height-adjustable Brabus coil-over suspension was also custom-developed for the Brabus E V12. The ride height of the suspension can be adjusted to the owner's individual preferences. But that's not all: Compression and rebound rates of the front and rear dampers can be adjusted in ten steps between very comfortable and extremely firm for use on the racetrack. Sport sway bars reduce body roll in fast corners.

The enormous performance of the Brabus E V12 also places highest demands on the brakes. The high-performance sedan is equipped with 12-piston aluminum fixed calipers and vented and grooved steel brake discs measuring 380 x 37 millimeters (15.0 x 1.5 inches) on the front axle. The rear axle stops on six-piston aluminum fixed calipers gripping discs measuring 360 x 28 millimeters (14.2 x 1.1 inches). The Brabus high-performance brake system incorporates all functions of the standard Brake Assist system of the Mercedes E-Class.

The interior of the car exudes a feeling of true exclusive luxury. The sporty-contoured custom front seats and the two rear individual seats are covered with a combination of Alcantara and black leather, smooth or perforated, as are dashboard, door trim and headliner. The entire vehicle floor is covered with square-patterned leather. It alone uses several miles of the finest thread, every inch of it sewn with utmost precision.

The ensemble is completed with matte-black carbon-fiber components for dashboard, center console and door panels. The Brabus E V12 "one of ten" can be optionally equipped with a cell phone from premium manufacturer Vertu. This exclusive cell phone from the "Vertu Ascent Ti Carbon Fibre" limited edition of 1,500 phones features a titanium housing with the sides clad in black carbon fiber. This especially exclusive phone features 3G and quad-band technology as well as an integrated hands-free option, and represents state-of-the-art communication technology.

Only ten Brabus E V12 sedans of the "one of ten" edition will be built by hand in a small-series production run. Alternatively the Brabus E V12 is also offered in a version with 750 hp / 552 kW and a pointedly subtle bodywork without cowlings and rear wing.

Brabus E V12 "one of ten" - Technical Data

* Body
* 4-door sedan based on Mercedes-Benz E-Class, model series W212.
o Unibody, with Brabus fender flares and steel body widened by 36 millimeters (1.4 inches).
o Brabus E V12 "one of ten" carbon-fiber aerodynamic-enhancement kit with front apron, air vents in front fenders, 'speed spads' wheel-house cowlings, rear spoiler lip and rear diffuser.
o Brabus hood with integrated RAM-air system.
* Dimensions
o Wheelbase: 2,760 mm - 108.7 in.
o Length: 4.891 mm - 192.6 in.
o Width: 1.908 mm - 75.1 in.
o Height: 1.422 mm - 56.0 in.
o Curb weight: 1.980 kg - 4,365 lbs.
o Gross vehicle weight: 2.390 kg - 5,269 lbs.
o Fuel tank/reserve: 80 l / 9.0 l - 21.1 gal. / 2.4 gal.
* Engine
o Brabus SV12 R Biturbo 800 displacement engine based on Mercedes 600.
o V12-cylinder 3-valvel light-alloy engine with two turbochargers
o Displacement: 6,233 cc
o Compression ratio: 9.0:1
o Rated power output: 800 hp (788 bhp) / 588 kW at 5,500 rpm
o Torque: 1,420 Nm (1,047 lb-ft) from 2,100 rpm (electronically limited to 1,100 Nm / 811 lb-ft)
o Fuel: Super plus (98 ROZ) / Premium gasoline 98 octane
o Motor oil: ARAL
o Brabus SV12 R Biturbo 800 engine conversion consists of:
+ Displacement increase to 6.3 liters with special crankshaft with longer stroke and larger cylinder bore and corresponding pistons.
+ Inlet and outlet ports of both cylinder heads optimized for mixture flow including installation of special camshafts.
+ Brabus SV12 R Biturbo 800 system with two high-performance turbochargers and special exhaust manifolds with integrated turbine housings, four water-to-air intercoolers and special air intake tract.
+ Brabus stainless-steel high-performance exhaust system with free-flow metal catalysts.
+ Newly programmed mapping for engine electronics and on-board diagnostics.
* Powertrain
o RWD, ESP
o Reinforced five-speed automatic transmission
o Gear ratios
+ 1st gear: 3.59
+ 2nd gear: 2.19
+ 3rd gear: 1.41
+ 4th gear: 1.00
+ 5th gear: 0.83
o Reverse gear: 3.16
o Brabus limited-slip differential with locking rate of 40 percent
o Final drive ratio either 2.65 : 1 (V/max 315 km/h / 196 mph) or 2.24 : 1 (V/max more than 370 km/h / 230 mph), electronically limited for use on public roads to 350 km/h / 217 mph
* Suspension
o Independent suspension front and back with height-adjustable Brabus coil-over sport suspension.
o Front axle: Three-link axle, anti-dive geometry. Height-adjustable Brabus struts with coil springs and gas-pressure shocks with ten selectable settings for compression and rebound, Brabus sport sway bars.
o Rear axle: Multi-link suspension. Anti-squat and anti-dive geometry. Height-adjustable Brabus struts with coil springs and gas-pressure shocks with ten selectable settings for compression and rebound, Brabus sport sway bars.
* Wheels: Brabus Monoblock Q light-alloy wheels with Pirelli or YOKOHAMA high-performance tires.
o Front: 9.5J x 19 H2 with size 255/35 ZR 19 tires
o Rear: 9.5J x 19 H2 with size 285/30 ZR 19 tires
* Brake system
o Dual-circuit brake system with Brake Assist and Brabus high-performance brakes
o Front: Brabus 12-piston aluminum fixed calipers and vented and grooved steel discs measuring 380 x 37 mm (15.0 x 1.5 inches)
o Rear: Brabus six-piston aluminum fixed calipers with vented and grooved steel discs measuring 360 x 28 mm (14.2 x 1.1 inches)
* Performance
o 0-100 km/h (62 mph): 3.7 s
o 0-200 km/h (124 mph): 9.9 s
o 0-300 km/h (186 mph): 23.9 s
o Top speed: More than 370 km/h / 230 mph (for tire safety reasons limited electronically for use on public roads to 350 km/h / 217 mph)

Lexus LS 600h

The Lexus LS 600h, the full hybrid Lexus flagship, gains a range of technological and styling improvements for the 2010 model year, changes that have been unveiled for the first time at the 2009 Frankfurt Motor Show.

With redesigned seating, updated equipment, a new ECO driving mode and new brakes, the Lexus LS 600h and the long wheelbase Lexus LS 600h L achieve advances in comfort and driving dynamics.

Lexus Hybrid Drive system

The full hybrid Lexus Hybrid Drive system that powers the Lexus LS 600h has a new ECO mode, which modifies the throttle action and performance of the air conditioning system to support fuel-efficient driving.

The relationship between movement of the accelerator pedal and system output is automatically controlled, reducing response to aggressive inputs to improve fuel economy and promote smoother driving. The load on the engine is also reduced under acceleration, which also helps improve fuel efficiency.

When the outside temperature is 20°C or higher, the air conditioning system automatically selects its air recirculation mode to reduce power consumption. The blower airflow is reduced when set to "high" and operation of the supplementary electrical heating system (the PTcompact heater) is stopped, further cutting the amount of power used. Also, the system will not signal for an increase in engine speed to boost power when the vehicle is at idle.

Repackaging of the full hybrid system's battery into two sections of six and 14 modules has reduced its overall size and freed up more luggage space in the boot.Further development of the Lexus Hybrid Drive system has been revised to meet Euro V exhaust emissions standards, but with no change to the car's performance: the combination of the 5.0-litre V8 petrol engine and 165kW electric motor produces a maximum 439bhp and 520Nm of torque, giving nought to 62mph acceleration in 6.3 seconds. CO2 emissions are 219g/km and combined cycle fuel economy remains 30.4mpg (figures provisional prior to UK homologation).

New brakes

The Lexus LS 600h is newly equipped with larger, 380mm ventilated front disc brakes with six-piston callipers, rotors and pads developed jointly with specialist manufacturer Brembo. The pads are designed for quieter performance with less vibration and give fade-free high-speed stopping power.

Exterior styling

The revised model is distinguished visually by a new four-bar grille and front bumper with redesigned air intakes and foglamps. The headlamps have a new running light design and are finished in Lexus hybrid blue, giving the car a distinctive appearance befitting its flagship status.

In profile, the car has a new one-piece rocker moulding and new door mirrors that incorporate twin LED turn signals and puddle lamps, with chrome highlights.

Further new details include a lower bumper design with vertical fins to smooth the airflow from beneath the car. The range of exterior colours has been increased, with Mesa Red, Vanilla Mist, Richmond Green and Atlantic Blue newly available, together with the hybrid-exclusive Crystal Sapphire. The paint has a new Self-restoring Coat treatment that helps maintain a superb finish over the vehicle's lifetime.

Interior features

In the cabin the instrument binnacle has been revised to include a new full colour, TFT LCD display. A new meter design features a three-ring analogue dial with a central speedometer, a tachometer and coolant temperature gauge to the left, and a fuel gauge and hybrid system indicator to the right. A display

in the centre of the speedometer can be customised to display vehicle information, turn-by-turn navigation instructions and hybrid system status.

The upper air vents have been set apart from the instrumentation on the centre console, giving the dashboard a strong horizontal emphasis. The EMV multi-display touch screen has large switches and rearranged layout for the audio controls. The audio switch is now made of aluminium, adding to the premium feel and quality of the design.

The range of interior colour and trim combinations includes a new light grey semi-aniline leather upholstery.

New seating features

Both front seats are equipped with new, inflator operated active headrests. Activated by a signal from the airbag ECU in the event of a rear impact, the inflator slides a piston into the headrest, unlocking a mechanism that projects the headrest forwards and upwards, reducing the risk of whiplash injury.

The driver's seat also has a new return/away function. Linked to a similar function that moves the steering wheel, this automatically slides the seat back by up to 50mm when the driver unbuckles the seatbelt and turns the engine off. The seat returns to its selected driving position once the car is started again.

For the new model year the Lexus LS 600h is available with the Lexus Rear Seat Relaxation Pack for the first time in conjunction with a five-seat configuration.

The premium seat arrangement has a 40:20:40 design with an upper seatback reclining mechanism, fully retractable leg and footrest and lower back massage function, all operated using a remote controller. It also offers different levels of massage using an array of eight pneumatic chambers built into the seatback, and lumbar and shoulder areas.

The horizontal suspension position of the rear seat has been moved forwards 45mm to improve fit around the hips and the shape of the seat surface over the outer edges has been plumped up by around 10mm for better support.

The centre armrest has been redesigned too, fitted with a sliding lid and housing controls for the seats, earphone jack points and the remote control for the relaxation system. The seats have integral side airbags and the seat behind the front passenger in the Rear Seat Relaxation Pack has a seat cushion airbag to give the occupant extra restraint below the hips in the event of a collision.

Models fitted with the Rear Seat Relaxation Pack also offer an extra 40mm in the forward sliding range of the front passenger seat. Operated in conjunction with the retractable leg and foot rest, this allows the seat to be moved to its full front or return position using a switch in the rear centre armrest, or on the shoulder of the seat itself. When the front set is moved to its furthest forward position, its headrest is automatically retracted to give a clearer view from the rear.

Reducing the size of the rear air conditioning unit has increased boot capacity by approximately 35 litres.

New Lexus Navigation System

In common with its sister Lexus models, the Lexus LS 600h is adopting a new hard disc drive (HDD) navigation system with the 40GB capacity, giving Europe-wide coverage with traffic information data capture in each country.

The 19-speaker Mark Levinson Premium Surround Sound System fitted as standard in the Lexus LS 600h gives 7.1-channel surround sound on selected CDs and DVDs. It is now DAB ready (DAB audio will be available as a centre-fitted accessory) and provides USB and audio jack plug connection for fully controlled use of portable music players, and Bluetooth with an audio streaming function.

It also provides a new "sound library" function, using the navigation system's HDD to transfer and store music files from CD up to 10GB capacity - the equivalent of about 2,000 music tracks.

Ford Grand C-MAX

An all-new, two-model Ford C-MAX range makes its global debut at the 2009 Frankfurt Motor Show. The exciting new Ford C-MAX family brings new levels of style and desirability to the compact multi-activity vehicle (MAV) market, with a bold and dynamic new look which extends Ford's acclaimed 'kinetic design' language.

For the first time, Ford's MAV customers will have the choice of a 5-seat Ford C-MAX or the new 7-seat Ford Grand C-MAX, which features twin sliding doors and innovative seat design to provide outstanding space and flexibility.

The all-new Ford C-MAX range introduces a number of advanced new technologies to the compact MAV class focused on enhanced comfort, safety and sustainability, including the availability of new and powerful yet highly fuel-efficient low-CO2 Ford EcoBoost petrol engines.

The new Ford C-MAX models are also the first products to be launched from Ford's new, global C-segment vehicle platform, and are previewed at Frankfurt in pre-production form prior to their European sales launch in late 2010.

Additionally, Ford is confirming that the Ford Grand C-MAX model will also be introduced in North America in late 2011, joining the new Ford Fiesta, the Transit Connect commercial van and the next-generation Ford Focus as one of six European-designed models promised by the company under its 'One Ford' strategy."Following the tremendous popularity of the Ford S-MAX and Galaxy duo, we plan to extend that opportunity to compact MAV customers with our new expanded C-MAX line-up," said John Fleming, Chairman & CEO, Ford of Europe. "The spacious seven-seat Ford Grand C-MAX is a brand new entry for us, and combined with the sporty, five-seat model allows us to deliver a class-leading choice of two dynamic and highly-capable family vehicles.

"The significance of the new Ford C-MAX models cannot be overstated as they signal the impending arrival of up to two million vehicles a year in a variety of bodystyles, all based on our new global C-segment platform," Fleming added.

Expressive, Dynamic Design

The new Ford C-MAX range demonstrates that compact MAVs can be stylish and desirable while still delivering outstanding space and functionality.

"Like the 2009 Ford iosis MAX concept car, the two Ford C-MAX models bring more emotive, dynamic design to the MAV segment," explains Martin Smith, Ford of Europe's Executive Design Director. "We believe we have created two distinctive vehicles which customers will choose for the way they look and drive, and not just because they are practical and versatile."

Bold exterior and interior designs have been created using the latest evolution of Ford's 'kinetic design' form language, building on the themes established in recent product introductions like the hugely successful Fiesta, Kuga and Mondeo ranges.

Striking 'kinetic design' elements applied to the new models include the dynamic rising belt-line, full sculptured surfaces, bold wheel lips, strong athletic shoulders supported by a prominent undercut line, and the distinctive kick-up of the window graphic at the C-pillar.

The front end design features Ford's signature trapezoidal lower grille - with a special 'piano black' finish on the Frankfurt Show vehicles - together with the eye-catching new headlamp treatment previewed by the iosis MAX concept.

Two Distinct Characters

The Ford C-MAX and Ford Grand C-MAX have been deliberately designed with two distinct characters, reflecting the differing priorities of the typical customers for each model.

The 5-seat Ford C-MAX departs from usual MAV thinking by adopting a sportier feel with a stylish passenger-car look. It features a coupé-like, sweeping roofline which falls off to the rear, yet still retains the traditional Ford C-MAX virtues of roominess and practicality.

Its window graphic follows the bold form of the Fiesta and Kuga, with a strong kick-up after the C-pillar. At the rear, the tailgate design has echoes of the larger S-MAX, with its sportier treatment of the rear window.

Equally dynamic in character, the 7-seat Ford Grand C-MAX presents a more functional appearance which highlights the extra space and versatility provided by the car. With a longer wheelbase, the 7-seat model features a higher roofline and thinner pillars which emphasise the generous room and visibility on offer within the cabin.

The twin sliding doors are neatly integrated, with the rail cleverly concealed by the undercut line on the shoulder of the vehicle. The large tailgate design ensures a low loading height, while the stylish intersection between the tail lamps and rear glass gives a family resemblance to the Galaxy, Ford's largest people mover.

Stylish and Modern Interior

The new Ford C-MAX interior applies the same 'kinetic design' philosophy used to shape the body, ensuring that the dynamic and modern character of the exterior is reflected in the style of the cabin.

The main design themes are an evolution of those developed for the latest Fiesta, with muscular, expressive shapes and very bold graphics which are inspired by the stunning forms seen on the iosis MAX concept car.

Key design features include the taut, wing-like section of the upper instrument panel (IP), which reaches out to the sides of the interior. A dramatic 'bull horn' shape sweeps down from the lower IP, emphasising the smooth flow from the IP into the centre console.

The cockpit - which is common to both Ford C-MAX models - provides a commanding, raised driving position with high mounted gearshift and centre console.

The central control area builds on the much acclaimed layout in the new Fiesta, with lower series models using the same ergonomic control design, while high series vehicles use next generation Sony head units with a gloss black finish.

Carefully designed storage areas are located throughout the cabin, including generous door pockets, a large glove box, and additional compartments and cupholders in the centre console.

Ingenious 7-seat Layout

The new 7-seat Ford Grand C-MAX provides spacious accommodation for up to seven passengers within compact exterior dimensions, with the extra convenience offered by sliding rear doors on both sides of the car - ideal for parents helping young children in child seats, or for easy access in narrow parking bays.

To maximise the versatility of the 7-seat layout, Ford engineers have developed an ingenious new seat folding mechanism for the three second-row seats. This mechanism allows the centre seat to fold quickly and easily under one of the two outboard seats, creating a handy walk-through space between them.

This allows passengers to access the third row without having to disturb the two outer seats, which is particularly helpful when those positions are occupied by child seats or booster cushions. Owners thus have the option of using the convenient 2+2+2 seating layout, or switching to a full seven-seater when required.

The second- and third-row seats have been cleverly engineered so that they can be folded to create a flat load floor, irrespective of how many seats remain in use. All of the folding mechanisms are designed so that they require just one hand to operate.

The 5-seat Ford C-MAX retains the popular seating arrangement from the current model with three individual 40/20/40 folding seats, and the option of the Comfort system which allows the outer seats to slide diagonally backwards and inwards to create a luxurious 2+2 layout.

Sustainable Performance

The Ford C-MAX range introduces a number of advanced new vehicle and powertrain technologies to the compact MAV class to enhance comfort, safety and sustainability.

In addition to upgraded versions of Ford's highly acclaimed TDCi diesel engines, the new Ford C-MAX line-up will also feature a choice of petrol engines, including the first application of Ford's all-new 1.6-litre 4-cylinder Ford EcoBoost engine, to be built at the company's Bridgend plant in Wales.

Ford's new global family of EcoBoost 4-cylinder engines have been developed by Ford powertrain engineers based in Europe and are being progressively introduced to the European product range starting in 2010. EcoBoost combines turbocharging and direct injection technology to deliver fuel consumption and CO2 emissions reduced by up to 20 per cent compared to conventional larger displacement petrol engines with a similar power output.

Ford EcoBoost technology will be more affordable than equivalent hybrid or diesel engine designs, and builds on existing petrol engine knowledge to provide customers with a way to improve fuel economy and emissions significantly without compromising driving performance.

The combination of direct fuel injection, advanced turbocharging, and variable valve timing creates a much more efficient combustion process. This enables Ford EcoBoost technology to deliver the strong low-end torque and responsive performance of a large capacity engine, but with the size, weight and fuel economy of a much smaller unit.

The new Ford C-MAX will also feature the option of Ford's latest high efficiency PowerShift six-speed dual-clutch automatic transmission, which is proving an increasingly popular choice on the current model.

C-MAX Technologies

Among the new technologies being introduced to Ford of Europe in the Ford C-MAX range are a host of features which will improve practicality and safety for family users. These innovations include semi-automatic parallel parking, blind spot detection, seat belt warning lights for rear seat passengers, power activated child locks and power operation for the rear tailgate.

Further details of these features and the full technical story for the new Ford C-MAX will be revealed closer to launch in 2010.

New Generation of Global Ford C Cars

The Ford C-MAX is the first of a new generation of global C cars scheduled for introduction by Ford over the next several years. This series of exciting new models will include the launch globally of the all-new, next generation model of the best-selling Ford Focus from the end of 2010.

The new C car family is the result of an unprecedented global development programme, and is loaded with an impressive array of advanced vehicle technologies which will enhance safety, convenience, comfort, and driver satisfaction. Up to 2 million vehicles per year based on this platform will be sold by Ford around the world when all of the different individual models are launched.

Ferrari 575M Maranello

The key elements of the Ferrari 575M Maranello can be neatly summed up in the model name. In fact, the engine is described by the new numerical code, 575, as this is an abbreviated indication of its capacity, increased from 5500 to 5750 cc, resulting in an increase in both power and torque. The letter M, an abbreviation of "modified," underlines the fact that changes have been wrought to all areas of the model's performance. Key amongst these, apart from the engine is the introduction of an F1 type gearbox, first time on a 12 cylinder Ferrari road car.

Styling

When it came to looking at the style of the vehicle, the thinking behind it is to retain the balance and sober looks, which invested it with the status of an instant classic, fitting in perfectly with Ferrari's return to a front engine high performance car. Modifications were limited to those required to deal with the technical changes: different shape and size for the air intakes in the new front end of the car, with refinement of the aerodynamic and fluid-dynamic efficiency and a new treatment for the front spoiler. Finally, the light clusters have been redesigned to produce a new aesthetic, with colour-coded headlamp bodies and grey surround, combined with xenon technology for the dipped beam, with headlamp washers. The wheels are also a new design. On the aerodynamic front, the final iteration brings improved airflow around the wheels and there are small elements which reduce drag, while every detail of the floor has been designed to generate downforce while reducing drag.
Engine

The 12 cylinder engine in the Ferrari 575M Maranello, maintains the 65 degree V angle, four overhead camshafts, four valves per cylinder, the light alloy block, heads and oil tank and the dry sump lubrication system, with two scavenge pumps and one sender pump, separate reservoir and individual radiators. The objectives fixed for the new V12 engine in the Ferrari 575M Maranello were to increase both the power curve as well as the torque. It now has a maximum power output of 515 CV (379 kW) at 7250 rpm and maximum torque of 60 Kgm (588.6 Nm) at 5250 rpm (588.6 Nm) with an increase in mid-range torque of 1.5 Kgm between 1000 and 4000 rpm, when compared to the previous engine fitted to the Ferrari 550 Maranello. These increases in performance across the board have been achieved through a variety of modifications applied to the 12 cylinder. In particular these are an increase in capacity, a higher compression ratio, new fluid dynamics for the intakes and more general changes aimed at improving the efficiency and the management system of the power unit.

F1 transmission and gearbox

The optimum weight distribution, with a 50-50 split between the axles, with the driver on-board, has been achieved thanks to a transaxle design which features a combined rear mounted gearbox and differential unit with conical torque and autolocking differential in the same unit. The transmission on the Ferrari 575M Maranello is also fitted with the electro-hydraulic "F1" control unit mounted at the rear of the car, in order to minimise response time and to ensure a favourable operating temperature. The F1 gearchange on the Ferrari 575M Maranello has been refined in order to produce maximum efficiency from the use of the manual levers mounted on the back of the steering wheel, as this gives the best response for sports driving. The driver has two main ways of changing gear manually via the console-mounted controls: a more sporty change (Sport) or one aimed at a more relaxed driving style. Both are linked to an analogue control of the suspension damping. The principal benefits of the F1 change on the Ferrari 575M Maranello are a quicker gear change coupled with the control of the damping when gears are selected. Along with the manual F1 change, which Ferrari has produced as the primary use of the electro-actuated transmission, there are two further options which can be selected: automatic and low grip.

Chassis and a new adaptive ride set-up

As for the chassis, one of the factors which has the biggest impact on the car's road-holding is the new adaptive set-up, based on a system of independently controlled damping at all four corners of the car. The system selects the ideal ride height for any condition, with two choices: Sport, which is selected for a more sporty ride, improving traction: Comfort, which gives a more comfortable ride, absorbing road bumps. The braking has also been modified to cope with the increased performance of the vehicle, especially in terms of avoiding fade and improving response under braking. Changes have centred on improving cooling for the brakes with new pad material (Ferodo HP1000;) reduction in brake pedal effort and an increase in the level of assistance from the servo system, and the ABS/ASR system has been uprated from 5.0 to 5.3. As with the rest of the Ferrari range, the electronic traction control can be set between normal and Sport. The unsprung weight has been optimised in the following way: the ABS/ASR sensors are integrated into the wheel bearings and the weight of the tyres and rims has been reduced. These changes have seen the weight of the complete front wheel come down by 1.8 kg and that of the rear by 1.2 kg. The tyres have also evolved and now produce less rolling noise, are longer lasting and perform better in aquaplaning situations. Furthermore, a new tyre, available as an option, has now been produced in a 19 inch size, which is suitable for more extreme performance with improved lateral and longitudinal grip. The Ferrari 575M Maranello is also fitted with tyre pressure sensors, which mean that tyre pressures can be checked while the car is on the move.

Interior and personalised options

The interior of the Ferrari 575M Maranello has been extensively revised, in order to make it more sporty and functional. In keeping with the car's increased performance, the aim has been to improve the efficiency of how the driver controls the car. All the dials have been grouped together in one single pod ahead of the driver, with the rev counter in the centre. The seats are new, with six electronic adjustments and driver position memory. The dashboard and centre tunnel have also been redesigned. Also new are the steering wheel, the door trims and the style of the interior components. The Ferrari 575M Maranello can also be specified to the customer's requirements by Carrozzeria Scaglietti, which allows customers to chose their own styling, equipment and alter the functionality of the vehicle to suit their personal taste, with racing and track options, exterior changes and colours, the treatment of the interior and choice of materials and equipment.

Technical specifications

* Dimensions and weight
o Overall length: 179.13 in.
o Overall width: 76.18 in.
o Height: 50.27 in.
o Wheelbase: 98.43 in.
o Front track: 64.25 in.
o Rear track: 62.44 in.
o Kerb weight: 3,815 lbs
o Fuel capacity: 23 gallons (27,7 US gal)
* Tyres
o Front: 255/40 ZR 18
o Rear: 295/35 ZR 18
* Brakes
o Front: 13 x 1.3 in.
o Rear: 12.2 x 1.1 in.
* Engine
o Bore/stroke: 89x77 mm (3.46x2.95 in.)
o Unit displacement: 479 cm3 (27.8 cu. in.)
o Total displacement: 5,748 cm3 (334 cu. in.)
o Compression ratio: 11:1
o Maximum power: 379 kW (515 bhp) @ 7,250 rpm
o Maximum torque: 588,6 Nm (60kgm) @ 5,250 rpm
* Performance
o Top speed: 325 km/h (202 mph)
o Manual gearbox
+ 0-100 km/h (0-62 mph): 4.25 s
+ 0-400 m: 12.3 s
+ 0-1000 m: 22 s
o F1 gearbox
+ 0-100 km/h (0-62 mph): 4,2 s
+ 0-400 m: 12,25 s
+ 0-1000 m: 21,9 s