Automotive Spot

In these days off in honour of the 30 anniversary from the date of start superpenalty M1, which manufacture it has been suspended in 1981, company BMW has presented the new car under name M1 Hommage. At the given stage not clearly, whether occurrence of it concept will serve as an omen of possible reincarnation of model M1, or the car is especially exhibition copy. Any more the first month hearings about plans BMW on release new a superpenalty soar. Under the preliminary information, the sports car under name M10 is planned to equip with specially modified version of 5,0-litre engine V10 from BMW thanks to what the car can compete to other German sport cars – Audi R8 and Porsche 911. According to some data, engineers of division BMW which are letting out a highly productive M-series are engaged in novelty working out exclusively. Other sources assume that new sports model BMW will have a forward arrangement of the engine, it means that, or these hearings are not authentic, or M1 Hommage is not a prototype of the future Bavarian sport car. As always, time will show!

Source : http://autostream.blogspot.com/2008/10/bmw-has-presented-new-concept-m1.html



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Porsche Wallpapers
70 JPG | 1920x1440 pixels | 28,7 MB


Link Download from Rapidshare :
http://rapidshare.com/files/155494457/porsche_www.downarchive.com.rar

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By Benedict Smythe

With Fuel Costs on the rise, filling a 17 gallon SUV gas tank can be a nightmare. Even worse, that full tank may not even last you the whole day. And the quick burning of gas fuel contributes to harmful car emissions that negatively affect the environment. But, instead of lamenting over your losses, why not consider an alternative? Hybrid cars are a great answer to the rising costs of fuel. They are very efficient and environmentally friendly as well.

What Makes a Car a Hybrid?


Essentially, a hybrid vehicle is a vehicle that runs on two different fuel sources. A great example would be a sailboat that runs on rowing as well as electric power. Hybrid cars on the other hand run on both fuel and electricity. It then allows the car to run longer on lesser fuel. That makes the hybrid car an environmentally and wallet friendly vehicle.

Hybrid Cars and the Environment

Other than consuming lesser fuel, hybrid cars also generates lesser amounts of harmful car emissions compared to other vehicles. Here are a few ways that Hybrid cars save on fuel.

SUFFICIENT BATTERIES – The secondary power source of Hybrid cars are the batteries. Hybrid car batteries are capable of saving and reusing energy. It works similarly to electric cars, sans the plug, making it more convenient.

GASOLINE/ DIESEL CHOKE – regular cars use up a lot of gasoline when the engines continue running even when the car is at a standstill. Hybrid cars supplement that. They
are designed to shut off the gasoline or diesel engine when it is not moving. During this time, the car relies on the power provided by the battery. A decrease in fuel use also means a decrease in car emissions.

Top Hybrid Cars in the Market Today

Hybrid cars are all the rage today because not only are they fuel efficient, they do the environment good too. The top three hybrid cars available today are as follows.

TOYOTA PRIUS – The Prius has been in the market for nearly a decade. Such longevity can only attest to the quality of the vehicle. It is the best car if you want to save money. This little beauty can run for miles and miles and still have a gallon or two to spare. The great thing about the Prius is that its manufacturers have made it functional as well. Unlike other hybrid models, the Prius comes with a spacious cargo hatch. It is also one of the most affordable hybrids in the market today.

SATURN VUE GREEN LINE – It may not be considered as a full hybrid, but the Saturn Vue Green Line can certainly hold off on fuel use. And, if you are looking for an SUV and save money on fuel at the same time, then this is the hybrid car for you. The only problem with this SUV hybrid is that it’s doesn’t have a 4-wheel drive option.

HONDA CIVIC HYBRID – The Honda Civic is one most recognizable car in the world. That is why it’s such a treat that the company has come up with a hybrid version. The Civic Hybrid can run up to 54% longer on a full tank of gas compared to a regular car. Not bad. As an added bonus, the Civic Hybrid is also a great car to drive.

(Source : articleh.com)
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By Marty Padgett

A new front end and some marvy new tech features are the highlights of the 2009 Honda Civic and Civic Hybrid lineups, the Japanese automaker said today.

The major news is a mildly revamped front end. The Civic's bumper gets a few more creases and a newly styled grille, along with new taillights and clear lens covers. New alloy wheels also appear on the highest trim levels of the Civic--EX, EX-L and Si--and the Si models also get fog lamps.

Inside, the Civic lineup adds Bluetooth and a USB audio interface, but the former's only available with the navigation system package and the latter, only on the EX, EX-L, Hybrid and Si models. Civic Hybrid models also get optional leather seating. All Civics get new interior fabrics. As for safety,the Civic Hybrid and EX-L now get standard stability control.

Honda also is adding two new models to the Civic lineup. The Civic DX Value Package takes the entry-level sedan and adds standard air conditioning and a sound system with an auxiliary jack, while the LX-S model puts new wheels and some new interior trim on the LX model, along with a rear spoiler and a polished exhaust tip.

All powertrains are carried over from the 2008 model year.

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By Richard Crittendon

Traveling around new places has become a great deal easier with the advent of Global Positioning System (GPS). Earlier, when we planed an excursion to a new destination we were often concerned about navigation our way in the unknown vicinity. People used to hire guides for the purpose, which definitely burnt hole in their pockets. Further, if you are not familiar with the language of the guide then there is very less you can do to complete your tour successfully. All these hassles have been remarkably minimized by GPS. The application finds a wide application in several spheres, including, defense, mining, traveling and exploration, and many more.



GPS turned out to be a significant tool for the explorers, and hence finds a broad usage in modern automobiles. Almost all the contemporary luxury cars come with installed GPS in them. GPS enables its user in finding the places of their interest, such as- restaurants, clinics, clubs, famous sites, or any other such place. However, if your car is not fitted with any sort of GPS device, then it can be also installed separately. There are different types of GPS available for the automobiles. So, before going for any specific GPS for your vehicle, make sure that you are purchasing the most suitable one. Some of the major types of GPS are given here:

• In-built GPS – Almost all the major car manufacturers are offering in-built GPS application in their
cars. These cars have GPS tools fixed into a dash, and hence don’t get lost easily. However, cars with in-built GPS are expensive than their non GPS version.

• Portable GPS Tools– These GPS units are tailored for an easy carriage of the device. These are not rigidly fitted into the automobile can be moved from one vehicle to other easily. So, if you have more that one car, then this type of system is highly recommended for you. The system helps you in saving your lots of bucks and efforts. You can also take this system to your home when you are not driving, and help your kids to learn more about the city you are living in. These GPS devices weigh around 10 Oz, and have 4” inch wide display fitted in it. Its price range starts from $250, and can go up to $500, depending upon the functions and features of the device.

• Pocket GPS Tools– Automobile pocket is an advanced form of portable GPS unit for automobiles. It can be fit into your pocket or palm, and can be easily carried anywhere you wish to. These devices are a bit expensive than the portable form of automobile GPS tools, with a starting price tag of $400, which can go up to $600 for an advanced unit.

All these GPS applications have their own pros and cons, and their applicability largely depends upon your needs. So, before making purchase of the suitable GPS application, prioritize your needs and buy accordingly. Learn more and find out about types of gps (global positioning system = tracking systems) available for your vehicle.

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There are several Harley-Davidson accessories you can buy for your motorcycle. However, you don''t need all of them to get your desired image. Here are 10 Harley-Davidson accessories you can consider buying. (Again, you don''t have to buy all these 10, you only have to select some.)

10. Fender trim

If you want to highlight your front fender would to become more attractive upon first look, you simply add a sweeping dash of this chrome-plated trim and you will surely see the difference.

9. Instrument trim

This is a chrome-plated trim that is installed on your tachometer and speedometer gauges (selected models). This will instantly give your Harley a stunning look.

8. Exhaust system

To a super bike, an exhaust system is a great addition to its overall sporty image. To a Harley-Davidson motorcycle, an exhaust system would highlight the very part that gives off the unique sound that made every Harley unique and popular. Sporty look is also an assurance on every exhaust system installed.

7. Saddlebag

Whether it is a color-matched bag or a leather saddlebag, once installed, it will sure give added toughness and style on your Harley-Davidson motorcycle. There are different shapes, sizes, and material made for this type of accessory. All you have to do is to choose which one is for your motorcycle.

6. Sissy Bar Bag

Installed at the back seat of the motorcycle, the sissy bar bag will provide an extra storage that is easy to access.



5. Backrest pad

Whether you travel alone or with a companion, having a backrest pad will certainly help your posture. The backrest pad is not only functional, it is also a good cosmetic that adds to the image of the Harley-Davidson.

4. Windshield and windshield trim

Made from a hard-coated polycarbonate, this accessory that can resist scratching is a great addition to your Harley-Davidson. The trim on the other hand accentuates the windshield for added style.

3. Motorcycle Cover

Especially made for a true-blooded Harley-Davidson motorcycle, this will provide protection every time you park it at your garage or somewhere else.

2. Seats

Whether you go solo or with someone at your back, a good seat will let you enjoy the whole ride. Seats from different manufacturers are made from fine materials with designs that go with the brand.

1. Rider''s essential kit

If you want to buy a whole set of Harley-Davidson that would fit on the particular model you own, a kit would be a great choice. It includes accessories such as belt buckle, windshield, side plates, sissy bar, backrest pad, storage cover, seat, and more depending on the model you have.

This content is provided by Low Jeremy. It may be used only in its entirety with all links included. For more information on Harley-Davidson & other useful information, please visit http://harley-davidson.articlekeep.com

(source : thefreelibrary.com)
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A revolutionary design project has led to a truly unique motorcycle and Aprilia's return to the Superbike World Championship. With 31 World Championship titles, 250 MotoGP wins and 8 Superbike victories in the last sixteen years, Aprilia is a legend in modern motorcycling. Aprilia motorcycles have dominated circuits all over the world thanks to unconventional technical solutions, experimentation and innovation and, sometimes, by revolutionising technology thought to be unchangeable. With this unique sporting heritage behind them, Aprilia is proud to present the RSV4, the bike with which Aprilia will return to the Superbike World Championship in 2009. This extraordinary machine has been conceived, designed and developed entirely by Aprilia Racing for competition use. The RSV4 will make its debut in the 2009 Superbike World Championship.
With four cylinders, 999cc and top of the class power in the race-ready version, this revolutionary machine is packed with innovative design and manufacturing solutions of the sort we have come to expect from Aprilia. A V-Four engine with total electronic management, and an exceptionally light and compact chassis are just some of the features that make this bike unique in the world of motorcycling. The revolutionary design of the Aprilia RSV4 comes directly from Europe's biggest and most successful racing team.

The road-going version of the RSV4 also benefits from the extraordinary technical know-how that Aprilia Racing has accumulated over two decades of success in MotoGP, and is packed with advanced solutions from GP racing. In short, the RSV4 stands alone as a exclusive, genuine, and in many ways unique racing replica. The Aprilia RSV4 is powered by the most revolutionary and most powerful engine ever developed by Aprilia. This 65-degree V-Four unit is based on an architecture that is unique in the world of supersport motorcycles, and features refined engineering combined with prestigious materials and advanced electronic management solutions.



The new engine uses multi-mapping ride-by-wire technology, a solution that opens up new horizons in engine control, and offers virtually infinite opportunities for power delivery and traction control (present as standard on the racing version). The choice of a narrow V-layout has led to the development of an incredibly narrow engine. This in turn has permitted weight to be centralised and chassis performance dramatically improved (thanks to a short wheelbase and long swingarm). The narrow V-Four configuration permits a longer stroke to be used, with clear benefits in terms of improved engine breathing. High engine speeds can therefore be reached without having to extend the width of the crankcase. This is fundamentally important to aerodynamics and maneuverability (two characteristics for which Aprilia motorcycles have always been universally acclaimed). The monobloc cylinder block features integrated liners for maximum rigidity and consistent efficiency. The air intake trumpets are variable in length. Each bank of cylinders has a servomotor dedicated exclusively to the operation of their two throttle bodies. The aperture of the four butterfly valves, and therefore the volume of air inducted, can therefore be controlled independently. This solution opens up new horizons in electronic engine and power management, resulting in truly advanced integral traction control. A cassette type gearbox and a slipper clutch demonstrate the racing character of this engine.


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The three-row GL450. Not surprisingly, it drives almost identically to the M-class on which it is primarily based. The steering is light and smooth; no thumps or crashes mar the ride; and the quiet, comfortable, well-appointed cabin seals out road noise. Air springs are optional on the M-class, but here they're standard equipment, and they help keep body roll to a minimum. Under hard acceleration or braking, however, the GL pitches forward and back like a headbanging teenager. It doesn't help that the brakes take a good jab before they engage. Very little of the 4.6-liter V-8's rumblings make their way inside this unibody SUV. An estimated 0-to-60-mph time of 7.4 seconds demonstrates the 5249-pound truck's get-up-and-go, but, nevertheless, the GL feels slow-and it certainly won't get any livelier when you ask it to pull 7500 pounds, its maximum tow rating. However, a more powerful variant, the GL550, will be released in about a year if the GL450 sells well. Wisely, Mercedes plans no AMG version. The GL is a worthy entry in its segment, but it has none of the charisma of the Cadillac Escalade or Mercedes-Benz's own G-class, which it was supposed to supplant. In fact, Mercedes is hedging its bets by keeping the ancient, preternaturally cool Gel,,ndewagen in its lineup for at least four more years. The GL is certainly a comfortable and capable SUV, but there are plenty of those. There's only one G-wagen, though.


The 2008 Mercedes-Benz GL-Class is a superbly performing SUV, and earns a very good score and high performance ranking within the class. A powerful, but silent, V8 engine powers a car that Motor Trend says "never feels like a full-size brute that can swallow seven; rather, it drives small, coming across more as an S-Class sedan than an Escalade competitor." This luxury SUV provides an excellent driving experience, with nearly every review noting, as New Car Test Drive does, that "the Mercedes-Benz GL 450 is large and capable off road yet feels surprisingly car-like on the road." This is in large part thanks to its unibody construction, instead of the body-on-frame construction that is typically used in most large SUVs and trucks. Edmunds notes the GL "manages to present itself with a touch of class. Its mechanical sophistication, unit-body construction and superior craftsmanship also set it apart from other seven-passenger full-sizers" Ride comfort, as befits a luxury SUV, also puts the 2008 Mercedes-Benz GL-Class at the top of its class, thanks to standard all-wheel drive, an independent rear suspension, and features such as electronic stability control. AutoWeek adds that the GL550 offers "an impressive combination of power, smoothness, surefooted handling and luxury." As previously noted, the 2007 GL-Class was recognized with several awards, including Edmunds' "Most Wanted SUV of 2007."



Most reviews say that the 2008 Mercedes GL-Class offers above-average handling, despite the lack of road feel. AutoWeek says that all GL models "drive smaller than they are; agile handlers, they hustle quickly through curves." However, Edmunds says some "might find the Mercedes GL's handling to be a bit willowy -- this isn't a truck you toss around for the sheer joy of it. But the ride and handling compromise is acceptable, and the GL's steering, although a bit slow, is nicely weighted and never numb." Car and Driver says the steering "feels as if road feel were being delivered to you on a tiny pillow by a tiny butler - but there is good precision and heft to the wheel."

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There is an old adage- every picture tells a story. It certainly does in this instance. In my humble opinion among the myriad BMWs to choose from the 325xi is far and away the best buy. In this day and age of SUVs and crossovers the 325xi is one, no nonsense automobile. Ask yourself the question-exactly what it is that you need ? Do you really need one of those wobbling SUVs to carry little Johnny and three of his friends to the soccer game? Can you really afford to pour in gallon after gallon of extremely expensive gas each of which will take you for about 12-13 miles? Do you need a huge and often ancient V8 engine to get from A to B? Or, would you prefer a sensible, relatively economical, comfortable, reliable, fast and well made BMW 325xi? Not only is it one of the least expensive BMWs it is also good value for money. Not necessarily at the –all extras included- retail price of just under 50 thousand dollars I hasten to add. Reason? Well, you may not need all the extras we had on the test car.


You have a few choices in the European sports wagon department: Audi, Saab, Volvo. Mercedes-Benz built a lovely C320 4-matic wagon until this year, when it didn't. But for the simple, syrupy perfection of a well-stroked piece of machinery, you can do no better than the BMW 325xi wagon, in the mid-$40s. Classic, impeccable, enviable - an entire wardrobe of cars in one package. The 2006 edition of the 3-Series wagon is based on the chassis and interior design launched with the sedan last year; it's powered by the same 3.0-litre inline six that puts out 215 horsepower. This engine is almost too fine a place for the dirty business of internal combustion. The block is a composite aluminum-magnesium casting. The 24valve inline cylinder head uses BMW's Valvetronic system, varying lift and duration depending on engine load - thus dispensing with the need for a conventional butterfly throttle. On top of the engine is variable-geometry induction. Smooth? Championship bowling balls don't get this kind of polish.



The "x" in the nomenclature refers to BMW's all-wheel-drive system, which the company, known for its devilish German wit, calls "xDrive." A fully intelligent AWD unit, xDrive uses a multi-clutch differential to split torque between the front and rear axles, varying the split depending on available grip. A new feature - and instantly lovable - is the start-off assistant, which prevents the car from rolling back while the driver is shifting into first gear (it holds the brake for a one-count after the driver lifts his or her foot). It's a lot easier than trying to heel-and-toe the throttle and brake. Like the sedan, the wagon has double-pivot front suspension and five-link rear suspension. To create a little more cargo space under the load floor, the car uses run-flat tires, like those on the X3. I am not wild about these tires, although they are getting better. The wagon's suspension has been carefully tuned to take the characteristic zing out of the run-flats - the sidewalls are very stiff and transmit sharp impacts to the chassis and steering column. Only occasionally when you catch these tires wrong will the impact startle you.
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The Automotive news blog updated daily with car news, modified car talk, F1 News, virtual rides, and much more. Read the auto blog at , The AutoWorld to get the latest news and opinions, view the newest concept cars.
A blog on the automotive industry. Includes test drives, reviews, previews, motoring tech articles and automobile FAQ. All About Car News, Car Review, Car Comparisons, Road Tests, Car Price, Concept Car, Hybrid Car And Super Car






Ferrari 599 GTB is one of the highest performing and most aggressive Ferraris ever to come from the factory, German tuner Novitec has taken the car a step further. Visual modifications are relatively simple, with a body kit that includes a new front air dam, rear diffuser, wing, side flaps, side skirts, and smoked LED taillights. Performance is enhanced via an upgraded ECU and a new exhaust system that adds an additional 25 horsepower to push the total to 645 bhp. Handling is improved with the addition of a KW Automotive suspension with adjustability that can be changed inside the car. Braking has also been addressed, with a new Brembo 405mm 6-piston setup on all four corners. N3 wheels are fitted - 20-inch front and 21-inch in the rear, wrapped in Pirelli P Zero tires.

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The Automotive news blog updated daily with car news, modified car talk, F1 News, virtual rides, and much more. Read the auto blog at , The AutoWorld to get the latest news and opinions, view the newest concept cars.
A blog on the automotive industry. Includes test drives, reviews, previews, motoring tech articles and automobile FAQ. All About Car News, Car Review, Car Comparisons, Road Tests, Car Price, Concept Car, Hybrid Car And Super Car


DETROIT – Having earned critical acclaim, industry awards and brisk sales, Cadillac CTS has moved into the vanguard of contemporary design. In doing so, Cadillac designers faced the question of what to do next. Their answer celebrates that design legacy with the exhilarating Cadillac CTS Coupe Concept, which premiered at the North American International Auto Show.

The CTS Coupe Concept takes Cadillac’s acclaimed Art and Science design language and adds more of both. More expressive, more technical and very personal, the CTS Coupe Concept extends the dramatic design of its sedan predecessor with all-new sculpted bodywork aft of the front fenders.

"The CTS Coupe Concept is pure design," said Ed Welburn, vice president of global design. "We did not create it because market research demanded it, nor is its shape trimmed to suit the input collected at a consumer clinic – it is emotion on four wheels and the very essence of what defines Cadillac today."

The CTS Coupe Concept has a classic 2+2 interior layout, highlighted by black leather and Alcantara microfiber trim that is complemented by yellow ochre-colored seat inserts and leather stitching. It is designed to accommodate a range of engines for the global luxury market, including Cadillac’s popular 3.6L Direct Injection V-6, as well as a new 2.9L turbo diesel currently in development.

"This Coupe Concept is a natural extension of our design language, and of the CTS itself," said Jim Taylor, Cadillac general manager. "Very simply, the dramatic design of the sedan begged the question of what it would look like in the unbridled form of a Coupe."


Generated from the spark of the CTS design team’s imagination, the CTS Coupe Concept casts a profile unlike anything else on the road. Its fast-rake styling – it has the same wheelbase as the CTS, but an overall height that is approximately four inches (101 mm) shorter – blends with hand-sculpted bodywork that bulges around the wheels, giving the vehicle a ready-to-pounce stance that is dramatic, powerful and sleek.

"Just about every decade, Cadillac designs a landmark car that becomes synonymous with the brand’s character of the period, such as the 1938 60 Special, the 1959 lineup and 1975 Seville," said John Manoogian II, director of exterior design for Cadillac. "The CTS Coupe Concept is the next great design, carrying the baton from the Evoq Concept that ushered in the Art and Science era in 1999."


A design gem

Among the CTS Coupe Concept’s signature design cues are a number of elements that suggest the look of a carefully cut diamond – particularly at the rear. These elements are seen in everything from the chrome header above the rear license plate holder to the indents that comprise the basic form of the rear fascia.

"The diamond-cut elements enhance the sleek profile of the car," said Manoogian. "The CTS Coupe Concept uses the elements, along with other nods to classic Cadillac cues – such as vertical headlamps and taillamps – to acknowledge the brand’s heritage without resorting to nostalgia. It is a forward-looking design in every sense of the term."

Although based on the sedan, the CTS Coupe Concept shares only the headlamps, front fenders and grille with the production model. Unique elements include:



* Classic hardtop styling, with no "B" pillar

* CTS production windshield laid at a faster angle to create a sleeker profile

* Chrome, split seven-spoke wheel design; 20-inch front wheels and 21-inch rear wheels

* Sculpted lower front fascia with unique brake-cooling vents

* Slim-profile outside mirrors

* XLR-type hidden door handles with proximity remote opening


* Unique front fender vents

* Diamond-cut rear fascia with mesh lower grilles and center-outlet exhaust

* Taillamps with a subtle fin profile and are highlighted with LED lighting technology with light pipes

* Rear spoiler integrated into the center high-mounted stop lamp

* Sculpted roof-mounted antenna for OnStar, XM Satellite Radio, etc.





"The cliché is to say that there were no compromises in the design, but that is absolutely accurate in the case of the CTS Coupe Concept," said Manoogian. "Each line and angle of the bodywork was carefully honed and the final design’s proportions were judged by the eyes of the design team, not computer-generated math data."

The surfaces of CTS Coupe Concept are complex, inviting careful inspection. The rear fenders, for example, were sculpted by hand in the design studio until they provided a perfect, muscular form that wrapped tightly over the wheels. At the top, the rear fenders are beveled – owing to the diamond-cut theme – and become part of a horizontal plane that runs from the leading edge of the taillamps and merges into the roof.

"At first glance, the design appears effectively simple, because there are no extraneous moldings, spoilers or other protrusions, but the more you look at it, the more complex it becomes," said Manoogian. "The angles and bevels were carefully carved to enhance the cars sleek shape, but aren’t ‘busy’ or distracting – there’s really nothing quite like it."


Personal passenger environment


A classic 2+2 interior environment enhances the CTS Coupe Concept’s personal feel. It shares the hand cut-and-sewn instrument panel and center console with the CTS, but features unique front and rear seats, a continuous console running between the front and rear seats, and custom door panels.


"The CTS Coupe Concept is a personal car – something a customer would choose to reward him or herself – and the passenger environment reflects that," said Eric Clough, interior design director. "The interior uses the already excellent CTS design and takes it to a new, bolder level."

Custom-trimmed sport seats from Recaro are located in all four positions. They support the grand-touring nature of the car and are covered in rich, black and suede-like Alcantara microfiber material, with yellow ochre-colored inserts. The yellow ochre color provides dramatic contrast with the black surrounding trim, but is a subdued hue consistent with the interior’s overall feeling of refinement. Yellow ochre stitching also is used throughout, including the seats, instrument panel, shifter knob and more.

Black Alcantara covers the front armrest, as well as an armrest located between the rear seats. The armrests are part of a continuous console that stretches from the instrument panel to rear seats. Carbon-fiber trim accents the console. The interior also features ambient lighting throughout, creating a distinctive environment at night.

Like the sedan, the CTS Coupe Concept’s interior is home to a host of technologies, including a premium Bose audio system, 40-gigabyte hard drive and XM Satellite Radio. OnStar with Turn by Turn Navigation enhances the vehicle’s onboard navigation system, which – like the CTS – features a screen that rises out of the center of the instrument panel.



Performance-bred powertrain and suspension systems


As is the case with its design, the CTS Coupe Concept extends the acclaimed capabilities of the sedan in terms of performance technology. This includes the capability to support a broad engine range of gasoline and diesel engines.


The CTS Coupe Concept of course ascertains the sedan’s 3.6L V-6 engines, including the 304-horsepower (227 kW) Direct Injection power plant. The CTS Coupe Concept also is designed for a new 2.9L turbo diesel being developed for international markets. This new engine, tailored for use in the CTS, will deliver an estimated 250 horsepower (184 kW) and 406 lb.-ft. of torque (550 Nm).

A six-speed manual transmission backs the engine, sending torque to an independently sprung rear axle. The CTS Coupe Concept’s sport-tuned suspension gives it a slightly lower ride height than a production CTS – a look enhanced by the car’s rakish shape and large, 20-inch front and 21-inch rear wheels.

Behind the chrome, split-spoke, aluminum alloy wheels is a set of high-performance brakes, featuring cross-drilled rotors. Six-piston calipers clamp down on the front rotors, while four-piston calipers grab the rear rotors. All of the rotors have a distinctive, yellow-painted finish.
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Springer | 2005-12-07 | ISBN: 3540283846 | 273 pages | PDF | 2,4 Mb

Most innovations in the car industry are based on software and electronics, and IT will soon constitute the major production cost factor. It seems almost certain that embedded IT security will be crucial for the next generation of applications. Yet whereas software safety has become a relatively well-established field, the protection of automotive IT systems against manipulation or intrusion has only recently started to emerge.

Lemke, Paar, and Wolf collect in this volume a state-of-the-art overview on all aspects relevant for IT security in automotive applications. After an introductory chapter written by the editors themselves, the contributions from experienced experts of different disciplines are structured into three parts. "Security in the Automotive Domain" describes applications for which IT security is crucial, like immobilizers, tachographs, and software updates. "Embedded Security Technologies" details security technologies relevant for automotive applications, e.g., symmetric and asymmetric cryptography, and wireless security. "Business Aspects of IT Systems in Cars" shows the need for embedded security in novel applications like location-based navigation systems and personalization.

The first book in this area of fast-growing economic and scientific importance, it is indispensable for both researchers in software or embedded security and professionals in the automotive industry.


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ISBN: 0471698075
Title: Fatal Exit : The Automotive Black Box Debate,
[Engineering / Automotive]
Author: Thomas M. Kowalick
Publisher: Wiley-IEEE Press
Publication Date: 2004-11-08
Number Of Pages: 479
6.5 M pdf

FATAL EXIT is the first and only book documenting the decades-long debate among the automotive industry, government regualtors, and safety and privacy advocates over what the public terms "automobile black boxes". The book briefly traces the history of the debate from 1974 to 2004, and then clearly presents opposing viewpoints for and against the widespread use of emerging Motor Vehicle Event Data Recorder (MVEDR) technology. The arguments are followed by proposals to proceed with developing



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Product Details

Title: The Automotive Chassis: Engineering Principles
Author: Jornsen Reimpell Helmut Stoll Jurgen Betzler
Pages: 456
Publisher: Butterworth-Heinemann
Edition: 2nd, 2001-05-23
Language: English
ISBN: 0750650540
Category: Engineering
Format: PDF
Size: 12.5 MB

Description:

The second English edition of The Automotive Chassis provides a clearly structured overview of chassis technology, including in-depth coverage of:

* Tires and wheels
* Axle kinematics
* Vehicle steering
* Springing and damper systems
* The platform concept
* Four wheel drive technology
* Suspension design

Over 400 illustrations related basic engineering principles to the particular requirements of the chassis of vehicle mechanics. Additionally, the book now fully conforms to the international standards of ISO 8855 and SAE J670.

The Automotive Chassis is essential reading for component and system engineers in both higher education and industry as well as for non-specialists who need to gain an understanding of the field.



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BY MARK GILLIES, PHOTOGRAPHY BY TOM DREW




Six-packed: Mazda’s new family sedan offers more of everything, except excitement.

No matter how much we liked the old Mazda 6, introduced in 2002 as a 2003 model, it was always at a disadvantage in the mid-size-sedan market because it was a little undersized.

For 2009, Mazda has rectified that matter with the new 6, which is bigger in every dimension. The wheelbase has gone up by 4.5 inches, to 109.8 inches. Overall, the car is 6.9 inches longer and 2.3 inches wider, at 193.7 inches and 72.4 inches, respectively. The maximum interior volume has increased from 96 cubic feet to 102 cubic feet, and the trunk volume is about 10 percent bigger, at 17 cubic feet. From being the minnow of the mid-size pack, the 6 is now one of its whales.



As before, the car is available with four-cylinder or V-6 power, denoted by i and s suffixes. There are four trim levels: base SV (four-cylinder only), Sport, Touring, and Grand Touring. Our test car was a four-cylinder i in Grand Touring trim. The base price is $25,580, but adding a navigation system ($2000) and the uplevel Bose stereo that gets packaged with a sunroof ($1760) inflated the sticker to $29,340 (California emissions equipment added $100). Change the six-speed manual transmission to a five-speed automatic, and the sticker would rise to a pricey $30,340.

Although the new body shell is much bigger, Mazda claims 39-percent-higher bending rigidity and a 17-percent increase in torsional stiffness over the previous car. The front suspension is a control-arm and coil-spring layout, replacing the previous two lower links with a one-piece steel forging for greater steering precision. At the back, there’s a multilink setup, which has been revised with higher trailing-arm attachment points for increased anti-lift to keep the body level during hard braking; larger-diameter trailing-arm bushings for better ride quality; and a more upright, outboard location for the rear dampers to improve wheel and body control. Sport and SV models have standard 16-inch wheels and tires, but our Grand Touring had 17-inch aluminum wheels shod with P215/55R Michelin Energy MXV4 S8 all-season ­rubber.

The previous car’s 2.3-liter, inline four-cylinder MZR engine has been replaced by a 2.5-liter version, which has a 1.5mm-larger bore (89mm) and a 6.0mm-longer stroke (100mm). There is variable valve timing on the intake side only. A new cylinder head was designed to improve gas flow. The upshot is more horsepower, up from 156 to 170, delivered at 6000 rpm. Torque is increased from 154 pound-feet to 167. However, California-spec four-cylinders such as that of our test car make 168 hp and 166 lb-ft. (The optional V-6 engine, now mated to a six-speed automatic, also has grown, from 3.0 to 3.7 liters. Power has gone from 212 to 272 horsepower.)



The standard transmission is a close-ratio six-speed manual, but there’s an optional five-speed automatic that improves the EPA mileage estimates from 20 mpg city and 29 highway to 21/30. The manual Honda Accord gets 21/31 mpg according to the EPA, while the Nissan Altima is rated at 23/32 mpg. Our C/D combined cycle, the equivalent of the Lead Foot Quotient, worked out to 23 mpg for the 6.

The Grand Touring version of the 6 is as loaded as Keith Richards on tour in the 1970s. All new 6s have stability control; front, front-side, and curtain airbags; traction control; power door locks and windows; air conditioning; and a decent stereo with steering-wheel-mounted controls. The Sport model adds an auxiliary audio-input jack, cruise control, and remote keyless entry. The Touring ups the lushness with a leather-trimmed steering wheel and shifter knob, 17-inch wheels and tires, a push-button engine start, and an eight-way power driver seat.

Grand Touring models have auto on/off xenon headlamps, rain-sensing windshield wipers, an effective blind-spot monitoring system, dual-zone climate control, a power passenger seat, Bluetooth phone connectivity, leather seats, and heated front seats.

The previous model was a very conservative design but drove like a champ. The new 6 is a lot more aggressively styled. Mazda personnel say that the designers were briefed to think that this is “Time to be Japanese,” which is a scary concept if your kids are into Hello Kitty and Ninja Warrior. Luckily, those designers looked at classical Japanese design rather than terrible TV shows, so the 6 came out quite nicely. The front fenders have a touch of RX-8 to them, the roofline has a rakish fastback profile, and the lights are very distinctive. Some observers say it looks too much like a Camry, but the 6 is much more coherent and striking.

Inside, the 6 has good-quality materials and simple, elegant shapes. The cool silver gauges have red electroluminescent numerals with blue halos, and the column stalks have the kind of snappy action that Honda used to do so well. The (optional) navigation system is easy to use, and setting up a Bluetooth phone connection is as simple as a plate of pasta con aglio e olio. The button for the keyless starting system is set too low, however, and the blanking plate for the hole in the steering column where the ignition key goes on lesser models is downright cheesy.



Front-seat headroom and legroom are exemplary, but taller rear-seat riders will curse the rakish roofline. They won’t mind the legroom, however, which is as good as it gets in this class. We liked the driving position and the feel of the controls: The clutch has a nicely fluid action, and the shifter has short, sporty throws. Even the steering wheel feels as though it was designed by people who enjoy driving.

However, the 6 isn’t the sporty machine we remember of yore. Sure, it’s pleasing enough to drive, but Mazda has traded some of the zoominess for roominess. Off the mark, front-wheel hop compromised its performance, and it ended up with an 8.2-second time for the 0-to-60-mph sprint, 0.3 second slower than the old car. Compared with manual-equipped competition, that’s also 0.3 second off the pace of a Honda Accord, but overall it’s roughly average in its class. The car turned the quarter-mile in 16.3 seconds at 87 mph, three 10ths slower than the Accord but a 10th quicker than the old Mazda 6.

On the highway, this Mazda cruises quietly enough at 80 mph. However, it is geared fairly short; in sixth gear at 80 mph, the engine is turning at a touch over 3300 revs. The highway ride is as supple as an Olympic gymnast.

On the skidpad, the 0.84 g of grip was solid and as good as anything in the mid-size pack. However, the 189 feet it took to bring this car to a standstill from 70 mph was worse than any of the braking performances of our last comparison test of mid-sizers, and this was pinned on inconsistent and nonuniform activity from the anti-lock braking system.

Subjectively, the 6 feels good on a back road but not as athletic as you might like. Peel into a corner, and the 6’s tires squeal like a pack of preteen girls at a Jonas Brothers concert. As soon as you exert any cornering load, it seems to flop over to the outside front wheel, takes a set, and then is nicely balanced, with a cornering attitude that is easily adjustable with the throttle. Should the front end run wide, a lift off the gas pedal causes the nose to tuck in. The steering is well weighted and linear but a little light—a bit too Camry-ish if you ask us.




The new 6 is certainly a fine car, one that ticks all the right boxes for this class. It’s big enough, looks distinctive, has a well-appointed interior, rides down the highway nicely, is quick enough, and can be bought with all the gizmos buyers seem to favor these days. In Grand Touring guise, however, it is pricey, and we recommend opting for the i Touring, which stickers nicely for $22,375 with a manual transmission.

Our only regret with the Mazda 6 is that in becoming more mainstream, it is less appealing to the enthusiast driver. However, Mazda likely won’t care about that loss of enthusiast edge if the 6 brings increased sales and steals buyers away from the Toyota Camry and the Honda Accord, the perennial bestsellers in this class.

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