BMW 5-Series ActiveHybrid Concept, 2010

 

 

 

 

BMW 5-Series ActiveHybrid Concept, 2010

The BMW 5-Series ActiveHybrid Concept offers a particularly good rendition of the new BMW 5-Series Sedan in all its dynamic, efficient and innovative qualities, at the same time representing the ongoing development of the BMW X6 ActiveHybrid and the BMW 7 ActiveHybrid with their drivetrain technology already in production.

The drive system featured in the BMW 5-Series ActiveHybrid Concept consists of a straight-six gasoline engine with TwinPower Turbo technology, eight-speed automatic transmission, and electric drive. Integration of BMW ActiveHybrid technology in a sedan already extremely efficient with its "conventional" combustion engine reduces both fuel consumption and emissions once again by more than 10 per cent. At the same time the electric motor offers a boost function, supporting the gasoline engine in generating particularly dynamic drive power for an even more sporting driving experience in the car.

The drivetrain technology featured in the BMW 5-Series ActiveHybrid Concept allows all-electric, zero-emission motoring in city traffic. At the same time a special hybrid-based Auto Start Stop function offers additional efficiency by consistently switching off the combustion engine when stopping at the traffic lights, a road junction, or in congested traffic. Optimised comfort, finally, is provided by the auxiliary climate control function already featured in the BMW 7 ActiveHybrid.

Special development of ActiveHybrid technology as part of BMW EfficientDynamics.
The concept car based on the new BMW 5-Series Sedan for the first time presents the next generation of BMW ActiveHybrid technology, a special solution exclusive to BMW for intelligent interaction of the combustion engine and electric drive focused specifically on the requirements made of a dynamic sedan in the upper midrange segment.

Taking this approach, BMW is consistently continuing the development of hybrid technology according to a modular principle (best of hybrid), thus offering the optimum rendition of BMW ActiveHybrid technology for each concept and vehicle segment.

In accordance with the BMW EfficientDynamics development strategy, this ensures highly effective and practical use of hybrid technology for the reduction of both fuel consumption and emissions.
Also in the BMW Series Sedan segment: the BMW among hybrids combines supreme dynamics with maximum efficiency.

The combustion engine is supported in the BMW 5-Series ActiveHybrid Concept by an electrical drive system developed specifically for this model and arranged in compact dimensions between the straight-six combustion engine and the automatic transmission. Drawing its energy from a high-voltage battery at the back of the car, the electric motor develops maximum output of 40 kW.

An automatic clutch connects the gasoline engine and the electric motors.
Due to the particularly high level of torque generated from the start through the electric motors, the interaction of the two drive systems ensures extremely spontaneous and dynamic acceleration whenever required.

Perfectly integrated, precisely controlled: high-voltage battery supplying power to both the electric motor and the on-board network.
In overrun and when applying the brakes, the electric drive systems acts as a generator developing electric power fed into the high-voltage battery. This converts kinetic energy otherwise wasted as heat in the brake system into electric power saved for subsequent use.

Such energy obtained without any further consumption of fuel may then be used to generate drive power or operate electrical functions in the car.

This principle is the same as that of Brake Energy Regeneration already applied in BMW's current production models, with the level of electrical energy generated by the electric motor being significantly greater and the increase in efficiency correspondingly higher.

The high-voltage battery likewise developed for this specific concept is fitted within a high-strength special case near the rear axle of the BMW 5-Series ActiveHybrid Concept. This leads to an optimum position in terms of both safety and harmonious weight distribution. An integrated control unit permanently analyses the charge status of the high-voltage battery and controls both the battery charge process by way of Brake Energy Regeneration and the system cooling process. Apart from the electric motor, the high-voltage battery also delivers electric power to the car's on-board network. Among other things, this allows efficient operation of the car's auxiliary climate control activated whenever required by a remote control function to cool down the car's interior significantly even before starting the engine.

Convenient use of the all-electric driving mode and the Auto Start Stop function is likewise guaranteed in this way, with all electrical functions such as the audio system, climate control or navigation remaining fully available even with the combustion engine switched off.

Unique: intelligent energy management with advance analysis of driving conditions.
BMW ActiveHybrid technology provides its unique potential in terms of both efficiency and driving dynamics under all kinds of conditions and throughout a wide load range.

Unlike conventional hybrid cars whose extra efficiency is largely limited to city traffic, both the BMW X6 ActiveHybrid and the BMW 7 ActiveHybrid, by combining the combustion engine and the electric motor, are able to offer significantly lower fuel consumption and emission ratings also at higher speeds. This is made possible by technically sophisticated power electronics masterminding the interaction of the combustion engine and electric motor and thus optimising the overall efficiency of the drive system as a whole.

The BMW 5-Series ActiveHybrid Concept once again raises the range of functions provided by such power electronics to an even higher standard. As an example, the energy contained in the fuel and provided by the high-voltage battery may now be used even more specifically and efficiently to provide that Sheer Driving Pleasure so typical of BMW.

Taking additional factors into account, the interaction of the two drive units in the BMW 5-Series ActiveHybrid Concept is tailored to the driver's requirements and current driving conditions with maximum precision. At the same time the power electronics also control the operation of the car's ancillary units and comfort functions, again in the interest of maximum efficiency.

The range and diversity of parameters taken into account by the system is indeed quite unique in the automobile, just as the number of functions controlled in this way. A high level of all-round networking allows the power electronics to provide intelligent energy management, thus optimising the operating strategy of the entire vehicle under all conditions.

A further unique feature of energy management in the BMW 5-Series ActiveHybrid Concept is the car's ability to adjust its operating strategy not just to current, but also to upcoming driving conditions. To do this the power electronics from the start evaluate data indicating a possible change in exterior conditions or the driver's wishes and prepare the components in the drivetrain as well as the car's electronic system for a possible change in requirements.

To analyse driving conditions up front, the system uses data provided by engine and chassis management as well as the sensors in the driver assistance systems on board the car. Data saved in the navigation system on the route chosen by the driver likewise goes into the final calculation, enabling the system to forecast driving conditions on the route directly ahead. Then, proceeding from this analysis, the car is coordinated in advance and the optimum use of all systems serves to use the energy available with maximum efficiency.

Should the system determine, for example, that the autobahn ahead is about to lead downhill, the charge level of the high-voltage battery is intelligently controlled in advance to regain brake energy upfront with maximum efficiency.

Similarly, the high-voltage battery may be fully charged in good time before the driver reaches his destination, enabling the system to switch off the combustion engine at an early point and change to all-electric drive along the final stretch of road. Indeed, this forward-looking function is able to extend the cruising range on electric power by up to 30%.

The BMW 5-Series ActiveHybrid Concept: the future of driving pleasure and efficiency in the upper midrange segment.

Optimised to an even higher standard in the BMW 5-Series ActiveHybrid Concept, the drivetrain and control systems underline the great significance of hybrid technology as a cornerstone of BMW EfficientDynamics. Looking at a new generation of hybrid technology from BMW featured in the BMW 5-Series ActiveHybrid Concept therefore offers particularly attractive perspectives, the ongoing development of BMW ActiveHybrid technology serving to provide substantial progress in all areas leading to a harmonious all-round concept with distinctive features typical of the brand.

The BMW 5-Series ActiveHybrid Concept is therefore more dynamic, efficient and more intelligent than conventional representatives of this drive technology, standing out clearly as the BMW among hybrid cars in this segment.

Cadillac Aera Concept, 2010

 

 

 

Cadillac Aera Concept, 2010

The Cadillac Aera Concept won the 2010 Los Angeles Auto Show Design Challenge, tying with Smart and besting entries from seven other automakers including Mercedes-Benz, Honda, Nissan, Toyota and Maybach. GM Advanced Design has now won the honor more times than any other design team; this is its third victory since 2005.

This is the seventh year for the contest, and this year designers were asked to envision the "1,000 lb. car" and tasked to imagine an efficient four-passenger vehicle that maintained comfort, safety, driving performance and style while not exceeding the weight requirement.

The Cadillac Aera Concept is powered by compressed air via a highly efficient Pneumatic Drive System that has a 10,000-psi composite air storage tank with capacity for a 1,000-mile range. Flexible, pressurized air cells in the exterior skin, similar to material developed for the NASA Mars Rover airbags, enhance passive safety and interior comfort. The flexible polymer skin optimizes aerodynamics and functions as an ultra-lightweight alternative to conventional body panels and glass.

Cadillac Aera's body utilizes a 3D lattice, mono-formed frame that was designed to be similar to configurations found consistently in nature. The structure is formed from unique, alloy-utilizing, semi-solid freeform manufacturing, creating a naturally strong, extremely lightweight frame. All major body parts, including interior components, are essentially "grown" into a single part lattice structure.

The interior is crafted with an ultra-light recyclable polymer that allows for HVAC channels, fully adjustable seating, storage and comfort features all in one mono-form structure. Generous storage space accommodates luggage for two people.

Additional technologies include an all-in-one wheel system that combines rotary actuator propulsion, steering and suspension functions. A drive-by-wire system decreases the mass of electrical components, while vehicle-to-vehicle communication promotes active safety.

The concept was conceived in GM's North Hollywood Advanced Design Studio by Frank Saucedo, director; Phil Tanioka, vehicle designer; Brent Wickham, concept strategist; Shawn Moghadam, layout designer and Timonen, the project manager. Earlier this week, GM commemorated 10 years of advanced design at the L.A. area studio.


The Design Challenge is part of the Design Los Angeles automobile designers' conference and has evolved into an integral element of the Los Angeles Auto Show. Design Los Angeles connects those working in the design industry with well-known automotive design industry leaders. Los Angeles is home to the world's largest concentration of manufacturer design studios, representing automakers from North America, Europe and Asia. It is also the home of Art Center College of Design, one of the world's foremost transportation design institutions where many of today's leading automotive designers began their careers.

Cadillac CTS Sport Wagon, 2010

 

 

Cadillac CTS Sport Wagon, 2010

Cadillac treats car enthusiasts to a world premiere of its latest production-car design. The 2010 Cadillac CTS Sport Wagon makes its debut on the Monterey Peninsula, showcasing a dramatic design that elevates and updates the classic wagon body style.

Not unlike many historic Cadillac designs, the new Cadillac CTS Sport Wagon is an unmistakable and dynamic presence. The car's intricately cut rear profile injects fashion-forward design into the formerly utilitarian world of wagons. Cadillac's upcoming wagon offers ample interior space and includes a range of six-cylinder engine choices, making it a compelling alternative to larger utility vehicles.

Based on the hot-selling Cadillac CTS sport sedan, and a sister vehicle to the Cadillac CTS Coupe Concept, the Sport Wagon extends the design-driven renaissance of Cadillac. Following this special premiere at Pebble Beach, the Cadillac CTS Sport Wagon moves to the worldwide auto show circuit this fall - and into Cadillac dealerships in spring 2009.

A striking profile is created with the Cadillac CTS wagon, with a silhouette that suggests speed and aerodynamic efficiency. It rides on the same 113.4-inch (2,880-mm) wheelbase as the Cadillac CTS sport sedan and is 0.3-inch (7 mm) shorter. However, it offers a generous cargo area of 25 cubic feet (720 liters) behind the rear seats.

Design highlights:

    * Signature V-shaped deck and tailgate motif
    * Large, vertical taillamps with light-pipe technology
    * Power-opening liftgate (via key fob or in-vehicle button)
    * CHMSL integrated in subtle roof spoiler
    * Integrated roof load management system with cross bars for a seamless appearance
    * Cargo management system with adjustable in-floor containment
    * New 19-inch wheels
    * Larger available panoramic rear sunroof

The Cadillac CTS Sport Wagon, like its sedan predecessor, includes available features such as all-wheel drive, a 40-gigabyte internal hard drive, pop-up navigation screen and a hand-cut-and-sewn interior with Sapele wood accents.

Design details
Dramatic planes highlight the Cadillac CTS wagon's design, including a V-shaped motif carried throughout the vehicle and carefully integrated intersections of exterior surfaces. The elements coalesce in a dramatic fashion, creating tension that emphasizes the vehicle's performance.

The emotion of the Cadillac CTS Sport Wagon's design is carried by a number of nuanced details. The liftgate area, for example, is a confluence of angles and planes that typifies the vehicle's design tension. Cadillac's "V" motif is most prominent here, culminating in a spine at the center of the liftgate that is accented with a subtle spoiler at the top of the backlight. The rear quarter panels extend slightly beyond the inward-angled planes of the V, creating a distinctive W shape at the rear of the vehicle. Large, prominent vertical taillamps - with Cadillac's signature light pipe technology - are the final, dramatic touches to the rear-end styling.

"The more you study the rear of the CTS Sport Wagon, the more you see," said Dean. "Functionality was certainly a guiding factor during development, but so was the idea to inject emotion into the normally sedate wagon category."

One of the more interesting integrations of form and function is found in the seamless roof load management system. Rather than stylized stanchions, brackets and cross bars that protrude above the roof line, the Cadillac CTS Sport Wagon's system blends with the roofline, maintaining an uninterrupted appearance. The center section of the roof panel angles downward inside the roof edges, allowing an unobtrusive placement of the cross bars - and creating a subtle fin effect at the trailing edges of the rear panels.

Powertrains
Direct injection technology helps the Cadillac CTS offer more power while maintaining fuel economy and lowering emissions. It delivers fuel more precisely to increase the efficiency of combustion. This means less fuel is consumed and lower emissions created.

With the Cadillac CTS Sport Wagon's 3.6L V-6, direct injection translates to 304 horsepower (227 kW)*, no loss of fuel efficiency and a 25-percent drop in cold-start hydrocarbon emissions. It also runs on less expensive regular unleaded gasoline. The Sport Wagon's fuel economy is expected to be similar to the peak rating of the existing sport sedan's 26 mpg highway rating. The standard 3.6L VVT engine that produces 263 horsepower (196 kW) and 253 lb.-ft. of torque (343 Nm) serves as the base engine in North America.

Just like the Cadillac CTS sport sedan, the V-6 engines are matched with fuel-saving six-speed transmissions, including an Aisin six-speed manual or an electronically controlled Hydra-Matic 6L50 six-speed automatic. As is the case on the sport sedan, Cadillac CTS Sport Wagon includes AWD as an option.

An efficient 2.9L turbo-diesel engine is being developed for Cadillac CTS models primarily in European and Asian markets. It is a compact, dual overhead cam, four-valve V-6 engine from GM's family of diesel engines that delivers optimal fuel economy as well as reduced emissions and noise. The engine is rated at 184 kW (250 hp).

Driving dynamics
The robust and dynamic CTS chassis infuses the new wagon with a great balance of performance and luxury. It uses an independent short/long arm ( SLA) front suspension system and a multi-link rear suspension.
The multi-link rear suspension features a fully isolated subframe that helps deliver excellent suspension kinematics, contributing to a superior ride and excellent handling.

Cadillac CTS Sport Wagon Preliminary Specifications

    * Vehicle type: four-door, five-passenger rear-wheel-drive/all-wheel-drive wagon
    * Wheelbase: 113.4" / 2880mm
    * Length: 191.3" / 4859 mm
    * Width: 72.6" / 1842 mm
    * Height: 59.1" / 1502 mm
    * Track: 61.8" / 1570 mm (front); 62" / 1575 mm (rear)
    * Engines: 3.6L VVT V-6 (263 hp / 196 kW) 3.6L V-6 VVT DI (304 hp / 227 kW)
    * Transmissions: Aisin six-speed manual or Hydra-Matic 6L50 six-speed automatic
    * Suspension: four-wheel independent: MacPherson strut front; multilink rear, progressive rate coil springs, monotube shock absorbers
    * Steering: variable-assist rack-and-pinion
    * Brakes: four-wheel disc; aluminum or iron dual-piston front calipers; aluminum or iron single-piston rear calipers
    * Wheels: 17-inch, 18-inch or 19-inch aluminum
    * EPA luggage capacity: 25 cu ft / 720 l (behind rear seats)
    * EPA total volume: 121.9 cu ft / 3452 l

Land Rover Discovery 4, 2010

Land Rover Discovery 4, 2010

 

 

The new, fourth generation of Land Rover's supremely versatile seven-seat vehicle gains a new name - Land Rover Discovery 4 - to go with its powerful and highly efficient new TDV6 diesel engine, fresh exterior identity and more premium cabin. The class-leading breadth of capability is extended even further with dynamic improvements for both road and off-road driving, and Land Rover has added a battery of user-friendly new technologies and features.

"The outgoing Land Rover Discovery 3 has well over 100 international awards to its name. But we've found ways to improve virtually every aspect of the vehicle's design and engineering - some subtle, some major. New design signals comprehensive engineering change under the skin, and now gives us the Land Rover Discovery 4," says Phil Popham, managing director.

Star billing on the Land Rover Discovery 4 goes to the highly efficient and refined new LR-TDV6 3.0 twin turbo diesel engine. This delivers a 9 percent fuel economy improvement (EU combined cycle) and ten percent less CO2 emissions, at the same time as increasing power by 29%, all compared with the existing 2.7-litre engine. Torque increases even more, up 36% to 600Nm - believed to be the highest torque output of any 6-cylinder, production diesel, passenger vehicle engine in the world.

The power and torque are both accessible across the entire rev range, to deliver immediate throttle response and effortless cruising ability. The results include a 0-60mph time of 9.0 seconds, (0-100 km/h in 9.6 seconds), a 24 percent improvement over the 2.7-litre.
Land Rover's engineers have also transformed the on-road ride and handling for the new generation Land Rover Discovery 4, and even improved on the near-legendary off-road capabilities of its predecessor. The comprehensive changes include new suspension components, revised steering, larger brakes, improved traction control, and enhancements to the award winning Terrain ResponseTM system, which helps optimise the vehicle for virtually all on-road or off-road driving situations.

The iconic exterior design has been updated, most obviously with smoother and simpler surfaces at the front, including a new, more aerodynamic bumper. The sportier new lights help give the vehicle new character, and include LED technology front and rear. The sophisticated new front headlights include High Beam Assist, switching on or off, as conditions require.

The interior is completely redesigned, with a transformed dash and centre console, new seats and an array of new, user friendly features.

New features available for the Land Rover Discovery 4 include a Portable Audio Interface, DAB radio, a new five-camera 'surround' system, for easier parking and towing, and a new key system which offers Keyless Entry and Push Button Start.

e-Terrain technologies boost economy and lower CO2 emissions
The new Discovery is packed with features aimed at reducing fuel consumption and reducing CO2 emissions. The new LR-TDV6 3.0 Sequential Turbo Diesel engine was designed from the outset to deliver class-leading fuel economy and improved low-end torque.

The parallel sequential turbocharging system of the 3.0-litre diesel makes use of its larger, primary turbo most of the time. The smaller secondary turbo remains dormant when higher power is not required, reducing pumping losses and consequently, fuel consumption. A highly efficient, third generation common rail injection system with piezo injectors and fuel metering, also makes a substantial contribution to fuel economy.

The new engine has been also been optimised for low-end torque as well as economy, making it possible to activate the lock-up clutch of the ZF HP-28 automatic transmission at lower speed. This reduces 'slip' in the hydraulic torque converter improving both fuel consumption and CO2 emissions. The higher torque at lower rpm also enables longer gearing for more economical cruising.

The Discovery incorporates several other energy saving features too. At standstill, the idle speed of the V6 has been reduced from 750rpm to 710rpm, giving a fuel saving without compromising refinement. An Intelligent Power Management System includes Smart Regenerative Charging, so whenever possible the alternator charges the battery when it is most economical to do so, such as when the car is coasting rather than accelerating.
Aerodynamic changes to the front end, with the revised front lower chin spoiler and new front wheel deflectors, help to reduce drag by increasing underfloor airflow.

The new air conditioning pump is driven through a clutch which disengages when the air conditioning is not in use reducing parasitic losses and delivering improvements in fuel consumption and CO2 emissions.

At the heart of the improvements introduced with Land Rover Discovery 4 is an exceptional and highly efficient new diesel engine. The LR-TDV6 3.0 sequential turbodiesel is based on the existing LR-TDV6 2.7-litre engine, but radically redesigned to deliver substantially higher performance, lower emissions and better fuel economy.

The 2.7-litre has won many admirers as one of the most refined diesels ever made. The new, twin turbocharger LR-TDV6 3.0 boasts substantial increases in both power - up 29 percent to 245PS - and torque, up 36 percent to 600Nm. The ability to deliver maximum torque at just 2,000rpm, combined with unparalleled throttle response, substantially enhances the Discovery's already acclaimed ability both on and off-road.

The new 3.0-litre diesel can significantly out perform its rivals by delivering 500Nm in only 500 milliseconds from idle. From the driver's perspective this means instantaneous access to 83 percent of maximum torque.

But despite this extra performance, engine emissions are dramatically reduced. When fitted with DPF, the new LR-TDV6 3.0 meets EU5 emissions requirements (not due to come into force until 2011) and with a CO2 figure of 244g/km, it undercuts the existing 2.7-litre automatic by ten percent. Fuel economy is also improved by 9 percent, delivering 30.4mpg (9.3 l/100km) on the EU Combined cycle.

The new 3.0-litre engine has been developed by a joint Jaguar Land Rover team, with base characteristics designed from the outset with the requirements of both brands in mind. High levels of torque and fast response from low revs perfectly suits both Jaguar and Land Rover DNA. The Jaguar version, the AJ-V6D Gen III S, was recently launched in the new Jaguar XF.

The LR-TDV6 engine has a deeper sump than its Jaguar sibling, to ensure the efficiency of the lubrication system is not compromised when venturing off-road. The oil scavenge system of the turbochargers has been enhanced for a similar reason, ensuring no oil collects in the turbochargers at extreme angles in off-road conditions.

For the Land Rover version, belt drives are waterproofed, as are the alternator, air conditioning compressor, power steering pump and starter motor. The engine is also tuned specifically to allow for the greater demands made on the Land Rover Discovery 4, particularly for towing and all-terrain driving.

Twin-turbos - immensely efficient, highly responsive
A key feature of the new LR-TDV6 3.0 is the unique, parallel sequential turbocharger system, the first of its type to be fitted to a V-engine anywhere in the world. Delivering high torque throughout the entire engine-rev range, improved throttle response and low CO2 emissions, the twin-turbochargers work sequentially to provide unrivalled response and best-in-class torque at low engine speeds, while also packing a huge punch at higher speeds.

Driving a turbocharger requires pressure from the exhaust, creating pumping losses in the engine and increasing fuel consumption. Under the control of the engine management system, valves isolate the secondary turbocharger both from the exhaust stream and the engine inlet tract when it is not required. A balance pipe connecting the two manifolds allows the gas from both manifolds to feed through the primary turbocharger.

The new 3.0-litre diesel can significantly out perform its rivals by delivering 500Nm in only 500 milliseconds from idle, unlike many diesels which can suffer turbo-lag at very low revs. From the driver's perspective this means instantaneous access to 84 percent of maximum torque.

Third generation common rail
A new common rail fuel-injection system delivers up to five injections on each cycle at a pressure of 2000bar. Each injector tip is perforated by seven holes through which finely atomised fuel is sprayed into the cylinders. The high-pressure injection increases power, improves economy and reduces both CO2 and particulate emissions. New, high-speed piezo injectors are designed to keep injection noise to a minimum.

Piezo crystal 'packs' operate each injector by expanding when an electric current is passed through them. They react virtually instantaneously but make a distinctive click when fired, which can add to diesel engine noise at idle. The crystals in Land Rover's new injectors are fitted nearer the tip meaning they are mounted deeper inside the engine providing better sound insulation and quieter operation.

Also new to the third-generation fuel-injection system is 'metering mode'. Traditional diesel common rail fuel pumps oversupply the injectors, with the surplus being returned to the fuel tank. During this process, fuel temperature increases and cooling it again consumes considerable amounts of energy. In metering mode, the pump delivers fuel to the injectors only at the rate required. Consequentially, there is no rise in fuel temperature and no wasted energy.

Rugged yet lightweight
The two cylinder heads, with four valves per cylinder, are made from aluminium and the cylinder block is made from compact graphite iron (CGI) as before. The higher tensile strength of CGI makes it possible to cast a smaller block some 80mm shorter than a conventional 'grey' cast iron equivalent.

The new, water-cooled, exhaust gas recirculation system (EGR), important for reducing pumping losses and emissions of NOX in a diesel engine, is more efficient and consumes less power than its predecessor, with the valves allowing exhaust gas into the system being located on the 'hot side' of the engine nearest the exhaust manifolds. These valves never cool while the engine is running, so there is no condensation of combustion deposits which occurs on engines fitted with 'cold side' valves, hence the EGR system always works at maximum efficiency. Since the EGR cooling is so effective, exhaust gasses can bypass the system and return to the exhaust pipes, allowing faster engine warm-up from start-up and reducing emissions still further.

EU 5 emissions regulations have been achieved using conventional diesel oxidation catalysts and diesel particulate filters (DPFs). NOX levels are reduced sufficiently at source through the combustion system design, the addition of the new common rail injection system and the new EGR system with by-pass. As a result, specialised NOX exhaust after-treatment is unnecessary, avoiding a potential cost and the need to use additional precious metals in the exhaust system.

Increased refinement
The CGI cylinder block and new piezo injector design reduce combustion noise in the new engine. Multiple, precise injections of fuel on the combustion stroke also reduce combustion noise and all engine covers including camshaft covers, front covers and the sump have been optimised to subdue radiated noise.

The new diesel underwent analysis using the latest computer aided engineering techniques, followed by exhaustive rig testing. All the engine enclosures have been ribbed to minimise radiated noise.

Internal friction, a major contributor to unnecessary fuel consumption, has been addressed by careful optimisation of the crankshaft, valves and pistons. All these features combine to make the new LR-TDV6 3.0 Sequential Turbo Diesel one of the quietest premium diesels on the market today with increased service intervals of 16,000 miles.

Levels of refinement on the new LR-TDV6 engine are such that Land Rover's patented device for the diesel fuel filler neck, to reduce the risk of inadvertent fuelling with petrol, is fitted to the new Land Rover Discovery 4.

Brabus E V12 Coupe, 2010

Brabus E V12 Coupe, 2010

Like the fourth-generation Brabus E V12 sedan the new E V12 Coupe is powered by a Brabus SV12 R Biturbo 800 displacement engine. Drawing upon decades of experience in developing and building high-performance vehicles the twelve-cylinder engine was fitted into the engine bay of the two-door E-Class.

The basis for this engine is the twelve-cylinder twin-turbo engine from the latest Mercedes 600 models. Displacement of the engine is increased from 5.5 to 6.3 liters (336 to 384 cu. in.) with the help of a special crankshaft, larger cylinder bore and correspondingly larger pistons. Both three-valve cylinder heads are optimized for mixture flow, and fitted with sport camshafts.

The custom-made hood with integrated carbon-fiber RAM airbox is space for a completely newly developed air intake system. This twin-turbo system was designed from the ground up for the new E V12 generation. It includes two custom high-performance headers with integrated turbochargers and four water-to-air intercoolers. The stainless-steel high-performance exhaust system with free-flow metal catalysts was also custom-tailored for the confined space under the E-Class Coupe.

The Brabus engine specialists have developed a precision engine management system that controls injection, ignition and driving dynamics systems. The result is an optimal combination of impressive power yield and eco-friendly emissions that meet strict EURO IV exhaust limits.

The Brabus SV12 R Biturbo 800 engine is lubricated with high-tech motor oil from technology partner ARAL. It produces a rated power output of 800 hp (788 bhp) / 588 kW at 5,500 rpm. The even more impressive peak torque of 1,420 Nm (1,047 lb-ft), available already at a low 2,100 rpm, 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. The Brabus E V12 comes standard with state-of-the-art driving stability programs that can be deactivated at the push of a button.

Performance of the coupe is as exceptional as that of the four-door model: The Brabus E V12 Coupe sprints from 0 - 100 km/h (62 mph) in just 3.7 seconds, to 200 km/h (124 mph) in 9.9 seconds, and reaches 300 km/h (186 mph) after a mere 23.9 seconds. For street-legal use the top speed of the Gran Tourismo is limited electronically to 350 km/h (217 mph). Without the limiter the two-door twelve-cylinder car is capable of speeds in excess of 370 km/h (230 mph).

The Brabus front was designed to reduce lift on the front axle and to provide all radiators of the V12 with an optimal supply of cooling air. Air outlets in the sides route the air quickly away from the heat exchangers. Another important design feature was to provide the front brakes with cooling air. Integrated LED daytime running lights further increase active safety.

A wider track means better directional stability at high speeds. Because of that Brabus has developed special carbon-fiber sport fenders with integrated air vents for the front axle. Special carbon-fiber rear fenders add 60 millimeters (2.4 in.) to the width of the coupe on the rear axle. The Brabus E V12 Coupe runs on especially wide wheels fitted with high-performance tires from Pirelli or YOKOHAMA. The 19-inch combination is perfect for the enormous top speed the car is capable of. The wheels are 9.5 inches and 10 inches wide and customers can choose from Brabus Monoblock designs VI, E, Q and S. Tires in size 265/30 ZR 19 are mounted on the front axle. Size 285/30 ZR 19 tires on the rear axle provide optimal traction.

The rear apron with carbon-fiber diffuser features a centrally mounted reflector and custom-tailored cutouts on either side for the Brabus quad sport exhaust system. The Brabus rear spoiler is essential for well-balanced aerodynamics at high speed.

To make the Brabus E V12 Coupe not only a superior road warrior but upon request also an extremely sporty racer on the track the suspension was completely redesigned. The redesign includes special suspension components on front and rear axle that offer a wider range of individual suspension settings.

The measures are complemented by a Brabus coil-over suspension that features a multitude of selectable settings for bound and rebound. The shock absorbers on the front and rear axle feature ten selectable settings for bound and rebound. The ride height has an adjustment range of 35 millimeters (1.4 inches). Sport sway bars can further minimize body roll during fast cornering.

The Brabus high-performance brake system meets the toughest demands, on the road or on the track. The front axle features 12-piston aluminum fixed calipers and vented and grooved steel brake discs measuring 380 x 37 millimeters (15.0 x 1.5 inches). 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 combines sporty character with luxurious ambiance. An ergonomically shaped sport steering wheel is part of the equipment list of the Brabus E V12 Coupe as are sport seats upholstered with the finest leather. The seats provide excellent seating comfort and lateral support.

Acura TSX V6, 2010

Acura TSX V6

The Acura TSX V6 equipped with a powerful 3.5-liter engine, exclusive suspension tuning, larger diameter wheels and additional enhancements.
With improved acceleration and handling, the new 280 horsepower V6 adds even more sport to the already sporty nature of the popular Acura TSX sports sedan."

The Powertrain
A new Acura TSX powertrain choice means performance luxury buyers can enjoy a 280 horsepower 3.5L V6, with sophisticated VTEC® valvetrain control and a dual-stage induction system. For maximum performance and efficiency, the engine will be coupled to Acura's Sequential SportShift automatic transmission, with intelligent features such as Grade Logic Control and Shift Hold Control. If the driver desires, the Sequential SportShift transmission can also be operated manually, via steering-wheel mounted F1®-style paddle shifters.
The body/Chassis
The new Acura TSX model will feature a state-of-the-art, double-wishbone front and multilink rear suspension system to provide excellent ride, handling and control. To generate sportier handling, the V6 model will also use exclusive suspension tuning along with 18-inch split five-spoke aluminum wheels, fit with Michelin Pilot all-season tires. The larger wheels and tires will help distinguish this performance- minded TSX, as does the slightly revised front fascia and a V6 badge on the trunk.

The interior
Like all Acura models, the new TSX will feature an exceptional level of standard equipment, including leather-appointed interior, power moonroof, automatic climate control, a premium seven-speaker sound system with CD, AM/FM tuner, XM® Satellite Radio, Bluetooth® HandsFreeLink® , USB port and AUX jack music interface and more.
Similar to the four-cylinder TSX, the V6 model will be available with the optional Technology Package that includes the Acuralink™ satellite navigation system with rear-view camera and the Acura/ELS Surround® premium audio system for a top-in-class audio experience.