Acura Advanced Sports Car Concept

Acura Advanced Sports Car Concept

Created to take exotic sports car styling to a new level, the concept is designed to incorporate a powerful front-mounted, V-10 engine and a new high-performance, rear-wheel-drive based version of Acura's exclusive Super Handling All-Wheel Drive.

The concept's exterior demonstrates a dynamic fusion of advanced technology and emotion.
The long, pronounced hood features deeply sculpted lines and embossed air vents, both of which hint at the powerful engine beneath.
The exterior lines run the length of the body, creating a ribbon-like effect from the front headlights to the rear wheel arches, evoking a feeling of movement and power.

Though modern in its appearance, the Advanced Sports Car Concept retains the subtle cues associated with its predecessor, the NSX.
The concept's slim, LED headlights are pushed wide and designed to mimic the pop-up headlights found on the first generation NSX.
Other styling hints include a modern take on wraparound rear taillights and the all black cockpit.

Wide and low to the ground with a 108.8 inch wheelbase, the concept is anchored by grippy 19 inch front and 20 inch rear performance tires which are mounted to custom billet-machined, polished aluminum wheels.
Powerful, ventilated carbon ceramic brake discs and eight-piston calipers accent the wheels.
The bold wheel arches and flares add to the concept's aggressive appearance.

The low slung cabin is constructed entirely of tinted glass and sits flush against the body.
The door handles are also flush mounted, allowing the sports car to retain a clean and aerodynamic appearance.
The Advanced Sports Car Concept features a carbon fiber underbody and the rear is finished with aggressive quad exhaust pipes and integrated rear diffusers, further communicating its high performance potential.

AERO TT

SSC ULTIMATE AERO TT

If uou want to drive really fast? You’re spoilt for choice at present – at least in terms of the machinery available, if not the roads to do it on... There’s the 253mph Bugatti Veyron, the 250+mph Koenigsegg CCXR and the Bristol Fighter T with a claimed top speed potential of 270mph, but which will be restricted to 225mph.
There’s also the Hennessey Venom Viper with a claimed top speed of 255mph.

The world’s most powerful production car, ever.
Boasting a truly gargantuan 1,183bhp, the small, little-known Washington State-based company claims a top speed capability of 273mph. In tests earlier this year on a closed section of Nevada highway the SSC managed 230mph in the two miles available, but had the originally intended 12 mile site not been hit by snow, then the Veyron could well have been humbled.

With strikingly rich paint, its all carbon composite bodywork looks like something from the mid 1990s.
There are echoes of Zonda at the front and Diablo at the sides, while at the rear function has priority over form.
There are noticeable variances in some panel gaps, but the giant alloys and big discs (more later) certainly look the part.

There’s little that’s impressive inside as fit, finish and detailing falls far short of the current supercar norm.
On the plus side the Aero TT is easy enough to climb in and out of, the leather seats are supportive, it’s reasonably spacious with ample headroom and the driving position is fine apart from the front wheel arch intruding into the footwell,

There’s something akin to a controlled nuclear explosion as the modified, twin-turbo 6,348cc Corvette pushrod V8 bursts into life.
This start-up extravaganza only lasts a second or three before the engine settles into a loud offbeat V8 burble, but this is pure, undiluted Yankee muscle.

Despite the Aero TT’s massive torque, moving away sedately from a standstill requires a delicate balance of clutch and throttle.
It’s eager either to launch like a dragster, or stall. Despite SSC’s brochure claiming the TT’s rack and pinion steering is assisted.
Manoeuvring at parking speeds required strong arms and a firm, two-handed grip on the wheel, but once rolling the SSC is easy enough to drive with a precise gearchange and direct, accurate steering, even by mid-engined supercar standards.

On the road the SSC grips tenaciously. Its nose goes precisely where you point it, when you point it, and the steel tube chassis feels suitably rigid and well-balanced. I can only guess how the car might behave when pushed hard on a track, but with so much power, rear wheel drive and no electronic traction aides, considerable expertise, and prudence, would obviously be required.

Straight-ahead visibility is good, but the massive A-pillars can be a hindrance. Rear vision is effectively zero, save for the door mirrors and rear-facing camera with pop-out screen in the radio/stereo/satnav unit.
The adjustable suspension was set somewhere between firm and rock hard and so the ride was correspondingly unforgiving.
Driving one or more of those super-wide Michelins over cats-eyes sent loud staccato bangs and solid thumps directly into the cabin. At legal speeds the exhaust is quiet enough to allow conversation, but lifting off the throttle causes an almighty cacophony from the twin-turbo wastegates.

There’s the car’s throttle response, which is like nothing I’ve experienced before.
With just the slightest pressure on the pedal the car accelerates briskly.
With just a tiny bit more it surges forward with near-terrifying urgency.
And all the while there’s a palpable sense of the immense, almost infinite power waiting in reserve.
Prod the throttle with anything less than caution and those huge rear Michelins will win gold at the Doughnut Olympics.
Fortunately, despite the massive urge available at any speed in almost any gear, the TT can potter along slowly in fifth or even sixth gear without drivetrain snatch.

Though the TT can deliver salt flat-shrinking speed, the brakes on this particular car are something of a mystery.
The brochure states that eight-piston calipers should be fitted at the front, but this one had four-piston units.
Pedal pressure required even from moderate speeds was inordinately high, with almost no feel or power.

It’s more powerful, more exclusive, and potentially faster than a Veyron, while costing less than half as much.

The Specification:
= Engine - mid-mounted, all-alloy 16-valve V8 twin turbo
= Displacement - 6,348 cc (387.2 cu in)
= Power - 1,183 bhp (1,199 PS) @ 6,950 rpm (7,200 rpm redline)
= Torque - 1,094 lb/ft (1,484 Nm) @ 6,150 rpm
= Transmission - 6-speed manual, rear wheel drive
= 0-60 mph - 2.78 secs
= Standing 1/4 mile - 9.9 secs @ 144mph
= 60-0mph - 31.4 metres (103 ft)
= Top speed - 273 mph
= Chassis - steel tube space frame
= Body - carbon fibre composite, flat undertray with venturi tunnels
= Cd - 0.357
= Brakes - 14 inch vented, cross-drilled discs, 8-piston* calipers (front), 6-piston* (rear), (*see text)
= Suspension - double wishbone (front); upper rocker arm, lower wishbone (rear), remote reservoir, adjustable Penske dampers, coil-over springs, anti-roll bar
= Wheels - forged, 3-piece alloy, 19 x 9.5” (front), 20 x 13” (rear)
= Tyres - Michelin Pilot Sport PS2, 235/35 19 (front), 335/30 20 (rear)

Alfa Romeo MiTo GTA Concept

Alfa Romeo MiTo GTA Concept

The Alfa Romeo MiTo GTA Concept, a high performance concept of the new Alfa Romeo MiTo.
Designed using the experience gained with the Alfa Romeo 8C Competizione and 8C Spider, the Alfa Romeo MiTo GTA Concept shares with the exclusive "supercar" the philosophy based on achieving the greatest driving pleasure, resulting from exceptional agility produced by a power-to-weight ratio worthy of a racing car.

The Alfa Romeo MiTo GTA Concept prioritises weight reduction, and the achievement of an optimum power-to-weight ratio.
Considerable work has gone into lowering the vehicle's centre of gravity; thus certain components such as the tailgate spoiler, roof and mirror fairings are in carbon-fibre; while aluminium is used extensively in the braking system, suspension, and some parts of the chassis.
Under the bonnet, an exciting new petrol engine, very much in keeping with the pre-requisites of downsizing, environmental awareness, and the offer of high power and efficiency in return for low weight and optimised packaging, powers the Alfa Romeo MiTo GTA Concept.

The Fiat Powertrain Technologies designed and exploiting the vast experience gained in the production of Twin Spark and Alfa V6 road and race engines, the compact new petrol engine employs advanced technical solutions including direct injection, dual variable valve timing, state-of-the-art turbocharging and advanced electronic management systems to produce a remarkable 240bhp from just 1742cc.

Under-floor aerodynamics have been a particular concern, while the entire car has been lowered by some 20mm. Front suspension employs new geometry with aluminium leading arms, while the rear suspension has all-new bushings, and the comprehensively revised chassis boasts an 'active' suspension system, (advanced damper control), which counteracts the transfer of load under acceleration, stiffening the rear end and maximising traction.
The Alfa Romeo MiTo GTA Concept's suspension also interacts with the braking system and steering to obtain the most efficient control of vehicle dynamics, while a 'Sky-Hook' function ensures an excellent level of passenger comfort under conditions of everyday use.

Alfa Romeo 8C Spider

Alfa Romeo 8C Spider

The Alfa Romeo 8C Spider's turn to take centre stage and project into the future the values of technology and emotion which belong to the Alfa Romeo legacy.

The marked dynamics of the vehicle are highlighted by the horizontal groove "built" into the bonnet at wheel level.
The oversize wheels and powerful "muscles" of the rear mudguard accentuate the personality and force of the model, without diminishing the elegance of those fluid lines. I
nstead they highlight the formal beauty of the singular external features: the "teardrop" fog lights set like a precious jewel in the front mudguard, the front Led lights, a synthesis of technology and rationality, and the essential door handle.
In the front we can find the characteristic Alfa Romeo stylings, with a new interpretaion of the "whiskers" and shield. Without forgetting, that this innovative range anticipates the elements and proportions of the future Alfa Romeo cars, always with complete respect for the historical legacy of the brand.

It's worth underlining that to reach these top levels of areo-dynamic efficiency, solutions which don't limit themselves to the design of the form have been adopted on the Alfa Romeo 8C Spider. All the surfaces and profiles of the uprights and windows, together with the form and positioning of the rear-view mirrors, have been optimized using computer models and tests in wind tunnels and real-life environments. As a result, air flows round the vehicle following it's natural path, unhampered by corners and irregularities. The end result is a negative LC (lift coefficient) which like competition vehicles, contributes to stability at high speeds.
But the peculiarity of this vehicle, is the hooded top fitted with electro-hydraulic automatic control (controllable via a button on the dashboard). The hooded top of the Alfa Romeo 8C Spider is composed of two overlapping sheets: the external one is made with a multi-thread textile which can withstand the elements, whilst the interior has high sound-proofing qualities.
The hooded roof-top, available in various colours, has been perfected aesthetically, aerodynamically and for acoustic comfort. It has also been perfected from a functional point of view, with specially developed film-reels to render more agile, rapid and secure any explanations of the functioning.

The Alfa Romeo 8C Spider interior guarantees a sophisticated environment, thanks to the vast use of composite materials in the dashboard and internal panels, as well as the use of anatomical seats, produced in carbon fibres, that can be adjusted according to the physical characteristics of the driver (up to now, a feature only available to racing cars). Furthermore, for maximum possible personalization of the interior, the client can chose between different environments and aesthetic solutions. All distinguishable by the particular attention to detail and artisan workmanship: from the contrasting stitches, colour tone and exclusive matchings. The bucket seats are upholstered in Frau flower leather (an exclusive and innovative treatment of the weave, in which the leather is bound to a natural fibre, creating a look of great visual impact).

In analogous fashion to the interior, the same care has been taken in realizing the exteriors: from the alloy wheels to the brake calipers, every detail can be chosen to your particular design, because every Alfa Romeo 8C Spider can only look similar to itself. An unmistakable car made to measure for the owner's personality. The unique and un-repeatable Alfa Romeo 8C Spider announces the pleasure of a sporty drive with full respect for the brand's legacy.
Like in the best Alfa Romeo tradition, hidden under this pretty "dress" is the best of what's available in the field of mechanics and propulsions. Firstly, the Alfa Romeo 8C Spider has a rigid and light structure (the compact frame is made in steel for maximum torsion to guarantee a drive which is always precise and sure, whilst the body is in carbon fibre).

The Alfa Romeo 8C Spider adopts the new "8 cylinder mated to a 6-speed gearbox with 90°" and a capacity of 4691 cm3 which has been designed with one specific aim: guarantee extraordinary performances without relinquishing the fluidity of the gearshift or the ease of use in any driving context. Like so, a powerful and progressive propulsion is born with a top power of 450 CV at 7.000 rpm and a maximum torque of 7.500 rpm. This engine has been mated to a self-shifting 6-speed gearshift (with computerized selection of the gears via levers behind the steering-wheel), and a self-blocking differential unit.

As in the legendary Formula 1 vehicles from the 50's, the Alfa Romeo 8C Spider sports the Transaxle design which guarantees the best equilibrium in the partioning of weight. The propulsion is placed in the rear whilst the gearshift is placed behind along the differential and hydraulic motor unit. The Transaxle design foresees a tight connection between motor and gearshift, which is fitted with a self-blocking differential. The two groups are linked by a tubular element, at the interior of which rotates the transmission driving shaft: in this manner the load is distributed in an optimal manner between the front and rear suspension.
A lot of power can only be entrusted to an excellent braking system: the Alfa Romeo 8C Spider is fitted with carbo-ceramic Brembo (CCM), 380 mm in diameter on the front-wheels and 360 mm on the back-wheels.
The solution guarantees a powerful brake action even in the most intense uses.
The marked reduction in weight, in comparison to a traditional set-up, reduces the masses unsupported by the vehicle and so improves the dynamic performance and driving comfort.
The mono-block calipers guarantee maximum rigidity and minimal deformation, given the high loads generated by the pressure of the pistons on the brake-linings.

Aston Martin One-77

Aston Martin One-77

The One-77 is Aston Martin's definitive sports car, one that epitomises everything Aston Martin from technology, the hand-craftsmanship of the hand rolled aluminium panels to the attention to detail. A culmination of all the marque's know-how, the Aston Martin One-77 delivers effortless beauty guaranteed to stir the senses with performance potential eclipsing any previous Aston Martin.

The performance and durability phase of the Aston Martin One-77's intensive development programme soon to commence, the 79th Geneva Auto Salon provides the perfect stage on which to reveal the remarkable engineering, advanced technology and exotic materials that lie beneath the Aston Martin One-77's extraordinary exterior.

Consequently the Aston Martin One-77's structural core is a lightweight and immensely rigid carbon fibre monocoque. Conceived and designed at Aston Martin's Gaydon HQ, the monocoque, or 'tub', has been built in partnership with Multimatic (MTC). As world leaders in carbon composite technology, advanced vehicle analysis and dynamic simulation, MTC brings unrivalled specialist capabilities to the exacting challenge of the Aston Martin One-77 programme.

Employing the classic formula of double wishbones at each corner, the Aston Martin One-77 features inboard suspension front and rear, with pushrods employed to transfer vertical suspension movements to the horizontally mounted spring/damper units. A practice taken directly from racing car design, the main advantages of inboard suspension are a reduction in unsprung weight and the ability to package the suspension components more effectively.

The dampers are fully adjustable and feature advanced Dynamic Suspension Spool Valve (DSSV) technology; a world-first for a road car application. These special valves are state-of-the-art even at the highest levels of motorsport, and use high-precision machined components to enable the shock-absorbing characteristics of the damper to be changed without having to remove them from the car, as is the norm.

Underlining the truly bespoke nature of the Aston Martin One-77, once delivered to its owner, the car's suspension characteristics will be precisely set-up by Aston Martin engineers to suit their exact requirements, from settings suitable for the ultimate long-distance GT, to a machine capable of conquering the Nürburgring Nordschleife.

While functionality and efficiency are paramount in the design and construction of the Aston Martin One-77, so too is aesthetic beauty. To this end every single component has been crafted from the finest materials with absolute attention to detail. From the mesmerising weave of the glossy carbon fibre tub and the abstract, sculptural beauty of the dry sump's oil reservoir, to the unerring precision of the billet machined aluminium suspension mounts, the Aston Martin One-77's rolling chassis is an automotive masterpiece.
Naturally, such a spectacular chassis demands - and gets - an equally exceptional drivetrain. It comes in the form of an immensely potent 7.3-litre, naturally aspirated V12 engine. Thanks to the adoption of a dry-sump oil system the engine is mounted 100mm lower than in any previous V12-engined Aston Martin road car, which helps keep the Aston Martin One-77's centre-of-gravity as low as possible. To further aid agility and endow the Aston Martin One-77 with progressive handling and stable, predictable on-limit behaviour, the engine is also mounted 257mm aft relative to the front wheel centreline. In so doing the front-mid-engined layout shared by all of Aston Martin's current road car range has been taken to a new level.

The Aston Martin One-77's magnificent power unit is an extreme evolution of the 6.0-litre V12 engines fitted to the Aston Martin DBS, DB9 and new V12 Vantage models. Like the collaboration with MTC for the build of the chassis, Aston Martin has chosen a world-leading partner with which to develop the motor: legendary engine builders, Cosworth. It has proved to be the perfect collaboration, as Chris Porritt explains.

Wearing Pirelli P Zero Corsa tyres (255/35 ZR20 front, 335/30 ZR20 rear) developed specifically for the Aston Martin One-77, all 700+bhp is transmitted to the road through the rear wheels via a new six-speed gearbox. Controlled via column-mounted paddles behind the steering wheel, this robotised sequential manual is a new generation of Aston Martin's familiar transmission. Though it is made specifically for the Aston Martin One-77 and features specially strengthened internals to cope with the tremendous power and torque, the lessons learned in its development will ultimately find their way into the company's series production models.

It's a mark of the inherent capabilities of Aston Martin's acclaimed lightweight Carbon Ceramic Matrix brake technology that it has been used as the basis for the Aston Martin One-77's braking system. The internals of the callipers have been re-engineered to transmit less heat from the brake pads into the brake fluid, while the discs themselves have been developed to ensure the maximum possible contact area between the face of the disc and the brake pads for improved stopping power. Due to the Aston Martin One-77's increased performance, special attention has also been paid to brake cooling, as the brakes have less time to cool between bursts of acceleration.

With a projected weight of 1,500kg the Aston Martin One-77 will occupy the very highest echelons of road car performance. Top speed is confidently predicted to be in excess of 200mph, with a 0-60mph time in approximately 3.5sec.

Abt TT-limited wide body.

From the race track to the road.

Two well-known Abt highlights played a role in the concept of the TT-limited wide-body: the TT-Sport and the TT-limited.
Both of them have attracted many customers and even more fans.
With the limited wide body, the Abt team is now showing a spectacular synthesis of its two most extreme tuning versions of the TT.
The successful company from Kempten demonstrates the state-of-the-art in TT-tuning.

This becomes clear to the average layman, who might be led to believe that the TT-limited wide-body has got lost from the race track directly on the open road. Responsible for this is the spectacular bodywork kit.
As a result of extensive wind tunnel tests, the specialists from Kempten have established an aerodynamic kit, which results into more downforce and therefore a better road-holding. No matter if on local roads or on the motorway.
For instance at the Nurburgring, where Laurent Aiello has scored two brilliant victories for the Team Abt Sportsline with the Hasseroder-yellow Abt-Audi TT-R. The limited wide body not only shares the front spoilers and the extended fenders with the race car, but also the side skirts, a rear wing and a complicated diffuser, which gives downforce at the rear. The several carbonfibre parts also add to the racy feeling.

Aerodynamics, suspension and the impressive sport braking system - all of this serves for controlling the fireworks, that the Abt-technicians are lighting underneath the bonnet.
The 228 kW (310 hp) are the result of a power boost, that turns the standard 165 kW (225 hp) strong engine into a racing machine.
An Abt turbocharger with intercooler and exhaust system allow the standard power plant to breathe freely.
The top speed of approx. 254 kph and an acceleration from 0-100 kph in approx. 5.6 seconds speak for themselves.

Bentley Continental Supersports

Bentley Continental Supersports

The Bentley Continental Supersports is the fastest and most powerful Bentley ever. It is the extreme Bentley, a muscular two-seater that delivers supercar performance and a highly focused driving experience.
The Bentley Continental Supersports is also the first Bentley capable of running on both petrol (gasoline) and biofuel, pioneering the use of FlexFuel technology in the luxury sector.
This represents stage one of the company's commitment to make its complete model range compatible with renewable fuels by 2012. Available worldwide from autumn 2009, the Bentley Continental Supersports will be FlexFuel compatible in the majority of markets from launch with North American cars offering the capability by summer 2010, following regulatory approval.

The Bentley Continental Supersports began as an 'under the radar' project exploring the possibilities of weight reduction on the Bentley Continental GT but with more power and torque. A largely experimental process crystallised over a period of 24 months into an official new car programme, driven by the passion and enthusiasm of a small group of Bentley engineers and designers. The results are dramatic. With 630PS (621 bhp) and new 'Quickshift' transmission that halves shift times, the Bentley Continental Supersports sets new performance benchmarks for Bentley. It accelerates from 0-60 mph in 3.7 seconds (0-100 km/h in 3.9 seconds) with a top speed of 204 mph (329 km/h).

The supercar performance is complemented by an array of chassis enhancements including retuned steering and suspension, utilising lighter weight components, retuned dampers and anti-roll bars. Agility is further sharpened by the 40:60 rear-biased torque split for the all-wheel drive system, a wider rear track, bespoke lightweight 20-inch alloy wheels and a unique electronic stability programme. Carbon ceramic brakes are standard fitment, benefiting steering response, grip and ride comfort, while saving weight. The engineering team have achieved a weight reduction of 110 kg (243 lb) compared with the Bentley Continental GT Speed.

The evolution of the Bentley Continental Supersports' design is very much a case of 'form following function' with new purposeful sculptural forms signalling the engineering changes beneath the skin.
For example, the increased power and torque of the W12 engine necessitated additional airflow to the twin turbocharger intercoolers and cooling system.
Bentley's designers responded with a purposeful and dramatic style that features large vertical intake apertures and twin bonnet vents. Similarly, new flared rear wings that accommodate the 50 mm (2 inches) wider rear track are designed to emphasise the powerful stance of this ultra-high performance coupe. The resultant Supersports style combines the looks of the iconic Continental GT with a new and distinctive appearance that reflects its more extreme character.

The Bentley Continental Supersports is further distinguished from its Continental coupe stable mates by a unique dark-smoked steel finish to all exterior 'brightware', including front grilles, lamp bezels, window surrounds and wheels.
A complex 'Physical Vapour Deposition' process is applied to all stainless steel components to give a lustrous and highly durable finish. A car industry first, this process is normally used as a coating on industrial tools, watches and even hip replacement joints.

Fully embracing the extreme spirit of the Supersports, Bentley's interior designers have created a unique ambience.
The cockpit represents a dramatic reinterpretation of Bentley interior design in which carbon fibre and Alcantara not only convey a sporting and contemporary style but also reduce weight.
The Bentley Continental Supersports is a strict two-seater featuring all-new lightweight sports seats with carbon fibre clamshell rear panels.
The rear compartment, the seats are replaced by a stowage deck with a carbon fibre luggage retaining beam. The new interior also provides a showcase for the skills of Bentley's craftsmen and women at the company's factory in Crewe, England. Signature premium grade leather and brightware are complemented by carbon fibre panels, replacing traditional wood veneers.

The Bentley Continental Supersports is capable of running on either petrol and E85 biofuel or any combination of the two. E85 biofuel can offer a reduction of up to 70 per cent in CO2 emissions on a 'well-to-wheel' basis.
Well-to-wheel is a measurement of a fuel's net CO2 contribution to the atmosphere, not just tailpipe emissions. It is a way of quantifying how much CO2 a fuel emits from its growth or extraction (well) to its combustion or deployment (wheel).
It includes refinement, distillation and transport of the fuel.
The fuel supply system detects the blending ratio of the fuel in the tank and ensures that power and torque remain constant regardless of the ratio of petrol to biofuel.
The result is seamless power delivery in the Bentley tradition.

Bugatti Veyron Sang Noir

Bugatti Veyron Sang Noir

The Bugatti Veyron Sang Noir is a special edition, created for the true automotive connoisseur. While its entirely black exterior may initially appear subdued, upon closer inspection it becomes clear that a select number of visual accents make this special Bugatti Veyron just as vividly coloured as its brighter counterparts.

The Type 57S Atlantic, the Bugatti Veyron Sang Noir exposes a raptor-like DNA that is reflected throughout the entire model history of the marque.

All-leather interior of the Bugatti Veyron Sang Noir plays on the theme of a 'harmony of extremes'.
The light and confident Tangerine is offset by a black-piano lacquer finished centre console; both available exclusively to this edition.
A dominant black tinted carbon fibre monocoque joins the elegant black body sides, which in turn are complemented by polished details.

The face of the Bugatti Veyron Sang Noir is instantly recognisable due to the iconic horseshoe grill, finished exclusively in chrome.
This striking and unparalleled harmony between luxury and sportiness is complemented by alloy-coloured details in the form of the chromed Bugatti grill and door-mirrors, as well as polished wheel surfaces and roof-rails.
All-black front lights, air intakes, filler caps and door-handles naturally heighten the stunning effect of the racing-blue brake callipers.

Bugatti Veyron Bleu Centenaire

Bugatti Veyron Bleu Centenaire

Hundred years of Bugatti
Ettore Bugatti started his business in the Alsacian town of Molsheim, France, in 1909 . The name of the company: „Ettore Bugatti Automobiles i.Els.".
Though the name has changed into "Bugatti Automobiles S.A.S."

The Bugatti Veyron Bleu Centenaire
Building on the marque's core values of ( Art - Forme - Technique ), Bugatti Automobiles S.A.S. has created the Bugatti Veyron Bleu Centenaire, a unique model to celebrate the hundred year old history of the company.
This special model takes up the traditional Bugatti two-tone-specification, but portrays it in one rather than two colours: in the most known light shaded Bugatti blue.
The Centenaire's unique combination of a (sprintblue matt) and (sprintblue gloss) hence offers a new impression of the two-tone-scheme known so far with parts of the engine also covered in this traditional Bugatti Blue.

The roof-trim-stripes and the exterior rearview mirrors are of polished, anodised aluminium. A special wheel design has been added - enhanced by a bright red brake-capillar.
The grills at the front and at the side air intakes are in (mirror shine).

The interior of the Centenaire is fitted in a special snowbeige leather with quilting on the seats. The central console is covered in the same leather.
New LED lights, Park Distance Control and a rearview camera have become part of the standard equipment for all Bugatti Veyrons from this year onwards.
The Bugatti Veyron Bleu Centenaire shares all performance characteristics of other Veyron models performance-, acceleration- and deceleration characteristics which have been highly praised ever since the Bugatti Veyron first appeared on the scene.

Citroen GT Concept

Citroen GT Concept

The amazing GT by CITROËN is the first ever car to be specifically designed to bring the virtual and real worlds together.
The car makes its global premiere at the Paris Motor Show where visitors can actually drive the car in a true to life simulator on the Citroën stand.

The GT by CITROËN, a joint venture between Citroën and the makers of Gran Turismo, was created for the eagerly anticipated 5th game in the multi-million selling Playstation series.
At almost five metres long, GT by CITROËN packs the latest hi-tech racing equipment into an exaggerated sporty frame.
Planted on 21-inch, diamond-effect, aluminium wheels, the car's gullwing doors, over-sized rear end with mobile spoiler, gaping air intakes and flat underside exude the qualities of an accomplished racer.
With chrome chevrons on the smooth, aerodynamic, front end asserting the car's Citroën identity, the GT by CITROËN is bursting with styling cues typical of the Company's creative flair. The sharp lines and sculpted body are emphasised by the white-to-grey flared paint work which gives the car a forceful look and an impression of speed - even when it's standing still.

The sleekly muscled racer sports a large wraparound windscreen adding to the impact of the car's size and dynamic appearance.
Penetrating blue LED headlamps and slim-line carbon fibre rear view mirrors - which appear to be suspended in mid-air - add to GT by CITROËN's futuristic racing style.
Premium materials used throughout GT by CITROËN's hi-tech interior reflect the car's distinguished and refined personality.
In contrast to its light body work, the cabin features a darker, more brooding colour scheme with two padded racing seats finished in black leather and fitted with four point harnesses.
The dark leather, along with copper and steel touches inside the cabin and a low-slung driving position, create an opulent and powerful racing environment. Important on-board data is displayed via a red LED head-up display, allowing drivers to maintain focus on the track.

Fisker Automotive

Fisker Automotive

The Fisker Automotive, the new American manufacturer of premium green automobiles.
The four-seat, plug-in hybrid hardtop convertible furthers the company’s belief that driving style and performance need not be compromised for environmental friendliness.

The open-air Fisker Karma S concept shares its aluminum spaceframe architecture and clean Q-DRIVE powertrain with the Fisker Karma sedan.
Designed and engineered by Quantum Technologies exclusively for Fisker Automotive,
Q-DRIVE provides 50 emission-free miles on a single charge to its lithium-ion battery pack, and up to 403hp from two electric motors. The power retractable hard top, a first for Fisker, glides neatly into the trunk and a unique design language sets the Karma S concept apart.

The Karma S is an extension of the Fisker Automotive product range of eco-conscious automobiles and sets the tone for the future.“
The four-door, four-seat Karma fuses the traditional and timeless styling of veteran auto designer, with Quantum Technologies’ clean Q-DRIVE plug-in hybrid powertrain to become the world’s first luxury plug-in hybrid car.

The Exclusive to Fisker Automotive, Q-DRIVE provides the best combination of power, efficiency and low emissions.
The system is comprised of two 201hp electric motors powered by an advanced lithium-ion technology battery pack.
The generator attached to a turbocharged 2.0-liter Ecotec direct injection (D1) gasoline engine provides extended range capabilities.

The features two operating modes: Stealth Mode and Sport Mode.
In electric-only Stealth Mode, drivers can travel emission free for up to 50 miles on a full charge from any 110-, 220- or 240-volt electric outlet.
A total range of up to 300 miles is estimated in Sport Mode, which utilizes the efficient Ecotec gasoline engine to turn a generator that powers two electric motors on the rear differential.

The style and luxury
The Karma’s exterior design features the continual flow of sculpture and dramatic proportion that is signature Fisker style.
Wiide stance and raised front fenders offer the driver a unique view of the car’s design.
Modest changes from the original Karma prototype include an enhanced upper grill and an enlarged lower intake for improved airflow.
The a new aerodynamic diffuser under the rear bumper helps cool the electric drivetrain. Instantly recognizable, the Karma also benefits from having the world’s largest continuously formed glass solar panel roof on a car – an industry first and a standard feature on all Karma sedans.

A desirable car of any kind requires an inviting cockpit. Fisker’s interior design team focused on sustainable design held accountable to the environment.
The inspiration from nature’s timeless beauty and the quality of classic design composition provided immense inspiration.
Karma’s Sustainable and Accountable Design is reflected in the use of reusable materials enhanced with modern technology.

The Karma’s instrumentation and controls focus on ease of use.
Embedded in the layered EcoGlass center console is a 10.2-inch touch sensitive screen controlling HVAC, audio and other vehicle systems.
The LCD gauges behind the steerint wheel provide display critical information like battery charge and vehicle speed.

Peugeot 908 V12 HDi DPFS

Peugeot 908 V12 HDi DPFS

The Peugeot 908 V12 HDi DPFS
Peugeot announced its decision to accept a new technological challenge: to win one of the world's most prestigious and demanding motor races, the Le Mans 24 Hours, with a car powered by an HDi diesel engine equipped with a diesel particulate filter system (DPFS).

Its philosophy: excellence, demonstrated by the choice of endurance coupled with reliability, dynamism, emphasised by a team challenge based on performance, looks, illustrated by the car's feline profile, and lastly innovation, expressed amongst other ways through the use of technology designed to protect the environment.

The choice of body style is that of a closed car, in line with changes to the regulations announced by the Automobile Club de l'Ouest on 16 June 2006. Equally there was also a desire to keep a link with the two-times winner of the Le Mans 24 Hours in 1992 and 1993, the Peugeot 905.
While from a technical point of view this solution presents a number of drawbacks (weight, height of the centre of gravity, operational problems), the Peugeot Sport team felt that it also offers advantages, particularly in terms of chassis rigidity and aerodynamics.

The monocoque body
The monocoque body is made of carbon and presents a truly closed structure, contrary to the 905, which was a "racing car" with a detachable tubular rollover bar. This type of structure offers strong natural rigidity (the "eggshell" effect) and allows the weight of the monocoque body to be optimised.

Body and aerodynamics
Created from scratch at the beginning of 2006, Peugeot Sport's aerodynamics department had the difficult task of designing in just a few weeks an exterior body that was both original and aerodynamically efficient.
Three months after the appointment of the aerodynamics project team leader, a model of the car was undergoing the first tests in the wind tunnel!
The car's profile results not only from the necessary compromise between aerodynamic efficiency and drag, but also the need to provide optimum airflow to the different radiators and intercoolers located within the generously dimensioned bodywork.

Suspension, steering, brakes
Given the challenge of designing a complete car in record time and the particular constraints of the HDi DPFS engine, the Peugeot Sport team relied on proven solutions for the front and rear suspension design, the electric power steering and the brakes.

The gearbox
This is positioned longitudinally and will allow the fitment of up to 6 gear ratios, the limit laid down by the regulations.
It has been designed to withstand the enormous torque of the engine, while ensuring optimum weight and size characteristics.
The gearbox is controlled electro-pneumatically.

The engine
The chosen engine architecture is a 100° V12 with a capacity of 5.5 litres. This is the maximum capacity permitted by the regulations and was chosen due to its greater internal airflow at low engine speeds. It also gives potential future development opportunities to use different grade fuels.
The choice of a twelve cylinder engine helps keep the cylinder bore diameter very close to that of a production series engine. In doing so, Peugeot can call on its extensive knowledge of diesel combustion and also ensure the engine has a reasonable piston stroke. The V12 architecture, well known for its good balance, also reduces vibrations to a minimum.
The 100° V angle, like the V12 architecture, makes it possible to lower the height of the centre of gravity without affecting the engine's torsional rigidity.
Two diesel particulate filters are located at the end of each exhaust system and guarantee "smoke-free" operation of the engine under all conditions.

The two exhaust systems are as short as possible. On each side a 6 into 1 exhaust manifold is connected to a Garrett turbocharger, then to a very compact diesel particulate filter before ending in a side exhaust pipe, located in front of the rear wheel.
The expected level of performance - a power of more than 515 kW (700 bhp) and a torque in excess of 1200 Nm, which is unprecedented for a diesel engine - is a direct results of Peugeot's diesel engine expertise, combined with the mechanical specification of the V12 engine.

The Electronics
The 908 will benefit fully from Peugeot Sport's considerable expertise and knowledge in electronics, acquired as a result of its extensive experience with WRC cars - which are generously equipped with electronic systems - and in particular with respect to their experience of electronically controlled differentials.
Peugeot Sport will also benefit from the experience of the main supplier Bosch, who will be supplying and developing the "car system" on the basis of specifications provided by Peugeot Sport.
The high level of performance is therefore expected in terms of "traction control", a key function for controlling engine torque in a race track environment, whilst also ensuring optimum performance of the Michelin tyres.

The Engine
= Rear central longitudinal position
= All-aluminium with one-piece aluminium cylinder block
= 12 cylinders, V angle 100°
= Capacity: 5.5 litre
= Common rail direct injection
= Engine management: Bosch MS17
= Power: 700 bhp
= Torque: 1200 Nm
The Transmission
= Gearbox: longitudinal with a maximum of 6 gear ratios. Electro-pneumatic gearbox control
= Differential: self-locking
The suspension, steering, brakes
= Linked front and rear suspension
= Electric power steering
= Michelin tyres
= Wheels: BBS, magnesium
= Length: 4,650 mm
= Width: 2,000 mm
= Minimum weight: 925 kg