Sports and Luxury Cars

Porsche Cayenne

2008-10-10T16:13:00.004+05:30

The Porsche Cayenne is a five-seat mid-size sport utility vehicle manufactured by the German automaker Porsche since 2002, with North American sales beginning in 2003. It is the first V8 engined vehicle built by Porsche since 1995, when the Porsche 928 was discontinued.
Contents
1 Design
2 2008 model range
3 Variants
3.1 Cayenne (Base Model)
3.2 Cayenne S
3.3 Cayenne GTS
3.4 Cayenne Turbo
3.5 Cayenne Turbo S
3.6 Hybrid
3.7 Cayenne S Transsyberia
4 Next generation
5 See also
6 References
7 External links

Design
Porsche intended the Cayenne to be the new benchmark for SUVs[citation needed]. The Cayenne's frame and doors are sourced from Volkswagen, who also use the frames and doors for the Volkswagen Touareg model. All other aspects of vehicle design, tuning, production are done in house at Porsche.
The Cayenne's appearance was criticised on the BBC TV series Top Gear. The presenters concluded that whilst the car was well engineered and was a capable off-roader, it was an extremely ugly vehicle.

2008 model range
All 2008 engines feature direct injection. The charge-cooling effect of direct fuel injection permits a higher compression ratio without the risk of detonation, improving horsepower and torque. Fuel consumption has been reduced approximately 0.4 to 0.8 km/L across the range, even though the official window stickers say otherwise - the EPA changed its testing methodology in 2008. Fuel consumption is 6 km/L city, 8.5 km/L Motorway for the base model. The drag coefficient is 0.35 Cd and all models get a power lift gate and a tire pressure monitoring system. There are currently 5 engines available in the Cayenne:
3.6 L 290 PS (273 ft·lbf) VR6 from Volkswagen (Based on the unit offered in the VW & Audi but with modifications made to the intake, exhaust, timing systems and head)
4.8 L 385 hp (283 kW) 369 ft·lbf (500 N·m) V8 (S)
4.8 L 405 hp (298 kW) 369 ft·lbf (500 N·m) V8 (GTS)
4.8 L 500 hp (368 kW) 516 ft·lbf (700 N·m) twin-turbocharged V8 (Turbo)
4.8 L 550 hp (404 kW) 553 ft·lbf (750 N·m) twin-turbocharged V8 (Turbo S) (August 08)

Variants

Cayenne (Base Model)
Its Volkswagen-sourced 3.6-liter VR6 is massaged by Porsche to create more power for use in their base model Cayenne. The engine delivers 290 hp (220 kW) and modifications in the exhaust manifold allow it to peak at 6700 rpm. The 2008 Cayenne V6 will start at about $45,000, making it the lowest priced Porsche available.

Cayenne S
This has a normally aspirated 8-cylinder engine with an unusually high 12.5:1 compression ratio. A dry-sump lubrication system improves efficiency, while Porsche's VarioCam Plus variable timing extends the power band. The Cayenne S' 4.8-liter V8 produces some 385 hp (287 kW) and 369 ft·lbf (500 N·m) of torque, good for a 6.4 second time from 0-100 km/h and a top speed of 249 km/h.
Cayenne GTS
Comes with a revised 405 horsepower (302 kW) 4.8-liter V8 good for a 0-60 mph time of less than 6 seconds, a new sport suspension and 21-inch (530 mm) wheels. It slots between the Cayenne S and Cayenne Turbo, will also be lighter than the Cayenne S, and wear a new aerodynamic body kit. Its unique feature is a second row of bucket seats instead of the Cayenne's standard bench. This will also be the first V-8 Cayenne to offer a six-speed manual transmission in addition to the standard Tiptronic. [1]
Cayenne Turbo

Cayenne Turbo S
Porsche built a Turbo S version only for the 2006 model year, partly to compete with the Mercedes-Benz ML63 AMG, which produces 503 hp (375 kW), and accelerates from 0-100 km/h in 4.9 seconds, and partly as a last "hoorah". But unlike the Mercedes-Benz ML63 AMG[2], the Cayenne Turbo S includes a low-range case, a locking differential, and the height-adjustable, off-road suspension also standard on the regular Turbo model. The Cayenne Turbo S Has got a 4.8-litre, twin-turbocharged V8, that produces 500 bhp, and 700 nm of torque. It's able to accelerate from 0 to 62 mph in 5.1 seconds, and has got a top speed of 275 km/h. It features a 6-speed automatic Tiptronic transmission as standard, and consumes 14.9 litres of petrol per 100 km.
Porsche has just released the details of the new Cayenne Turbo S (EUR 111,400 starting price) at the 2008 Beijing auto show. It will have an extra 50 hp, raising the total horsepower to 550, which lowers its 0-100 km/h time to a mere 4.7 seconds. It's distinguished by standard 21 inch Sport Plus alloy wheels and, for the first time in the Cayenne line, optional Porsche Ceramic Composite Brakes that measure a whopping 40.64 cm in front and 36.83 cm in back. The new Cayenne Turbo S is expected to be introduced to the market in August 2008.

Hybrid
At the IAA 2005, Porsche announced it will produce a hybrid version of the Cayenne before 2010 (Porsche Cayenne Hybrid). Two years later, at the IAA 2007, Porsche presented a functioning Cayenne Hybrid and demonstration model of the drivetrain.
Notable modifications to this car include an electric vacuum pump and hydraulic steering pump, allowing the car to function even when the engine is deactivated. A 288-volt nickel metal hydride battery is placed under the boot floor, occupying the space normally used for a spare tire. [3]
Recently, Michael Winkler, managing director of Porsche Australia, revealed that a hybrid Cayenne would be available in 2009.[4]. Winkler also said that the system is designed to work with all of the engines in the Cayenne lineup, including turbocharged versions.
The Cayenne Hybrid is expected to achieve 11.1km/L under tougher European standards.[5]

Cayenne S Transsyberia
It was originally a racing vechicle for Transsyberia rally. At least 26 had been built.[6]
The street version was later built to commemorate Porsche's victory in Transsyberia rally. It is a variant with 405-hp (20 over original Transsyberia) direct-inject 4.8L V8 from the Cayenne GTS with optional 6-speed Tiptronic S automatic transmission with a final drive ratio shortened 15% to 4.1:1.
The final vehicle cost €77,558. It began on sale on January 2009.[7]

Next generation
The next generation Porsche Cayenne is expected to arrive in mid-late 2010. First spy photos of the car were posted on the internet on the 5th of June 2008 [8]. The Cayenne will again be the first of the three new SUVs from the VW group. The new Touareg will be 6-12 months behind.

Ford Mustang GT

2008-09-26T17:17:00.002+05:30

The Ford Mustang is a sports coupe manufactured by the Ford Motor Company. It was initially based on the Ford Falcon, a compact car.[1] Production began in Dearborn, Michigan on 9 March 1964 and the car was introduced to the public on 17 April 1964 at the New York World's Fair.
It was Ford's most successful launch since the Model A.[2]
Executive stylist John Najjar, who was a fan of the World War II P-51 Mustang fighter plane, suggested the name.[3][4]
The Mustang created the "pony car" class of American automobile — sports car-like sedans with long hoods and short rear decks[5] —and gave rise to competitors such as GM's Camaro [6], AMC's Javelin [7], and Chrysler's revamped Barracuda [8]. It also inspired coupés such as the Toyota Celica and Ford Capri, which were exported to America.
Mustangs grew larger and heavier with each model year until, in response to the 1971-1973 models, fans of the original 1964 design wrote to Ford urging a return to its size and concept.
Although some other pony cars have seen a revival, the Mustang is the only original pony car that has remained in production without interruption after four decades of development and revision. [9]
Contents[hide]
1 First generation (1964–1973)
2 Second generation (1974–1978)
3 Third generation (1979–1993)
4 Fourth generation (1994–2004)
5 Fifth generation (2005–Present)
6 Special editions and modified Mustangs
7 Racing
8 Awards
9 See also
10 Notes
11 References
12 External links
//

[edit] First generation (1964–1973)
Main article: First-generation Ford Mustang

1966 Mustang convertible
Conceived by Ford product manager Donald N. Frey [10][11] and championed by Ford Division general manager Lee Iacocca, the Mustang prototype was a two-seat, mid-engined roadster. This would later be remodeled as a four-seat car penned by David Ash and John Oros[12] in Ford's Lincoln–Mercury Division design studios, which produced the winning design in an intramural design contest instigated by Iacocca. To cut down the development cost and achieve a suggested retail price of US$2,368, the Mustang was based heavily on familiar yet simple components. Much of the chassis, suspension, and drivetrain components were derived from the Ford Falcon and Fairlane.
The car had the the 1964 Falcon's monocoque platform-type frame, with welded box-section side rails and cross-members.
Media exposure began on 16 April 1964 with commercials broadcast by all three American television networks to reach 29 million TV viewers, followed by announcement advertisements and publicity articles in 2,600 newspapers the next morning, the day the car was "officially" revealed.[13][14] A Mustang also appeared in the James Bond film Goldfinger in September 1964, the first time the car was used in a movie.[15][16]
Original sales forecasts projected less than 100,000 units for the first year, but in its first eighteen months, more than one million Mustangs were built.[17]

[edit] Second generation (1974–1978)
Main article: Second-generation Ford Mustang

1975 Ford Mustang Cobra II
The 1970's brought about more stringent pollution laws and the Arab oil embargo. As a result, large, fuel-inefficient cars fell into disfavor, and the Pony Cars were no exception. Lee Iacocca, who became president of the Ford Motor Company in 1964 and was the driving force behind the original Mustang, ordered a smaller, more fuel-efficient Mustang for 1974. Initially it was to be based on the Ford Maverick, but ultimately was based on the Ford Pinto subcompact.
The new model was introduced two months before the first "Energy Crisis" in October 1973, and its reduced size allowed it to compete more effectively against smaller imported sports coupés such as the Japanese Toyota Celica and the European Ford Capri (then Ford-built in Germany and Britain, sold in U.S. by Mercury as a captive import car). First-year sales were 385,993 cars, compared with the original Mustang's twelve-month sales record of 418,812. [18]
Lee Iacocca wanted the new car, which returned the Mustang to more than a semblance of its 1964 predecessor in size, shape, and overall styling,[19] to be finished to a high standard, saying it should be "a little jewel." [20] However not only was it smaller than the original car, but it was also heavier, owing to the addition of equipment needed to meet new U.S. emission and safety regulations. Performance was reduced, and despite the car's new new handling and engineering features the galloping mustang emblem "became a less muscular steed that seemed to be cantering."[21]
The car was available in coupé and hatchback versions. Changes introduced in 1975 included reinstatement of the 302 CID V8 option (called the "5.0 L" although its capacity was 4.94 L) and availability of an economy option called the "MPG Stallion". Other changes in appearance and performance came with a "Cobra II" version in 1976 and a "King Cobra" in 1978.

[edit] Third generation (1979–1993)
Main article: Third-generation Ford Mustang

1993 GT convertible
The 1979 Mustang was based on the larger Fox platform (initially developed for the 1978 Ford Fairmont and Mercury Zephyr). The interior was restyled to accommodate four people in comfort despite a smaller rear seat. The trunk was larger, as was the engine bay, for easier service access.
Body styles included a coupé (notchback) and hatchback; a convertible was offered in 1983. Available trim levels included L, GL, GLX, LX, GT, Turbo GT, SVO (1984-86), and Cobra and Cobra R (1993).
In response to slumping sales and escalating fuel prices during the early 1980s, a new Mustang was in developement. It was to be a variant of the Mazda MX-6 assembled at AutoAlliance International in Flat Rock, Michigan. Enthusiasts wrote to Ford objecting to the proposed change to a front-wheel drive, Japanese-designed Mustang without a V8 option. The result was a major facelift of the existing Mustang in 1987, while the MX-6 variant became the 1989 Ford Probe.

[edit] Fourth generation (1994–2004)
Main article: Fourth-generation Ford Mustang

2002 GT
In 1994 the Mustang underwent its first major redesign in fifteen years. Code named "SN-95" by Ford, it was based on an updated version of the rear-wheel drive Fox platform called "Fox-4." The new styling by Patrick Schiavone incorporated several styling cues from earlier Mustangs. [22] For the first time a notchback coupe model was unavailable.
The base model came with a 3.8 L OHV V6 (232 cid) engine rated at 145 hp (108kW; 1994-1995) or 150 hp (112 kW; 1996-1998) and was mated to a standard 5-speed manual transmission or optional 4-speed automatic. Though initially used in the 1994 and 1995 Mustang GT, Ford retired the Windsor 302 in3 (4.9 L) overhead-valve small-block V8 after nearly 40 years of use, replacing it with the newer Modular 4.6 L (281 cid) SOHC V8 in the 1996 Mustang GT. The 4.6 L V8 was initially rated at 215 hp (160 kW; 1996-1997) but was later increased to 225 hp (168 kW; 1998).[23]
For 1999, the Mustang received Ford's New Edge styling theme with sharper contours, larger wheel arches, and creases in its bodywork, but its basic proportions, interior design, and chassis remained the same as the previous model. The Mustang's powertrains were carried over for 1999 but benefitted from new improvements. The standard 3.8 L V6, thanks to a new split-port fuel injection system, now produced 190 hp (142 kW; 1999-2004)[24] while the Mustang GT's 4.6 L V8 saw an increase in output to 260 hp (194 kW; 1999-2004), thanks to a new head design and other enhancements.

[edit] Fifth generation (2005–Present)
Main article: Fifth-generation Ford Mustang

2005-2008 GT Coupe
At the 2004 North American International Auto Show, Ford introduced a completely redesigned Mustang, codenamed "S-197," that was based on an all-new D2C platform for the 2005 model year. Developed under the direction of Chief Engineer Hau Thai-Tang and exterior styling designer Sid Ramnarace, the fifth-generation Mustang's styling echoes the fastback Mustangs of the late 1960s. Ford's senior vice president of design, J Mays, called it "retro-futurism."
The fifth-generation Mustang is manufactured at the AutoAlliance International plant in Flat Rock, Michigan. The base model is powered by a 210 hp (157 kW) cast-iron block 4.0 L SOHC V6, which replaces the 3.8 L pushrod V6 used previously. The Mustang GT features an aluminum block 4.6 L SOHC 3-valve Modular V8 with variable camshaft timing (VCT) that produces 300 hp (224 kW). The 2005 Mustang GT has an approximate weight to power ratio of 11.5 lb/bhp. The base Mustang comes with a standard Tremec T-5 5-speed manual transmission while Ford's own 5R55S 5-speed automatic, a Mustang first, is optional. Though the Mustang GT features the same automatic transmission as the V6 model, the Tremec T-5 manual is substituted with the heavier duty Tremec TR-3650 5-speed manual transmission to better handle the GT's extra power.[25]
The 2010 model year Mustang, due to be launched in early 2009, will be unveiled at the 2008 Los Angeles International Auto Show. [26] Little definitive detail has been revealed thus far, but it is known that the car will receive new exterior styling, with an emphasis on the front and rear fascias, an updated interior, and new powertrains.

[edit] Special editions and modified Mustangs
Main article: Ford Mustang variants
While the Mustang's evolution into a performance car was not foreseen at the outset, Ford has catered to individuals looking for more performance. Early higher-performance variants included the Boss 302 and the Mach 1. High performance vehicles fell out of favor during the fuel crisis of the 1970s, but Ford made them again in later years—for example the SVO, and the SVT Cobra.
For many years third-party vendors and independent car designers have modified Mustangs, and names such as Shelby, Roush and Saleen are closely associated with Mustang performance parts and customizing.[27] [28]

[edit] Racing

FR500C in KONI Challenge Series competition
The Mustang made its first public appearance on a racetrack little more than a month after its April 17 introduction, as pace car for the 1964 Indianapolis 500.[4]
The same year, Mustangs achieved the first of many notable competition successes, winning first and second in class in the Tour de France international rally. The car’s American competition debut, also in 1964, was in drag racing, where private individuals and dealer-sponsored teams campaigned Mustangs powered by 427 cu. in. V8s.
In late 1964, Ford contracted Holman & Moody to prepare ten 427-powered Mustangs to contest the National Hot Rod Association's (NHRA) A/Factory Experimental class in the 1965 drag racing season. Five of these special Mustangs made their competition debut at the 1965 NHRA Winternationals, where they qualified in the Factory Stock Eliminator class. The car driven by Bill Lawton won the class.[29]
A decade later Bob Glidden won the Mustang’s first NHRA Pro Stock title.
Early Mustangs also proved successful in road racing. The GT 350 R, the race version of the Shelby GT 350, won five of the Sports Car Club of America's (SCCA) six divisions in 1965. Drivers were Jerry Titus, Bob Johnson and Mark Donohue, and Titus won the (SCCA) B-Production national championship. GT 350s won the B-Production title again in 1966 and 1967. They also won the 1966 manufacturers’ championship in the inaugural SCCA Trans-Am series, and repeated the win the following year.[4]
In 1969, modified versions of the 428 Mach 1, Boss 429 and Boss 302 took 295 United States Auto Club-certified records at Bonneville Salt Flats. The outing included a 24-hour run on a 10-mile course at an average speed of 157 miles an hour. Drivers were Mickey Thompson, Danny Ongais, Ray Brock and Bob Ottum.[4]
Boss 429 engines powered Ford Torinos in 1969 and 1970 NASCAR racing.
In 1970 the Mustang won the manufacturers’ championship in the Trans-Am series once again, with Parnelli Jones and George Follmer driving. Jones won the drivers’ title. Two years later Dick Trickle won 67 short-track feature races, a national record for wins in a single season.
In 1975 Ron Smaldone's Mustang became the first-ever American car to win the Showroom Stock national championship in SCCA road racing.
Mustangs also competed in the IMSA GTO class, with wins in 1984 and 1985. In 1985 John Jones also won the 1985 GTO drivers’ championship; Wally Dallenbach Jr., John Jones and Doc Bundy won the GTO class at the Daytona 24 Hours; and Ford won its first manufacturers’ championship in road racing since 1970. Three class wins went to Lynn St. James, the first woman to win in the series.
1986 brought eight more GTO wins and another manufacturers’ title. Scott Pruett won the drivers’ championship. The GT Endurance Championship also went to Ford.
In drag racing Rickie Smith’s Motorcraft Mustang won the International Hot Rod Association Pro Stock world championship.
In 1987 Saleen Autosport Mustangs driven by Steve Saleen and Rick Titus won the SCCA Escort Endurance SSGT championship, and in International Motor Sports Association (IMSA) racing a Mustang again won the GTO class in the Daytona 24 hours. In 1989, its silver anniversary year, the Mustang won Ford its first Trans-Am manufacturers’ title since 1970, with Lynn St. James winning the drivers’ championship. In 1997, Tommy Kendall’s Roush-prepared Mustang won a record 11 consecutive races in Trans-Am to secure his third straight driver’s championship.
In 2002 John Force broke his own NHRA drag racing record by winning his 12th national championship in his Ford Mustang Funny Car.[4]
Currently Mustangs compete in several racing series, including the KONI Challenge, where it won the manufacturer's title in 2005, and the Formula Drift and D1 Grand Prix series.

[edit] Awards

2005 Canadian Car of the Year
The 1965 Mustang won the Tiffany Gold Medal for excellence in American design, the first automobile ever to do so.
The Mustang was on the Car and Driver Ten Best list in 1983, 1987, 1988, 2005, and 2006. It won the Motor Trend Car of the Year award in 1974 and 1994.
In 2005 it was runner-up to the Chrysler 300 for the North American Car of the Year award and was named Canadian Car of the Year.[30]

Toyota Supra

2008-09-26T17:17:00.000+05:30

Hummer H2

2008-09-26T16:11:00.002+05:30

The Hummer H2 is an SUV and SUT manufactured by General Motors under the Hummer brand. It is a large truck (lighter and slightly slimmer than the Hummer H1, while slightly longer and slightly taller) with room for six passengers (including driver). The rearmost part of the H2 SUV was modified to a pickup truck bed for the 2005 H2 SUT ("Sport Utility Truck").
Contents[hide]
1 Overview
2 Application
3 Fuel economy
4 Tax benefits
5 Criticism
6 References
7 External links
//

[edit] Overview

Hummer H2 SUT

A Hummer H2 limousine.
The H2 is built under contract by AM General at a specially constructed plant in Mishawaka, Indiana, USA. Although it shares GM's GMT820 truck platform with the Chevrolet Tahoe and GMC Yukon, those vehicles differ in many ways and are constructed in three other GM plants. The H2's final frame assembly is made up of 3 sections: The front uses a modified GM 2500-Series (or did until November 8, 2009) utility frame, the mid-section is all new and is completely boxed, and the rear section uses a modified GM 1500-Series frame which is upgraded for the 8,600 pound (3629 kg) gross vehicle weight. The 2008 Hummer H2 does 0-60 in 8.0 seconds.
H2 sales were initially strong, but fell to 28,898 for 2004 and 23,213 for 2005. [1] GM Chairman and CEO Rick Wagoner announced on June 3, 2008, the closing of several truck and SUV plants saying high fuel prices have produced a rapid and permanent change in consumer preferences. Wagoner also said GM is looking at possibly selling its Hummer unit after reviewing the SUV brand that is based on military vehicles. The Hummer H3 mid-size SUV gets about 13 to 14 miles per gallon in city driving in the most recent EPA ratings. The H1 and H2 are even larger vehicles with lower MPG, but these are not required by the EPA to post the MPG. The brand has become the symbol to many members of the public of a gas-guzzling large U.S. vehicle. From: [1]
The H2 was nominated for the North American Truck of the Year award for 2003. The H2 appered in the video game Midnight Club 3. Hummer launched a special 2009 Black Chrome Limited Edition version of the truck.
Engines:
2003–2007 6000 6.0 L (366 in³) V8
2008- 6200 6.2 L V8

[edit] Application
The H2 has a massive truck frame and has a wider-than-average track firm that may offer stability against overturning compared to some of the more common light truck SUVs, although objective tests have not been performed by the government or other outside parties due to its specialized vehicle class. It is marketed as both a general purpose vehicle and as an off-road vehicle. Because of mass marketing by GM, it is primarily used as a passenger vehicle on typical roads. Along with the Ford Excursion, the H2 is also a very common vehicle for a limousine conversion.
The Hummer H2 is also prominently featured on CBS' CSI:Miami, driven mainly by the chief of the Miami-Dade Police Department crime lab (Lt. Horatio Caine, played by David Caruso), as well as three of his colleagues: Detective Calleigh Duquesne (played by Emily Procter), Eric Delko (played by Adam Rodriguez) and Ryan Wolfe (played by Jonathan Togo).
In the 2007 film Transformers, the Autobot field medic Ratchet transforms into a Search and Rescue-themed Hummer H2 for his vehicle/disguise mode. Production designer Jeff Mann had a car built from scratch: "We looked at some military Hummer ambulances and some Red Cross vehicles from the '80s that had an H1 foundation which eventually evolved into a search and rescue vehicle with a crazy color, kind of chartreuse green.[2]Fuel economy

Autobot Ratchet, on display at the IAA 2007 in Frankfurt, Germany
General Motors does not provide official H2 fuel economy ratings on the gasoline engine it comes with [3]. Motortrend observed 12 mpg. [4] Car and Driver observed 10 mpg. [5] A reviewer at about.com got 8.6 mpg. [6] Edmunds got 9.2 mpg.[7] Four Wheeler magazine observed 10.8 mpg in their final long term report of an H2 SUT (pickup). Their worst tank was 7.2 mpg and best tank was 15.3 mpg. [8] Consumer Guide observed 10.7 mpg, even with mostly highway driving. [9] Automobile Magazine averaged less than 10 mpg. [10] US News observed 9.5 mpg according to its trip computer. [11] Cars.com observed 11.4 mpg according to its trip computer in mostly highway driving. Most vehicles (between 90% and 98%) get higher MPG when driving on the highway, due to reduced acceleration and braking (which burns more gasoline); hybrid cars are an exception to this rule. Car and Driver notes that the 2008 H2 is more efficient than previous models. [12]

Ford Explorer

2008-09-26T15:52:00.000+05:30

The Ford Explorer is a mid-size sport utility vehicle sold in North America and built by the Ford Motor Company since 1990. It's manufactured in Louisville, Kentucky (it was also assembled in Hazelwood, Missouri until the plant closed on March 10, 2006). The Ford Explorer was instrumental in turning the SUV from a special-interest vehicle into one of the most popular vehicle types on the road.
The Explorer has also been involved in controversy, after a spate of fatal rollover accidents involving Explorers fitted with Firestone tires.
Both two-door Explorer Sport and four-door models of Explorer have been sold. Part-time four-wheel drive is an available option, and since 1995 this has been a 'shift on the fly' system with full protection against being engaged at high speed.
A specially modified Special Service Vehicle version is also available from Ford Fleet for law enforcement.
The Explorer was also a trim package offered on the Ford F-Series trucks from 1968 to 1986.
Contents[hide]
1 Explorer Sport variation
2 First generation (1991-1994)
3 Second generation (1995-2001)
4 Third generation (2002-2005)
4.1 Intake manifold defect
5 Fourth generation (2006-present)
6 Fifth generation concept
7 Explorer Special Service Package
8 Mixed export sales success
9 Suppliers
10 Controversies
10.1 Rollover and Firestone Tire Controversy
10.2 U-Haul trailers
11 See also
12 References
13 External links
//

[edit] Explorer Sport variation
The Ford Explorer Sport was a 2-door version of the Ford Explorer, designed to take the place of the Bronco II in Ford's model line, and was produced from 1991 to 2003. The Sport began as a trim level of the Ford Explorer, but it eventually became its own model. It rode on a 10" shorter wheelbase. There was only one Sport, but there were several other trim levels of the Explorer that were available with 2 doors(edmunds trim levels), such as the XL (1991-1997), the Eddie Bauer (1991-1994), and the Expedition (1995). In 1998 the Explorer Sport became the only 2-door trim level of the Explorer, and in 2001 it became its own model, as the second generation Explorer moved on to a 4-door-only 3rd generation.

1st-gen Explorer 2-door

1998-2000 Explorer Sport

2001-2003 Explorer Sport

[edit] First generation (1991-1994)
First generation

Production
1991–1994
Body style(s)
2-door SUV4-door SUV
Engine(s)
4.0 L Cologne V6
Transmission(s)
5-speed M5OD-R1 manual4-speed A4LD automatic
Wheelbase
2-Door: 102.1 in (2593 mm)4-Door: 111.9 in (2842 mm)
Length
2-Door: 174.5 in (4419 mm) (2-door)4-Door: 184.3 in (4673 mm)
Width
70.2 in (1778 mm)
Height
2-Door: 67.5 in (1714 mm)4-Door: 67.3 in (1709 mm)Eddie Bauer 4-Door 4WD: 68.3 in (1735 mm)
Fuel capacity
19 US gallons (71.9 L/15.8 imp gal)
Related
Ford Ranger Mazda B-Series Mazda Navajo
The Ford Explorer was released in March 1990 as a 1991 model. It was equipped with a 4.0 L 155 hp (116 kW) V6 engine and 4-speed A4LD automatic transmission or 5-speed M5OD manual transmission. Like the Ford Bronco II it replaced, it was an SUV derivative of the Ford Ranger Pickup, but larger. Following the Chevrolet S-10 Blazer, it came in both 2-door and 4-door bodystyles. It was available with rear or four-wheel drive. The four-wheel drive versions came with a Borg Warner 1354 transfer case. All Explorers came with the 8.8" Ford rear axle in either a limited slip or open version with a variety of available gear ratios. Explorers came in 4 trim levels: base XL, XLT, Sport (only available on the two-door version), and the upscale Eddie Bauer Edition. 15 hp (11 kW) was added for 1993 for a total of 170 hp (119 kW). The Limited edition, added for 1993, was available only in the 4-door style and was even more upscale than the Eddie Bauer version. It featured automatic headlights, foglamps, an automatic transmission as standard equipment, an auto-dimming rear view mirror, a center roof console with compass and outside thermometer, special wheels, and a special grille.
Technically similar to the original Ford Explorer, the Explorer Sport came in both rear-wheel drive and four-wheel drive variants. It replaced the 2-door Ford Bronco II, and was larger than the Bronco II. A variant of the Explorer Sport was sold by Mazda as the Navajo, which won Motor Trend's Truck of the Year award but was discontinued in 1994.

[edit] Second generation (1995-2001)
Second generation

Production
1995–2001 (1995-2003 for Sport)
Body style(s)
2-door SUV4-door SUV
Engine(s)
4.0 L Cologne V65.0 L Windsor V8
Transmission(s)
5-speed M5OD-R1 manual4-speed 4R55E automatic4-speed 4R70W automatic5-speed 5R55E automatic
Wheelbase
1995-97 4-Door: 111.5 in (2831 mm)1998-2001 4-Door: 111.6 in (2834 mm)1995-99 2-Door: 101.7 in (2565 mm)2000-03 4-Door: 101.8 in (2568 mm)
Length
1998-2001 4-Door: 190.7 in (4826 mm)1998-99 2-Door: 180.8 in (4572 mm)1995-97 4-Door: 188.5 in (4788 mm)1995-97 2-Door: 178.6 in (4536 mm)2000-03 2-Door: 180.4 in (4562 mm)
Width
70.2 in (1778 mm)
Height
1995-97 4-Door: 67.6 in (1711 mm)1998-2001 4-Door: 67.5 in (1714 mm)1995-97 2-Door: 67.8 in (1722 mm)1998-99 2-Door: 67 in (1702 mm)2000-01 2-Door: 68.2 in (1732 mm)2002-03 2-Door: 68.3 in (1735 mm)
Fuel capacity
21 US gallons (79.5 L/17.5 imp gal)
Related
Ford Ranger Mazda B-Series Mercury Mountaineer Ford Explorer Sport Trac
The Explorer saw significant exterior, interior and suspension updates in 1995. The former "Twin Traction Beam" (TTB) front suspension was replaced with a more carlike independent front suspension. The Explorer lineup now consisted of two models: 2-door Explorer Sport and the 4-door Explorer. The Limited was a higher end 4-door. A 210 hp (157 kW) 5.0 L Windsor V8 engine and heavy-duty 4-speed 4R70W transmission were added for 1996, along with a "full time" all-wheel drive system on the Eddie Bauer and Limited in 1997. A more-powerful SOHC 205 hp (153 kW) engine came as an option in 1997 along with an optional 5-speed automatic. A Mercury twin, the Mountaineer, was added in 1997 as well. In early 1997, the 5.0 L received new cylinder heads (GT-40P series), which upped power to 215 hp (160 kw). Since this change was made in the middle of the 1997 release, the 1997 GT-40P equipped Explorers and Mountaineers were dubbed 1997¼ models.[citation needed] The 5.0 L V8 powered Explorer has become favored in the high performance SUV crowd, with many performance parts available. This is due to the fact that many aftermarket 5.0L Ford Mustang parts are interchangeable with the Explorer variant. Also, the Explorer has aftermarket parts available for it including superchargers, nitrous kits, and headers.
The 1995 Explorer was the first production vehicle to use a neon center high mount stop lamp.[citation needed] This was replaced with a more conventional lamp when the liftgate was refreshed in 1998. A front end facelift came in 1999, at which time the XLS name replaced XL as the base model.
Like the basic Explorer, the Explorer Sport was significantly updated in 1995. The Eddie Bauer trim level was replaced with Expedition on 2-door Explorers (1995 only, the name would be reused on the 1997 Ford Expedition). The rear was given a face lift for 1998.
2001 also saw the introduction of the Explorer Sport Trac, which put a small pickup bed behind the four normal SUV doors.

[edit] Third generation (2002-2005)
Third generation

Production
2002–2005
Body style(s)
4-door SUV
Engine(s)
4.0 L Cologne V64.6 L 16-valve Modular V8
Transmission(s)
5-speed M5OD-R1HD manual5-speed 5R55E automatic
Wheelbase
2002-03: 113.7 in (2888 mm)2004-05: 113.8 in (2890 mm)
Length
189.5 in (4800 mm)
Width
72.1 in (1828 mm)
Height
71.4 in (1803 mm)
Fuel capacity
22.5 US gallons (85.2 L/18.7 imp gal)
Related
Lincoln Aviator Mercury Mountaineer
The 4-door Explorer and companion Mercury Mountaineer were redesigned entirely in 2002, losing all design similarity with the Ranger and the still in production, second generation inspired Explorer Sport Trac. Engines were either the 210 hp (157 kW) SOHC 4.0L V6 with 254 ft·lbf (344 N·m) of torque or a 239 hp (178 kW) 4.6 L V8, with the 203 hp (151 kW) 4.0 L still available on the Explorer Sport. A third-row seat became available for the first time, bringing total passenger capacity to seven. Both manual (2-door and Sport Trac only) and automatic transmissions and all-wheel drive were available (with 2001 being the last year of being able to order a 4-door and manual transmission). Trim lines were the base Sport Value, Sport Choice, XLS, Sport Premium, XLT, Eddie Bauer, and top Limited. AdvanceTrac with Roll Stability Control were standard for 2005 but an option from 2002 and on.
All three SUVs use code U6 (for rear-wheel drive), U7 (for four-wheel drive), and U8 (for all-wheel drive) in the 5th, 6th, and 7th positions of the VIN.
When the Explorer was redesigned for 2002, the Explorer Sport continued unchanged for 1 more year. Due to the decline of 2-door SUVs, the 2-door Explorer Sport was discontinued in 2003.

[edit] Intake manifold defect
Certain 2002 V8 Explorers, using an all-composite intake manifold, are subject to coolant leaks. Late in 2005 Ford settled a class action lawsuit. See Intake Manifold Defect for details.

[edit] Fourth generation (2006-present)
Fourth generation

Production
2006–present
Body style(s)
4-door SUV
Engine(s)
4.0 L Cologne V64.6 L 24-valve Modular V8
Transmission(s)
5-speed 5R55E automatic6-speed 6R automatic
Wheelbase
113.7 in (2870 mm)
Length
193.4 in (4902 mm)
Width
73.7 in (1854 mm)
Height
2006-07: 71.2 in (1803 mm)2008-present: 72.8 in (1849 mm)
Fuel capacity
22.5 US gallons (85.2 L/18.7 imp gal)
Related
Mercury Mountaineer Ford Explorer Sport Trac
The Explorer and Mountaineer were updated for 2006 on a new frame, produced by Magna International rather than Tower Automotive. It was upsized, because the Ford Freestyle (now called Ford Taurus X), slotted between it and the Escape. Along with this new, stronger base were a new interior, redesigned rear suspension, and power-folding third-row seats. A tire-pressure monitoring system and electronic stability control are standard. Power running boards (like those on the Lincoln Navigator) that lower to allow easier to access for someone entering the vehicle and then later retract upon door closure are available. Unlike previous Explorers, there will be no right-hand drive version. Ford Australia has a capable local equivalent instead, being the Australian designed and developed Ford Territory. The new Explorer is marketed in Japan in a left-hand drive configuration, as LHD vehicles are considered prestigious there.
A 210 hp (157 kW) 4.0 L V6 is the base engine, with the 292 hp (218 kW) 24-valve V8, similar to the Mustang engine, as the top choice. A six-speed automatic transmission is available with this engine as well.
The Explorer was nominated for the North American Truck of the Year award for 2006.
A new Sport Trac was added to the Explorer line in early 2006 for the 2007 model year. Unlike its predecessor it sold through 2005, it will feature the V8 engine as an option, and will be based on the new, larger Explorer platform. AdvanceTrac with Roll Stability Control will be standard in the Sport Trac.
A special 2007 SVT model called the Sport Trac Adrenalin was to use a supercharged version of the 4.6 L Modular V8, with 390 hp (291 kW) and featuring 21-inch (530 mm) wheels. It was to be a successor to the F-Series Lightning pickup . However, it was cancelled in a cost-cutting move, as part of The Way Forward. [1] [2]

[edit] Fifth generation concept

This article contains information about a scheduled or anticipated future automobile.It may contain preliminary or speculative information, and may not reflect the final version of the vehicle.

Fifth generation Ford Explorer America concept from the 2008 New York Auto Show
Ford has revealed in media press releases, along with a gallery of photographs[1], a new Explorer America concept vehicle, scheduled for public unveiling at the 2008 North American International Auto Show [2]. The concept represents a new design direction for a future, more fuel efficient Explorer[3]. The Explorer America concept is built on a unibody platform to reduce weight and improve driveability, migrating from the body-on-frame platform of the current Explorer. It is designed for up to six passengers, and can tow 3,500 pounds, while improving fuel economy by 20 to 30 percent relative to the current V6 Explorer. The powertrain packages in the concept vehicle include a two-liter four cylinder turbocharged direct injection EcoBoost gas engine with 275 horsepower (205 kW) and 280 ft·lbf (380 N·m) of torque, and a 3.5 liter V6 version EcoBoost with 340 horsepower (250 kW) and up to 340 ft·lbf (460 N·m) of torque[4]. The EcoBoost engine is scheduled for initial installation in the Lincoln MKS sedan in 2009, followed by the Ford Flex and other vehicles, and is expected to power a half-million Ford vehicles each year by 2013[5]. Ford is also looking into using lighter weight chassis components with materials such as aluminum and magnesium, and electric power steering to reduce weight, along with improved aerodynamics, to improve fuel economy in the Explorer and other vehicles. Ford has confirmed that the Explorer will make the switch to a car based platform sometime around 2010 or 2011.[citation needed]

[edit] Explorer Special Service Package

NYPD Ford Explorer Special Service vehicle
To compete with other police SUVs, Ford has offered an Explorer Special Service Package. The Explorer Special Service Package is a special model of the Explorer that is only available to police and fire departments throughout North America. The only differences between the standard Explorer and the Special Service Package are provisions for emergency services related equipment such as radios, lightbars and sirens. There are also options designated fleet only (such as custom 2 tone paint arrangements) that are available to Explorer SSP.

[edit] Mixed export sales success
With the introduction of the second generation Explorer in 1995, Ford attempted to market the Explorer in the UK, similar to the Taurus Ghia, Ford's attempt to market the Taurus in Australia and New Zealand. The Explorer was poorly received in the UK, apparently in large part because it was designed for comfortable city cruising, rather than off road capability. Many UK buyers only bought SUVs if they needed cargo flexibility or off-road capability, and they viewed large SUVs as less of a family car, as opposed to station wagons, which are more traditional British family haulers. That meant that UK SUV buyers largely stuck with Land Rovers or Jeeps. After the Firestone tire problems (see below), Ford withdrew the Explorer from the UK market.
As of 2008, the Explorer is exported to Canada, Mexico, Japan, South Korea, Israel, Russia, Iceland, the Middle East, and certain countries in South America and Africa.

[edit] Suppliers
A large number of companies are suppliers for materials and parts that make the Ford Explorer. Suppliers include Johnson Controls, Magna International, Lear Corporation, Dana Corporation, and Visteon.

[edit] Controversies

[edit] Rollover and Firestone Tire Controversy
Main article: Firestone vs Ford Motor Company controversy
In May 2000, the National Highway Traffic Safety Administration (NHTSA) contacted Ford and Firestone about a higher than normal incidence of tire failures on Ford Explorers, Mercury Mountaineers, and Mazda Navajos fitted with Firestone tires (later including Ford Ranger and Mazda B-Series pickup trucks). The failures all involved tread separation— in which the outer tread carcass would delaminate and cause a rapid loss of tire pressure. Ford investigated and found that several models of 15 in (381 mm) Firestone tires (ATX, ATX II, and Wilderness AT) had higher failure rates, especially those made at Firestone's Decatur, Illinois plant.
Ford argued that Firestone was at fault. Ford's argument noted that its SUVs and pickups equipped with Firestone-competitor Goodyear tires experienced no rollover issues, even at low psi levels. Since most Explorer, Mountaineer, Ranger, B-Series, and Navajo tires have been replaced, the rollover reports have subsided, further lending credit to Ford's position that the design of its vehicles were not at fault. Although the Explorer having a manufacturer recommended inflation of only 26 PSI likely contributed to the tread separation problem by causing the tires to operate at higher than normal temperatures.
Part of the rollover issue was poor driver reaction to the tire blowout.[6] When a tire blew, the driver experienced a large jerk and many drivers reacted by jerking the wheel in an attempt to regain control. This action causes a shift of the vehicle's weight, which results in the roll-over of the vehicle, especially when this occurs at higher speeds (many reports of roll-overs were of vehicles being driven at speeds of 70 MPH and above). Larry Webster, a test-driver for Car & Driver magazine was able, in a test simulating dozens of tire blowouts, repeatedly able to bring a 1994 Explorer to a stop without a single rollover, even at speeds of 70 MPH.[6][7] According to Forbes magazine, car experts and NHTSA claim that the vast majority of crash accidents and deaths are caused not by the vehicle, but by the driver, by road conditions or some combination of the two.[8]
In response to Firestone's allegations of Explorer's design defects, NHTSA undertook a preliminary investigation and reported that further action was not required. Its conclusion was that Explorer was no more prone to rollover than other SUVs given their high center of gravity.[9] The subsequent introduction and proliferation of electronic stability control systems have essentially addressed and mitigated this shortcoming.
In January, 2001, Ford Motor Co. and Bridgestone/Firestone Inc. settled a lawsuit with a Texas woman, Donna Bailey, who was left paralyzed after a tire-related crash in an Explorer, averting a courtroom drama that would have focused attention on one of the nation's most serious highway safety investigations. The exact amount of the settlement was not disclosed, but sources close to the case said Ford and Firestone agreed to pay Donna Bailey, 44, a sum between 20 and $35 million. Hours before the settlement was announced, three senior Ford lawyers took the unusual step of visiting Bailey in her room at a Houston rehabilitation center in order to apologize. The case demonstrated Ford's heavy involvement in the deaths and injuries associated with the Ford Explorer and Firestone tire accidents, including the vehicle's role in causing accidents to occur. Bailey's attorneys, including Tab Turner, also reported as part of the settlement discussions with attorneys about expanding Firestone's recall of 6.5 million Firestone tires, since the tire involved in Bailey's accident was not one of those recalled. Consistent with the result, federal regulators in the fall of 2001 ordered a recall of the remaining Firestone tires. (Grimaldi, Washington Post, "Firestone, Ford Settle Tire Lawsuit", January 9, 2001)

U-Haul trailers
On December 22, 2003, U-Haul, the largest North American equipment rental company, announced that they would forbid their outlets from renting trailers to persons planning to tow behind Ford Explorers due to liability concerns.[3] This however was completely baseless by that time as the problem had been corrected with the tire recall, and the corrected inflation recommendation. Further, U-Haul did not alter their policies regarding the renting of trailers to persons planning to tow behind the Mercury Mountaineer, which is mechanically identical to the Ford Explorer.

Subaru Impreza

2008-09-26T15:38:00.002+05:30

The Subaru Impreza is a compact car that was first introduced by Subaru in 1993.
"Impreza" is a coined word, deriving from an originally Italian word, impresa, meaning a feat or achievement. In Polish, "Impreza" means "party", "event" or "show".
The Impreza was introduced after the popular Leone/Loyale was cancelled with the aging EA series engine. The Impreza was introduced with the popular EJ series engine found in the larger Subaru Legacy.
Subaru is the only company that can claim that their drivetrain is symmetrical for this class size of vehicle.
Compared to vehicles in a similar size class such as Toyota Corolla, Honda Civic, Nissan Sentra, Mitsubishi Lancer and Mazda 323, only the Impreza has always offered AWD, and as of 1996 Subaru made this feature standard equipment in some markets.
Subaru chose to continue their longstanding use of the boxer engine in the Impreza. According to Subaru, their configuration of the engine inline with the transmission minimizes body roll due to the lower center of gravity compared with the offset engines in most other vehicles. The Subaru layout is also light-weight and lends itself easily to support all-wheel-drive. The boxer design provides perfect vibration mitigation due to the fact that the movement of each piston is exactly countered by the corresponding piston in the opposing cylinder bank, eliminating the need for a counter-rotating weighted crankshaft (harmonic balancer). Torque steer is also reduced with this type of powertrain layout since the front drive shafts are of equal length.[1]

Wikimedia Commons has media related to:
Subaru Impreza
Contents[hide]
1 First generation - "GC"/"GF"/"GM"
2 Second generation - "GD"/"GG"
2.1 2005
2.2 2006-2007
3 Third generation - "GE"/"GH"/"GR"
3.1 2007
3.1.1 Safety
3.1.2 Diesel
4 Derivations
5 Motorsports
6 Safety
7 Awards and acknowledgments
8 Collectibles
9 References
10 External links
//

[edit] First generation - "GC"/"GF"/"GM"
First generation

Production
1993–2001
Assembly
Ōta, Gunma, Japan
Body style(s)
2-door coupe4-door sedan5-door station wagon
Layout
Front engine, front-wheel drive / four-wheel drive
Engine(s)
1.8 L 110 hp H42.0 L Turbo208 hp H42.2 L 145 hp H42.5 L 165 hp H4
Transmission(s)
4-speed automatic5-speed manual
Wheelbase
2520 mm (99.2 in)
Length
4375 mm (172.2 in)
Width
1705 mm (67.1 in)
Height
1410 mm (55.5 in)1430 mm (56.3 in) (1999-2001 Outback Sport)
Related
Subaru Forester
Introduced in November 1993, the Impreza was offered in either front wheel drive (FWD) or all wheel drive (AWD) versions and as a four-door sedan/saloon or five-door station wagon/estate. According to a Motor Trend article written March 1992 on page 26, the name of Subaru's new compact was, initially, to be called the Loyale, displaying an official photograph of the 4-door sedan. In late 1995, a two-door coupe was introduced. The Impreza, like many Subaru-built cars, was equipped with a flat engine, a distinguishing Subaru characteristic. Initial engine choices included 1.6, 1.8 and 2.0-litre naturally-aspirated engines as well as the turbocharged and intercooled 2.0-litre engine. The basic turbocharged motor, the EJ20, produced from 180 kW (245 PS/241 bhp) to 210 kW (286 PS/282 bhp) in Japanese market WRX trim depending on model and year. Outside Japan, the turbocharged model was initially rated at 211 PS (155 kW/208 bhp) and marketed as the 2.0 Turbo, 2.0 GT, 2.0 GT Turbo or 2.0 WRX.
Trim levels were LX, GL and Sport. LX models were front-wheel drive, and powered by a 1.6-litre engine; these were four-door only. GL trim levels were either front-wheel drive (Subaru badged these 2WD) or all-wheel-drive (badged AWD); cars launched in 1993 had a choice of 1.6 and 1.8 flat-4 engines, the 1.6 being available with 2WD, the 1.8 an AWD version only. From 1996, the 1.6 and 1.8 versions were dropped (in the European market), and replaced by a 2.0-litre engine. Sport versions had alloy wheels, and a 2.0-litre engine only. These were "warm hatch" versions which were similar to the WRX, albeit less adorned.
In 1994, Subaru introduced Subaru Tecnica International (STi) versions of the Impreza in the Japanese Domestic Market (JDM) and European Domestic Market (EDM). These models were upgraded from the WRX in many categories, including blueprinted performance-tuned engines, transmissions, and suspensions. The STi versions of the Impreza were immensely successful in rallies and popular among street racers. The first STi models featured higher power ratings than the WRX, while later versions of both WRX and STi were rated at 280 PS (206 kW/276 bhp) due to the Japanese manufacturers' informal agreements around power ratings. Its top speed was electronically limited at 198 km/h (115 mph) and it had a 0–100 km/h time of 4.9 seconds in the UK Impreza Turbo 218 PS (160 kW/215 bhp) version. 2006 WRX STI claimed 0 to 100km/h in 5.4 seconds.[2] RA (rally altered) versions of the WRX and STi were also available in the Japanese market. Targeted for race and rally, the RA versions were generally lighter in weight; featuring reduced soundproofing, manual windows, no air conditioning, and added racing features such as more robust engines, driver controlled center differentials, and shorter gearing.
Special editions of the Impreza were very common in Japan and Europe, many coinciding with a significant World Rally Championship victory. These editions included the Series McRae, 555, Catalunya, Terzo, RB5, P1, and 22B, the latter still considered by many to be the ultimate Impreza of all time with its wide arched rally style body.
In the same time Subaru made a limited edition of Impreza Sport Wagon called CasaBlanca,[3] which had a unique front and rear end treatment, and the Gravel Express which came with the WRX turbocharged engine.
The Impreza received an external facelift for the 1997 model year, followed by an interior redesign in 1998 - using the new redesigned dashboard from the Forester.
The European 1999-2000 turbo model received further upgrades in the form of more parts from the STi range. The front brakes became Subaru branded 4-pot calipers with 294mm discs, the wheels having become 16 inch lightweight alloys from 1998 - previously 15 inch, vented rear discs, the Sti 4 high level wing was fitted to the saloon, Sti style front bucket seats and firmer suspension. The phase 2 engine now fitted developed 160 kW (218 PS/215 bhp), an increase of 5 kW (7 PS/7 bhp) over the previous model.
The story of the North American Impreza is much different than the rest of the world. North American markets never received a turbocharged version of the first generation Impreza (it was heavily rumored in 1998 and 1999). Subaru had never had much of a performance image in North America, so Subaru initially offered the Impreza with the 1.8L engine only, with either front- or all-wheel drive; a 2.2-liter engine became optional in 1995. Subaru later decided to emphasize all-wheel drive, making it standard on every Impreza (and Legacy) from 1997 onwards.
There was a minority that knew of the Impreza's accomplishments overseas and was very interested in having a high-performance Impreza. To test the waters for a full-fledged turbo model, the 2.5RS performance model was introduced in 1998 (the same year the 1.8-liter engine was dropped). A naturally-aspirated 165 bhp (123 kW/167 PS) 2.5L DOHC engine and larger brakes, borrowed from the Legacy, were fitted into the coupe body with gold-colored 16" five-spoke wheels. The 2.5RS also featured several external cues from its overseas brethren such as hood vents, a hood scoop, and a rally-inspired rear spoiler. The 1999 model featured several changes: the newly designed "Phase II" SOHC version of the same 2.5L engine featured a slightly higher peak torque (225 Nm 166 ft·lbf vs. 220 Nm (162 ft·lbf)), the wheels turned to a standard silver, the interior got an update, and US versions became visually similar to their Japanese contemporaries with an updated front bumper. 2.5RS models became available in sedan form in 2000.

European Subaru Impreza Wagon

Subaru Impreza 2.5RS sedan (US)

Subaru Impreza 2.5RS coupe (US)

Subaru Impreza L Wagon (US)

Subaru Impreza WRX GC8V, JDM version.

1993-1996 Subaru Impreza sedan (US)

Subaru Impreza Casa Blanca

[edit] Second generation - "GD"/"GG"
Second generation

Production
2001–2007
Assembly
Ōta, Gunma, Japan
Body style(s)
4–door sedan5–door station wagon
Layout
Front engine / four wheel drive
Engine(s)
2.0 L 125hp (GX)2.5 L 165 hp H4 (2001-04)2.5 L 173 hp H4 (2005-07)2.0/2.5 L Turbo-charged 227 hp H4 (WRX 2002-07)2.5 L Turbo-charged 300 hp H4 (WRX STi 2004-07)
Transmission(s)
4–speed automatic5–speed manual6–speed manual
Wheelbase
99.4 in
Length
173.4 in (2002–03)173.8 in (2004-05)175.8 in (2006–07)
Width
66.7 in (wagon, 2006–07 sedan)68.1 in (2002–03 sedan)68.5 in (2004-05 sedan)67.3 in (Outback Sport)
Height
58.5 in (2002–05 wagon)57.7 in (2005–07)56.7 in (2002–05 sedan)60.6 in (2004-07 Outback Sport)60.2 in (2002-03 Outback Sport)
Related
Subaru Forester Saab 9-2X
Subaru introduced the so-called "New Age" Impreza to the world market in 2001. The second generation Impreza was intended to be larger, safer, stiffer, more refined, and more responsive. For many enthusiasts, the changes in the new car made it less desirable because it was heavier and slower with less of a raw edge to it. The WRX Sedan had a 20 mm wider track than its predecessor to aid handling, while the wagon remained the same. The coupe model was no longer available. The ovoid headlamp "bug-eyed" styling of the New Age Impreza was polarizing, but the improvements to the car brought greater mainstream acceptance.
In the United States, release of the basic 227 bhp (169 kW/230 PS) 2.0 L turbocharged Impreza, the WRX, did not occur until the 2002 model year, and the Impreza WRX STi was delayed until the 2004 model year. The US version of the STi includes various departures from the Japanese and European counterparts, such as a turbocharged 2.5 L EJ25 engine (not to be confused with the naturally-aspirated engine used in the 2.5RS which is also called EJ25), rather than the twin scroll turbo 2.0 L engine sold elsewhere. All 2006 American Imprezas use some form of the 2.5 L EJ25 engine since naturally aspirated and turbo charged are available.
Some customers' and the press' negative reaction to the New Age Impreza's styling forced Subaru to facelift the car by 2003, with more conventional, squarer headlamps, nicknamed 'blob eyes'. All 2006 Imprezas, including the performance models, have been redesigned again with the controversial "jet intake and wings" grille first debuted on the Subaru B9 Tribeca crossover SUV, along with new headlights, taillights, and bumpers. Opinion on this style is split, but is generally regarded as better applied on the Impreza than the Tribeca. The grille design was dropped in the 3rd generation Impreza.
The most basic Impreza in Japan is 1.5 i with 1.5 liter EJ15 SOHC engine. The 1.5 R comes with the 1.5 L DOHC engine with AVCS, but is only available with automatic transmission, whereas the 1.5i model is available with either automatic or manual transmission. For both models, AWD and 2WD versions are available. Option packages for either the 1.5i or 1.5R include wheel type, size, bucket seats, and white LED illuminated gauge meters.
In 2005, Subaru made their AVCS standard on all engines used in the Impreza.
For export market, the all-wheel drive 1.6 TS is offered in Singapore and other Asian countries. The 1.5 sedan is normal body similar to the Sports Wagon. The TS shares wide body with WRX and WRX STI.
Subaru seem to be trying to get away from the 'boy racer' image of the Impreza and to pursue a more mainstream, more conservative market[citation needed] - hence the introduction of the 1.5R to Europe in 2007, and the more discreet Spec D variant of the WRX STi. In contrast to its great rival the Mitsubishi Lancer Evo, the Impreza is increasingly being positioned as a 'practical' performance car - the suspension for instance is more accommodating of everyday roads than the more track-oriented Evo.

[edit] 2005
Models offered in Australia in 2005 included the GX (2.0 L engine, this model has become the baseline Impreza in Australia), RV (2.0 L engine, styled for active lifestyles, similar to the USA-spec Impreza Outback Sport), RS (2.5 L engine, sport model) along with the WRX and STi version thereof. The RX model has been abandoned in Australia, and its position in the Impreza line-up has been subsumed by the GX (which had formerly been a sparsely outfitted budget model). A variant of the RS for Australia is the RS-X, which whilst technically not a naturally-aspirated version of the WRX as is often claimed, does feature many WRX components, including wheels and brakes, in a package powered by the 2.5 litre drivetrain.

[edit] 2006-2007
In late 2005 a new range was released; including the entry-level 2.0i (formerly GX), RV, 2.0R (formerly RS), WRX and WRX STi models. The 2.0R changed from a 2.5 L engine to a slightly more powerful 2.0 L engine; while the turbocharged WRX changed from a 2.0 L engine to a 2.5 L engine. The automatic transmission was dropped from the WRX despite the popularity of the sports shift automatic in other Subarus such as the Outback. In 2006 the automatic transmission was added to the Limited package which includes heated leather seats, heated mirrors, heated wiper blades, and a moonroof. Side airbags were added as standard across the range. Subaru Impreza WRX has been bought by French Gendarmerie for its Motorway patrols. At the New York Auto Show, Subaru introduced a new WRX.[4]

2002-2003 Subaru Impreza wagon (North America)

2006-2007 Subaru Impreza 2.5i sedan (US)

2006-2007 Subaru Impreza wagon (EU)

Subaru Impreza 1.6 TS used by the Singapore Police Force

[edit] Third generation - "GE"/"GH"/"GR"
Third generation

Also called
Subaru B3 (Israel)
Production
2007- Present
Assembly
Ōta, Gunma, Japan
Body style(s)
4–door sedan5–door hatchback
Layout
Front engine / four wheel drive
Engine(s)
2.5 L 170 hp H4 (2.5i)2.5 L Turbo-charged 224 hp H4 (WRX)
Transmission(s)
4–speed automatic (w/SPORTSHIFT manual-mode)or 5–speed manual
Wheelbase
103.1 in (2620 mm)
Length
sedan: 180.3 in (4580 mm)hatchback: 173.8 in (4415 mm)
Width
68.5 in (1740 mm)
Height
58.1 in (1475 mm)Outback Sport: 58.3 in (1481 mm)
Related
Subaru Forester

[edit] 2007

2008 Impreza 2.5i sedan (US)

2008 Impreza 2.5i hatchback (US)
On 2007-04-03, Subaru officially unveiled the next generation Impreza WRX at the 2007 New York Auto Show.[5]
The new base model Impreza is 50 mm shorter than its previous version but is wider and has a longer wheel base. The dashboard in the Impreza is much more open and is easier to configure. Also for the first time the windows now have frames on them to improve NVH levels and rigidity of the car.[6]
In the Japanese domestic market the range comprises the 1.5 litre 15S, the 2.0 litre 20S and the 2.0 litre turbocharged S-GT. Variations are found in other markets around the world: In Australia the range at launch included three 2.0 litre models (the R, RX and RS) and a 2.5 litre turbocharged WRX.
In the North American market (the only market which receives the sedan variants) for the 2008 model year, the model range consists of the 2.5 litre, 2.5i and Outback Sport and the 2.5 litre turbocharged WRX. Both the 2.5 and the 2.5i are electronically blocked from surpassing 180 KM/H. The new Impreza is offered as both a 4-door sedan and 5-door hatchback. The EJ253 engine carries over from the previous generation to power the 2.5i and the EJ255 engine carries over from the previous generation (although it now uses many external engine components from the Legacy GT) to power the turbocharged WRX trim levels.
From September 2007 the Impreza range in Australia has been changed with models designated R, RX, RS and WRX. Initially only hatch models will be offered, and a sedan version will be available in 2008. The R, RX and RS all share the same engine - a new 2.0 L, with 110 kW (150 PS/148 bhp) @ 6400 rpm and 196 Nm @ 3200 rpm. Subaru recommend that the new engines be run on 95 RON premium unleaded fuel. Another noticeable difference from the Japanese Impreza is the removal of the "Engine Start" button from the Australian model. The iconic WRX has largely unchanged engine power output of 169 kW (230 PS/227 bhp) and 320 Nm from its 2.5 L engine. As with previous versions, there will only be a manual version of the WRX. The weight of the car also has been lightened to just 1400 kg, and gives the WRX a 0-100 km/h time of 5.8 seconds.
The latest-generation of the STi (which will be in hatchback guise only) debuted in the Tokyo Auto Show in October 2007. The release date for a US launch is expected to be in March 2008. The US STI Chassis code is GR, different from the GH used for the 2008 WRX chassis.

[edit] Safety
Safety of the car has been increased with range wide inclusion of Stability/Traction control as standard in some markets. In early September 2007, the IIHS crash-tested the 2.5i 5-door Impreza and gave it the highest ranking available due to the test results the car achieved, continuing Subaru reputation for producing cars that consistently earn the institutes highest rating.[7]
The Impreza also achieved a 5 Star Safety Rating, and a 4 Star Pedestrian Safety rating in the ANCAP crash tests.

[edit] Diesel
A boxer diesel engine is expected to be used in European Impreza models with a possible introduction at at the 2008 Paris Motor Show in October. The diesel Impreza is scheduled to be made available for sale January 2009. [8]

[edit] Derivations
Subaru uses the Impreza chassis for the mechanical underpinnings of the Forester, a small crossover SUV designed to compete in the segment comprising the Honda CR-V and Ford Escape.
As a result of GM's investment in Fuji Heavy Industries and ownership of Saab, the Saab 9-2X had the basis of the Impreza frame, released in 2005 (given the tongue-in-cheek moniker "Saabaru")[9] which was discontinued in 2006 due to the dissolution of the Subaru-GM partnership.
Subaru sold a cosmetically altered (in the neoclassic style) sedan and wagon in Asia called the Subaru Casa Blanca.

[edit] Motorsports

2006 Impreza Rally Car

Stephane Sarrazin driving a Subaru Impreza WRC on the Monte Carlo Rally
The Impreza chassis has been more successful in rallying than Subaru's previous contenders. Prior to the introduction of the Impreza into World Rally Championship racing in 1993, the Subaru World Rally Team had fielded its larger mid-size Legacy. However, with the rest of the rally competition increasingly shifting towards smaller and lighter chassis, Subaru introduced the smaller Impreza, immediately achieving a podium on its debut on the 1994 1000 Lakes Rally. To jumpstart its early rally efforts, and to develop the Impreza into a competitive rally car, Subaru teamed up with its current preporatory firm, British motorsports company Prodrive, in 1989.
Immediately following the first overall WRC event win for both the fledgling Subaru team and its young driver, the late Colin McRae aboard a Group A Legacy on the 1993 Rally New Zealand, the Scotman's team-mate and childhood idol, 1981 World Rally Champion, Ari Vatanen of Finland, went on to finish second in the debut rally of the first ever factory Impreza. New recruit for the following season, 1990 and 1992 World Champion, Carlos Sainz brought the Impreza its inaugural victory on the 1994 Acropolis Rally.
The Impreza brought Subaru three consecutive WRC constructors' titles (1995–1997, the latter season the first for the newly introduced World Rally Car class) and a driver's championship for McRae in 1995, the late Richard Burns in 2001, and the Norwegian, Petter Solberg in 2003.
Another evolution of the Impreza WRC made its debut in the 2007 Corona Rally Mexico. Unfortunately, the team had several major problems with reliability as the car experienced mechanical difficulties in almost every rally from its first.
Subaru debuted an Impreza WRC in hatchback form for the first time from the 2008 Acropolis Rally onwards, on which event Solberg scored a second place finish.

[edit] Safety
In Australia, the 1993-2004 Subaru Impreza was assessed in the Used Car Safety Ratings 2006 as providing "average" protection for its occupants in the event of a crash.[10][11][12] In frontal-offset and side crash tests conducted by the Insurance Institute for Highway Safety in the United States, the second-generation Impreza earned "Good" ratings. 2005-2007 models also earned a "Good" rating for rear crash protection (head restraint design) placing it at the top of IIHS small car ratings.
The third generation MY2008 Impreza continued the tradition and also earned the Insurance Institute for Highway Safety highest rating for "Good" in each individual test, earning an overall score of "Good".[7]
The third generation MY2008 Impreza hatchback received five stars (34.66 out of 37 points) for occupant protection and a four star pedestrian rating under testing by ANCAP.[13]

[edit] Awards and acknowledgments
The Impreza was Wheels magazine's Car of the Year for 2000. Car and Driver Magazine named the North American market WRX to its prestigious 10-best list in 2002, with a follow-up performance in 2003.

[edit]

Dodge Charger

2008-09-25T15:04:00.003+05:30

This article is about the current LX platform Charger. For other cars with that name, see Dodge Charger.
Dodge Charger

Manufacturer
Chrysler LLC (2007-present)DaimlerChrysler (2006-2007)
Production
2006-present
Assembly
Brampton, Ontario, Canada
Predecessor
Dodge Intrepid
Class
Full-size
Body style(s)
4-door sedan2-door convertible
Layout
Front engine, rear-wheel drive / four-wheel drive
Platform
Chrysler LX platform
Engine(s)
2.7 L (2736 cc) EER V63.5 L (3518 cc) EGJ V65.7 L (345 in³) EZB HEMI V86.1 L (370 in³) ESF HEMI V8
Transmission(s)
4-speed 42RLE automatic5-speed W5A580 automatic
Wheelbase
304.8 cm (120.0 in)
Length
508.3 cm (200.1 in)
Width
189 cm (74.5 in)
Height
148 cm (58.2 in)
Related
Chrysler 300 Dodge Magnum
Designer
Ralph Gilles Freeman Thomas
The Dodge Charger, is a rear-wheel drive full-size automobile built by Chrysler LLC for its North American Dodge brand. The Charger name is a historic one, borne by many other Dodge Charger models in the past. Introduced in February 2005 for the 2006 model year, this new Charger shares the LX platform of the Chrysler 300 and the now discontinued Dodge Magnum, which borrows component parts from the Mercedes E-Class platform[1]; in fact, the interior of the Charger is almost identical to that of the Magnum. It replaced the Dodge Intrepid as Dodge's full-size sedan. This Charger is a four-door sedan, disappointing many fans of the previous two-door Chargers. It is built at Brampton Assembly in Canada.
In October 2007, a new B-Body Charger based on the 1970 models was shown in a Mopar magazine.
Contents[hide]
1 History
2 Engines
3 Models
3.1 Daytona R/T
3.2 SRT-8
3.3 Super Bee
3.4 DUB Edition
3.5 NASCAR
4 Police Package Version
5 References
6 External links
//

[edit] History
In 1999, Dodge came out with a new Charger R/T concept car. It took many styling cues from the 1960s Chargers, particularly the second generation. Since this design had four doors, the designers blended the rear doors into the design so they would not be noticed very easily. Compressed natural gas was proposed as being in the lineup for a possible fuel source. [2]
The concept Charger R/T, while sharing the long nose and rearward cab of the original, was a lot shorter. It was 187 inches in overall length compared to 203 inches for the 1966 Charger. It was also 650 lb (295 kg) lighter.

[edit] Engines
The Charger SE and SXT are equipped with Chrysler's 3.5 L V6 and sells at a starting price of US$22,995. The 3.5 L V6 produces 250 hp (186 kW) and 250 lb·ft (339 N·m) of torque. In Canada, the base model Charger has a 2.7 L V6, which produces 190 hp (142 kW) and 190 lb·ft (258 N·m) of torque. In 2006, the 2.7 L V6 was also available in the US for fleet sales only. For 2007, the SE package could be had with the 2.7 L engine for all buyers.
The R/T version uses the 5.7 L (345 in³) Hemi V8 and sells for US$29,995. This engine produces 340 hp (254 kW) and 390 lb·ft (529 N·m) of torque.
The SRT-8 model comes with the 6.1 L (370 in³) Hemi V8 and has a base price of US$35,320. The 6.1 L Hemi produces 425 hp (317 kW) and 420 lb·ft (569 N·m) of torque.
All models including the SRT-8 and the SuperBee come standard with ESP or Electronic Stability Programing. ESP specifically redirects power from the rear tires during any increased tire spin either on dry or wet surface's causing the vehicle to regain traction before a spinout can occur. When the ESP is activated a driver will notice a sluggish or chugging response in the throttle control of the vehicle no matter how much the throttle pedal is pressed

[edit] Models
Year
Model
Engine
Power
Torque
2006topresent
SE
2.7 L (2736 cc)EER V6
190 hp (142 kW)
190 lb·ft (258 N·m)
SXT
3.5 L (3518 cc)EGJ V6
250 hp (186 kW)
250 lb·ft (339 N·m)
R/T
5.7 L (345 in³)Hemi V8
340 hp (254 kW)
390 lb·ft (529 N·m)
R/T with Road/Track Performance Group
350 hp (261 kW)
Daytona R/T
SRT-8
6.1 L (370 in³)Hemi V8
425 hp (317 kW)
420 lb·ft (569 N·m)
2007topresent
SRT-8 Super Bee Package
Both the SXT and R/T models are also available as AWD (All Wheel Drive)starting in 2007.

[edit] Daytona R/T

2006 Dodge Charger Daytona R/T
Color
Year
Units
Go ManGo!
2006
4000 (US), 200 (CDN)
Top Banana
4000 (US), 250 (CDN)
TorRed
2000 (US)
Sublime
2007
1500 (US), 150 (CDN)
Plum Crazy
1400 (US), 120 (CDN)
Hemi Orange
2008
1650 (US), 100 (CDN)
The 2006 Charger Daytona R/T debuted at the Chicago Auto Show. It features a high output 350 hp (261 kW) version of the 5.7 L (345 in³) Hemi as well as an updated suspension and tires. Visual additions include a special front fascia with a chin spoiler and a black rear spoiler. In a retro touch, the Daytona R/T features black "Hemi" decals on the hood and rear fender and retro high impact colors. In 2007, larger 20" chrome-clad wheels were introduced.

[edit] SRT-8

2006 Dodge Charger SRT-8
Color
Year
Units
Go ManGo!
2006
1 [3]
Silver
Unknown
Black
Unknown
Inferno Red
Unknown
Silver
2007
Unknown
Black
Unknown
TorRed
Unknown
Plum Crazy
300 [4]
Silver
2008
Unknown
Black
Unknown
TorRed
Unknown
Steel Blue
Unknown
An SRT-8 version of the Charger debuted at the 2005 New York International Auto Show. Powered by a 425 hp (317 kW) version of the 6.1 L (370 in³) Hemi, it also features upgraded Brembo brakes, and interior and exterior updates. The engine produces 420 lb·ft (569 N·m) of torque. The 425 net horsepower of the modern 6.1 L Hemi makes it even more powerful than the legendary Hemi engines of the muscle car era, the biggest of which was rated at 425 gross horsepower. This makes the 6.1 L Hemi engine the most powerful V8 engine that Chrysler has ever put in a production vehicle. -not available in G.C.C and middle east-

[edit] Super Bee

Dodge Charger Super Bee
A new Super Bee version of the Charger debuted at the 2006 New York International Auto Show for the 2007 model year. It shares the SRT-8's 425 hp (317 kW) 6.1 L (370 in³) Hemi engine but comes in special "Detonator Yellow" paint with black decals. It is a limited edition with only 1000 being produced. A B5 Blue version of the Super Bee was shown at the 2007 North American International Auto Show and will go on sale in early 2008, also with a limited run of 1000.
Color
Year
Units
Detonator Yellow
2007
1000 (US)
B5 Blue Pearl
2008
1000 (US)

[edit] DUB Edition
Created with DUB Magazine, it is based on the Charger SXT. It includes a body-colour spoiler and fog lamps, 20-inch alloys wrapped around with 245/45R20 tires, MyGIG Multimedia Infotainment System with 13-speaker KICKER surround-sound system and a 322W KICKER amplifier. It comes in red, black, silver, vanilla, Dark Titanium colours.[5]
2,180 Dodge Charger DUB Edition were produced for US market for $30,235.[6]

[edit] NASCAR

2006 NASCAR NEXTEL Cup Series Dodge Charger, driven by Kasey Kahne.
Although NASCAR stock cars bear only a slight resemblance to actual street cars, Dodge's 2005 and 2006 NASCAR entries were based on the Dodge Charger, replacing the previous Dodge Intrepid. Unlike the Intrepid, the Charger shares rear-wheel drive and a V8 engine with its NASCAR counterpart. During the 2007 NASCAR season the Dodge Charger was used in all non Car of Tomorrow races and the Dodge Avenger was used in all Car of Tomorrow races. The Car of Tomorrow will be used exclusively in 2008. However, the Dodge Avenger Car of Tomorrow will be redesignated as a Dodge Charger R/T through the use of different decals.

[edit] Police Package Version
In early 2006, DaimlerChrysler released a new police version of the Dodge Charger. It made its debut at the 2005 New York International Auto Show.

Dodge Charger of the Michigan State Police.

Dodge Charger of the New York City Police Department.
Unlike the civilian version, the police version features upgraded heavy-duty brakes, a severe-duty cooling system, police-performance Electronic Stability Program, police performance-tuned steering, and a gear shifter that is mounted on the steering column instead of in the center console.[7] In place of the center console, Dodge has equipped the police edition with a steel plate appropriate for mounting radio equipment, computers, and controllers for lights and sirens. The vehicle's electrical system is specifically designed for integration of siren and light controls, and other police vehicle accessories.

Dodge Charger of the Amherst, Ohio police force.
The 340 hp (254 kW) Hemi V8 is powerful enough to accelerate the car from 0 to 60 mph (97 km/h) in 5.4 seconds and to a top speed of 150 mph (241 km/h). By comparison, the 1972 AMC Matador, with its 401 in³ V8, could accelerate from rest to 60 mph (97 km/h) in seven seconds, and took 43 seconds to reach a top speed of 125 mph (201 km/h).[8] In Michigan State Police and California Highway Patrol testing, the Charger V8 easily outperformed all other pursuit vehicles in acceleration, cornering, and braking (except the Dodge Magnum, which stopped slightly faster in some tests). It does however appear to be priced somewhat higher than the Ford Police Interceptor.[9]
Chargers are in use with several police agencies as both marked and unmarked patrol cars. Law enforcement agencies outside of the US have also purchased the Charger, including police services in Canada, Mexico, Chile and the Middle East (specifically Bahrain [10] , Kuwait, and Lebanon.) Both V6 and V8 models are being adopted, with highway patrols favoring the 5.7 L (345 in³) Hemi V8 engine and cities more likely to purchase the base police package with the 3.5 L V6 fuel-efficient engine.[11] The New York Police Department and the Nassau County Police Department have purchased Chargers for use by members of their Highway Patrol divisions. The New York State Police also use the Charger on Long Island. The Los Angeles Police Department is also starting to deploy several 2008 Chargers in the field on a testing basis, with an eye on replacing their aging fleet of Ford Police Interceptors.

Dodge Challenger

2008-09-25T14:47:00.003+05:30

Dodge Challenger is the name of three different automobile models marketed by the Dodge division of Chrysler LLThe Challenger is described in a book about 1960s American cars as Dodge’s "answer to the Mustang and Camaro ."[1] It was one of two Chrysler E-body cars, the other being the slightly smaller Plymouth Barracuda . Although developed differently by Plymouth and Dodge stylists working from the same basic body shell,[2][not in citation given ] both versions were intended "to compete against cars like the Chevrolet Camaro and Ford Mustang, and to do it while offering virtually every engine in Chrysler's inventory."[3] However they were "a rather late response to the ponycar wave the Ford Mustang had started."[4] The author of a book about "Hemi "-powered muscle cars says that the Challenger was conceived in the late 1960s as Dodge’s equivalent of the Plymouth Barracuda, and that the Barracuda was designed to compete against the Mustang and Camaro. He adds that Chrysler intended the new Dodge as "the most potent ponycar ever," and positioned it "to compete against the Mercury Cougar and Pontiac Firebird ." [5]
The Challenger's longer wheelbase, larger dimensions and more luxurious interior were prompted by the launch of the 1967 Mercury Cougar, likewise a bigger, more luxurious and more expensive pony car aimed at affluent young American buyers.[6] The wheelbase , at 110 inches (2,794 mm), was two inches longer than the Barracuda, and the Dodge differed substantially from the Plymouth in its outer sheetmetal, much as the Cougar differed from the shorter-wheelbase Ford Mustang .
Exterior design was done by Carl Cameron, who also did the exterior for the 1966 Dodge Charger . Cameron based the 1970 Challenger grille off an older sketch of his 1966 Charger prototype that was to have a turbine engine. The Charger never got the turbine, but the Challenger got that car's grille. Although the Challenger was well-received by the public (with 76,935 produced for the 1970 model year), it was criticized by the press, and the pony car segment was already declining by the time the Challenger arrived. Sales fell dramatically after 1970, and Challenger production ceased midway through the 1974 model year. About 165,500 Challengers were sold over this model's lifespan.
Four models were offered: Challenger Six, Challenger V8 , T/A Challenger, and Challenger R/T. Challengers could either be hardtops , coupes , or convertibles (through 1971 only). The standard engine on the base model was the 225 in³ (3.7 L) six-cylinder . Standard engine on the V8 was the 230 bhp (171.5 kW) 318 in³ (5.2 L) V8 with a 2-barrel carburetor . Optional engines were the 340 in³ (5.6 L) and 383 in³ (6.3 L) V8s, all with a standard 3-speed manual transmission , except for the 290 bhp (216.3 kW) 383 CID engine, which was available only with the TorqueFlite automatic transmission . A 4-speed manual was optional on all engines except the 225 CID I6 and the 383 CID V8.
The performance model was the R/T (Road/Track), with a 383 CID Magnum V8 , rated at 335 bhp (249.8 kW). Standard transmission was a 3-speed manual. Optional R/T engines were the 375 bhp (279.6 kW) 440 CID Magnum, the 390 bhp (290.8 kW) 440 in³ (7.2 L) Six-Pack and the 425 bhp (316.9 kW) 426 in³ (7 L) Hemi. The R/T was available in all three body styles; both standard and R/T hardtops could be ordered as the more luxurious SE specification, which included leather seats, a vinyl roof, a smaller 'formal' rear window, and an overhead interior console that contained three warning lights (door ajar, low fuel, and seatbelts). The Challenger R/T came with a Rallye instrument cluster which included a 150 mph (240 km/h) speedometer, an 8,000 rpm tachometer , and an oil pressure gauge. The convertible Challenger was available with any engine, as well as in the R/T and SE trim levels. In 1973, Dodge dropped the R/T badging and now called it the "Rallye", although it was never badged as such. The shaker hood scoop was not an option for 1972.
A 1970-only model was the Dodge Challenger T/A (Trans Am) racing homologation car. In order to race in the Sports Car Club of America's Trans American Sedan Championship, it built a street version of its race car (just like Plymouth with its Plymouth 'Cuda AAR) which it called the Dodge Challenger T/A (Trans Am). Although the race cars ran a destroked version of the 340, street versions took the 340 and added a trio of two-barrel carburetors atop an Edelbrock aluminum intake manifold, creating the 340 Six Pack. Dodge rated the 340 Six Pack at 290 bhp (216.3 kW), only 15 bhp more than the original 340 engine (and mysteriously the same rating as the Camaro Z/28 and Ford Boss 302 Mustang ), it actually made about 320 bhp (238.6 kW). It breathed air through a suitcase sized air scoop molded into the pinned down, hinged matte-black fiberglass hood. Low-restriction dual exhausts ran to the stock muffler location under the trunk, then reversed direction to exit in chrome tipped "megaphone" outlets in front of the rear wheels. Options included a TorqueFlite automatic or pistol-grip Hurst -shifted four-speed transmission, 3.55:1 or 3.90:1 gears, as well as manual or power steering. Front disc brakes were standard. The special Rallye suspension used heavy duty parts and increased the camber of the rear springs. The T/A was among the first production vehicles to use different size tires front and rear: E60x15 fronts, and G60x15 in back. The modified camber elevated the tail enough to clear the rear rubber and its side exhaust outlets, thick side stripes, bold ID graphics, a fiberglass ducktail rear spoiler, as well as a fiberglass front spoiler added to the image. The interior was strictly stock Challenger. Unfortunately, the race Challenger T/A was not competitive and the street version suffered from severe understeer in fast corners. It could turn mid 14s in the quarter mile, which would do any small block muscle car proud. The T/A would only be available for 1970 as Dodge pulled out of Trans Am racing. Only 2,142 T/As were made. A 1971 model using the 340 engine with a 4-barrel carburetor was planned and appeared in period advertising, but was not produced.
The "Western Special" was a version available only to west coast dealers. It came with a rear-exit exhaust system and Western Special identification on the rear decklid. Some examples came with a vacuum-operated trunk release. Another late production version was the low-priced "Deputy", stripped of some of the base car's trim and with fixed rear side glass.
By 1972, all the big-block engines were gone, maximum power was downgraded to 240 horsepower (180 kW) to reflect the more accurate Society of Automotive Engineers (SAE) net hp calculations. Production of Challengers ceased in mid-1974.
For obvious reasons, the 440 and the 426 Hemi engines were considered the most desirable, and nowadays command sizable premiums over the smaller engines (with the exception of the limited edition Challenger T/A with its 340 six-pack).

1974 Dodge Challenger coupe

Dodge Challenger coupe

1972 Dodge Challenger coupe

Dodge Challenger coupe

1971 Dodge Challenger convertible

[edit ] Cosmetic variations
Although the body style remained the same throughout the Challenger's five year run, there were two notable changes to the front grille. 1971 models had a more stylized "split" grille, while 1972 introduced the "sad-mouth" design. With this change to the front end, 1972 through 1974 models had little to no variation. The only way to properly distinguish them is that the 1972s had flush mounted bumpers with no bumper guards, (small bumper guards were optional), while both the 1973 and 1974 models had the protruding "5 mph (8.0 km/h)" bumpers (with a rubber type filler behind them) in conjunction with large bumper guards. These changes were made to meet US regulations regarding crash test safety.
The 1970 taillights went all the way across the back of the car, with the backup light in the middle of the rear. In 1971, the backup lights were on the left and right instead of the middle. The taillight array also changed for 1972 onwards, with the Challenger now having four individual rectangular lamps.

[edit ] Collector's value
Original "numbers matching" high-performance 1970-71 Challengers are now among the most sought-after collector cars.[citation needed ] The rarity of specific models with big engines is the result of low buyer interest and sales with the correspondingly low production when new.
The 1970 and 1971 models tend to generate more attention as performance and style options were still available to the public. However, with the popularity of these vehicles increasing, and the number of usable and restorable Challengers falling, many collectors now search for later models. Many "clones" of the 1970 and 1971 Challengers with high-performance drivetrains have been created by using low-end 6 cylinder and 318 powered non-R/T or T/A cars and installing one of the "Magnum" performance engine combinations (340, 383, 440 or 426 Hemi) and adding the specific badging and hoods.

[edit ] Export markets
Dodge Challengers were mainly produced for the US and Canadian markets. Interestingly, Chrysler officially sold Challengers to Switzerland through AMAG Automobil- und Motoren AG in Schinznach-Bad , near Zurich . Only a few cars were shipped overseas each year to AMAG. They did the final assembly of the Challengers and converted them to Swiss specs. There are few AMAG cars still in existence. From a collector's point of view, these cars are very desirable. Today, less than five Swiss Challengers are known to exist in North America.[7]
Chrysler exported Dodge Challengers officially to France as well through their Chrysler France Simca operation, since Ford sold the Mustang in France successfully in small numbers. However, only a few Challengers were exported and Chrysler finally gave up the idea of selling them in France. A few French Challengers still exist today.

[edit ] Production

[edit ] Engines
Engine choices included the following:
C-225 in³ (3.7 L) Slant 6 I6 :
(145 bhp) 1970-1972
G-318 in³ (5.2 L) LA V8 :
(230 bhp) 1970-1974
H-340 in³ (5.6 L) LA V8 :
(275 bhp) 1970-1973
J-340 in³ (5.6 L) LA V8 Six-Pack
(290 bhp) 1970 *T/A
J-360 in³ (5.9 L) LA V8 :
(245 bhp) 1974
L-383 in³ (6.3 L) B V8 :
(290 bhp and 330 bhp) 1970-1971
N-383 in³ (6.3 L) B V8 :
(335 bhp) 1970-1971
U-440 in³ (7.2 L) RB V8 :
Available in Magnum 4-barrel carbureted form (375 bhp) 1970-1971
V-440 in³ (7.2 L) RB V8 Six-Pack
(3 × 2-barrel carburetors and 390 bhp (291 kW)/490 lb·ft (664 N·m)) 1970-1971
R-426 in³ (7 L) Hemi V8 :
(425 bhp) (317 kW)/490 lb·ft (664 N·m), costing an extra US$1,228, and very few sold. 1970-1971

[edit ] Performance 1/4 mile
340:14.8 @ 96 mph (154 km/h)
340T/A: 13.99 @ 97 mph (156 km/h)
383 2-barrel: 15.1 @ 96 mph (154 km/h)
383 Magnum R/T: 14.3 @ 99 mph (159 km/h)
440 Magnum R/T: 13.8 @ 102 mph (164 km/h)
440 Six-Pack: 13.4 @ 107 mph (172 km/h)
426 Hemi: 13.0 @ 108 mph (174 km/h)

[edit ] Serial numbers
ex. JS27R0B100001
J - Car line, Dodge Challenger
S - Price class (H-High, S-Special)
27 - Body type (23-Hardtop, 27-Convertible, 29-Sports hardtop)
R - Engine code (see engines above )
0 - Last digit of model year
B - Assembly plant code (B-Hamtramck E-Los Angeles )
100001 - Consecutive sequence number

[edit ] Production numbers
1970 = 76,935 *includes 2,539 T/As
Hardtop I6 : 9,929
Hardtop V8 :. 39,350*
Sports hardtop I6: 350
Sports hardtop V8: 5,873
Convertible I6: 378
Convertible V8: 2,543
Hardtop R/T: 13,796
Special Edition hardtop R/T: 3,753
Convertible R/T: 963
1971 = 26,299
Hardtop I6: 1,672
Hardtop V8: 18,956
Convertible I6: 83
Convertible V8: 1,774
Hardtop V8 R/T: 3,814
1972 = 22,919
Hardtop I6: 842
Hardtop V8: 15,175
Hardtop V8 Rallye: 8,123
1973 = 27,930
Note: All models were V8-powered hardtops
1974 = 11,354
Note: All models were V8-powered hardtops

[edit ] Colors
1970
Light Gold Metallic-FY4, Plum Crazy (purple)-FC7, Sublime (green)-FJ5, Go-Mango(orange)-EK2, Hemi Orange-EV2, Banana (yellow)-FY1, Light Blue Metallic-EB3, Bright Blue Metallic-EB5, Dark Blue Metallic-EB7, Rallye Red-FE5, Light Green Metallic-FF4, Dark Green Metallic-EF8, Dark Burnt Orange-FK5, Beige-BL1, Dark Tan Metallic-FT6, White-EW1, Black-TX9, Cream-DY3, Panther Pink-FM3
1971
Light Gunmetal Metallic-GA4, Light Blue Metallic-GB2, Bright Blue Metallic-GB5, Dark Blue Metallic-GB7, Dark Green Metallic-GF7, Light Green Metallic-GF3, Gold Metallic-GY8, Dark Gold Metallic-GY9, Dark Bronze Metallic-GK6, Tan Metallic-GT5, Bright Red-FE5, Bright White-GW3, Black-TX9, Butterscotch-EL5, Citron Yella-GY3, Hemi Orange-EV2, Green Go-FJ6, Plum Crazy-FC7, Top Banana-FY1
1972
Light Blue-HB1, Bright Blue Metallic-HB5, Bright Red-FE5, Light Green Metallic-GF3, Dark Green Metallic-GF7, Eggshell White-GW1, Black-TX9, Light Gold-GY5, Gold Metallic-GY8, Dark Gold Metallic-GY9, Dark Tan Metallic-GT8, Light Gunmetal Metallic-GA4, Medium Tan Metallic-GA4, Super Blue-GB3, Hemi Orange-EV2, Top Banana-FY1
1973
Black-TX9, Dark Silver Metallic-JA5, Eggshell White-EW1, Parchment-HL4, Light Gold-JY3, Dark Gold Metallic-JY9, Gold Metallic-JY6, Bronze Metallic-GK6, Pale Green-JF1, Dark Green Metallic-JF8, Light Blue-HB1, Super Blue-TB3, Bright Blue Metallic-GB5, Bright Red-FE5, Top Banana-FY1, Light Green Metallic-GF3
1974
Yellow Blaze-KY5, Golden Fawn-KY4, Parchment-HL4, Bright Red-FE5, Deep Sherwood Metallic (Green)-KG8, Eggshell White-EW1, Black-TX9, Light Blue-HB1

[edit ] Second generation (1978-1983)
Second generation

Production
1978-1983
Assembly
Okazaki, Aichi , Japan
Body style(s)
2-door coupe
Engine(s)
1.6 L (≈98 in³) 4G32 I4 2.6 L (≈159 in³) 4G54 I4
Transmission(s)
5-speed manual 3-speed automatic
Wheelbase
2530 mm (99.6 in)
Length
4525 mm (178.1 in)
Width
1675 mm (65.9 in)
Height
1345 mm (53 in)–1355 mm (53.3 in)
Related
Mitsubishi Galant Lambda Plymouth Sapporo
See Mitsubishi Galant Lambda for more information
The Challenger name was revived in 1978 for a version of the early Mitsubishi Galant Lambda coupe, known overseas as the Mitsubishi Sapporo and sold through Dodge dealers as a captive import , identical except in color and minor trim to the Plymouth Sapporo . Although mechanically identical, the Dodge version emphasized sportiness, with bright colors and tape stripes, and the Plymouth on luxury with more subdued trim. Both cars were sold until 1983 , until being replaced by the Conquest and Daytona .
The car retained the frameless hardtop styling of the old Challenger, but had only a four-cylinder engine and was a long way in performance from its namesake. Nevertheless, it acquired a reputation as a reasonably brisk performer of its type, not least because of its available 2.6 L engine, exceptionally large for a four-cylinder. Four-cylinder engines of this size had not usually been built due to inherent vibration, but Mitsubishi pioneered the use of balance shafts to help damp this out, and the Challenger was one of the first vehicles to bring this technology to the American market; it has since been licensed to many other manufacturers.

[edit ] Third generation (2008-present)
Third generation

Production
2008-present
Assembly
Brampton, Ontario , Canada [8]
Class
Pony car
Body style(s)
2-door coupe
Platform
Chrysler LC platform
Engine(s)
6.1 L (370 in³) HEMI V8 5.7 L (345 in³) HEMI V8 (2009 & later)3.5 L (214 in³) V6 (2009 & later)
Transmission(s)
4-speed Automatic (2009 & later V6)5-speed Automatic 6-speed Manual (2009 & later)
Wheelbase
116.0 in (2946 mm)
Length
197.7 in (5022 mm)
Width
75.7 in (1923 mm)
Height
57.0 in (1448 mm)
Related
Chrysler 300 Dodge Charger Dodge Magnum
2008On December 3 , 2007 , Chrysler started taking deposits for the third-generation Dodge Challenger, which debuted on February 6 , 2008 simultaneously at the Chicago Auto Show [9] and Philadelphia International Auto Show. Listing at US$40,095, the new version is a 2-door coupe which shares common design elements with the first generation Challenger, despite being significantly longer and taller. The chassis is a modified (shortened wheelbase) version of the LX platform that underpins the 2006-Current Dodge Charger , 2005-2008 Dodge Magnum , and the 2005-Current Chrysler 300 . It is equipped with the SRT8 6.1 L (370 in³) Hemi and a 5-speed AutoStick automatic transmission , and outperforms the legendary 1970 Hemi Challenger.[10] The entire 2008 run of 6,400 cars were pre-sold (many of which for above MSRP), and production commenced on May 8 , 2008 . Chrysler of Mexico is offering only 100 of this car for that country with a 6.1 liter engine and 425 horsepower (317 kW); the version is SRT/8.
Chrysler has auctioned off two 2008 SRT8 for charity. 2008 Challenger SRT8 #1 has been auctioned off for $400,000.00 to benefit the notMYkid non-profit org, and a 'B5' Blue Challenger SRT8 #43 with a winning bid of $228,143.43 with the proceeds going to Victory Junction Gang Camp.[11]
At the 2008 New York Auto Show , Chrysler debuted the full Dodge Challenger line for 2009, with three different trims (SE, R/T, and SRT8) to choose from:
SE
The base model Challenger is powered by a 3.5 L (214 in³) [12] V6 producing 250 horsepower (190 kW) and 250 lb·ft (339 N·m) which is coupled to a 4-speed automatic transmission.[13] Several different exterior colors, and either cloth or leather interiors are available. Standard features include air conditioning; power windows, locks, and mirrors; cruise control; and 17-inch aluminum wheels. Leather upholstery, heated front seats, sunroof, 18-inch aluminum wheels, and a premium audio system are available as options, as are ABS, and stability and traction control.[14]
R/T
The mid-level Challenger is powered by a 5.7 L (345 in³) HEMI V8 producing and coupled to either a 5-speed auto or 6-speed manual transmission. With the 6-speed manual, the Multi-Displacement System option is deleted, but the engine produces 375 horsepower (280 kW) and 404 lb·ft (548 N·m), whereas the 5.7 L (345 in³) V8 with automatic transmission makes only 370 horsepower (280 kW) and 398 lb·ft (540 N·m).[13]
R/T Classic
The brochure of the 2009 Challenger shows a "classic" version of the Dodge Challenger R/T, with the 5.7 L (345 in³) Hemi, and retro aspects such as script "Challenger" badges on the front panels and black "R/T" stripes. It will be produced in B5 Blue only, and will be late availability.
SRT8
The '09 SRT8 is virtually identical to its '08 counterpart, with the main difference being the choice of either a 5-speed automatic or a 6-speed manual transmission. Standard features include big Brembo brakes, a special suspension, bi-xenon headlamps, heated leather sport seats, keyless go, Sirius satellite radio, and 20-inch forged aluminum wheels in addition to most amenities offered on the lower R/T and SE grades like air conditioning and cruise control.[14] In addition, the 2009 will have a true "limited slip" differential.[15]
2010 Challenger Convertible
A convertible version of the Challenger is rumored to be headed for production for 2010.[16][17][18]

[edit ] Media appearances
The first generation Challenger models have been shown or used in a number of media, including:
Films
Vanishing Point , 2 Fast 2 Furious , Natural Born Killers , Death Proof , Ben 10: Race Against Time
Television
Drive , The Beverly Hillbillies (1970-71)
Games
Forza Motorsport , Project Gotham Racing 4 , Gran Turismo 2 , Race Driver: Grid , Need for Speed: ProStreet , and Need for Speed: Carbon (also featuring the 2008 Challenger).C since 1970.

Maybach Exelero

2008-09-21T10:01:00.000+05:30

BODYWORK

2005 Maybach Exelero
Type
2S FHCKey:
SAL
Saloon (Sedan)
FHC
Fixed-head coupé
DHC
Drop-head coupé (Convertible)
HBK
Hatchback
EST
Estate (Station Wagon)Designer
Number of doors
2
DIMENSIONS & WEIGHT

Wheelbase
3390 mm
133.5 in
Track
front
rear
Length
5890 mm
231.9 in
Width
2140 mm
84.3 in
Height
1390 mm
54.7 in
Length:wheelbase ratio
1.74
Ground clearance
Kerb weight
2660 kg
5864 lb
Weight distribution(Front)
Fuel capacity
110 litres
24.2 UK Gal
29.1 US Gal
aerodynamics
Drag coefficient
Frontal area
Cx
ENGINE
Bore × stroke
83.00 mm × 91.00 mm 3.27 in × 3.58 in
Cylinders
V-12 in 60.0° vee
Displacement
5.9 litre5908 cc(360.528 cu in)
Type
SOHCKey:
SOHC
Single overhead camshaft
DOHC
Double overhead camshaft
OHV
Overhead valves
TS
Two stroke
SV
Side valves
Sl
Sleeve valves
oise
Overhead inlet side 3 valves per cylinder 36 valves in total
Construction
Sump
Compression ratio
9.10:1
Fuel system
Maximum power
699.6 PS (690.0 bhp) (514.5 kW)@ 5000 rpm
Specific output
116.8 bhp/litre1.91 bhp/cu in
Maximum torque
1020.0 Nm (752 ft·lb) (104 kgm)@ 2500 rpm
bmep
2169.5 kPa (314.7 psi)
Specific torque
172.65 Nm/litre
Maximum rpm
Code
Main bearings
Coolant
Water
Bore/stroke ratio
0.91
Unitary capacity
492.33 cc/cylinder
Aspiration
Turbo
Compressor type
2 turbochargers
Intercooler
Catalytic converter
Y
PERFORMANCE

0-50 mph (80 km/h)
0-60 mph
0-100 km/h
4.40 s
0-100 mph
80-120 km/h (50-70 mph) in top
Standing ¼mile
Standing km
Top speed
351 km/h (218 mph)
Fuel consumption
CO2 Emissions
Carfolio Calculated CO2
Power-to-weight
259.4 bhp/ton
CHASIS

Engine location
Front
Engine alignment
Longitudinal
Drive
RWD Key:
FWD
Front wheel drive
RWD
Rear wheel drive
AWD
All wheel drive
4WD
Four wheel drive
Steering
Turns lock-to-lock
Turning circle
Suspension
front
I.DW.
rear
I.MultiLi.
Key:
I
Independent
LA
Live axle
dD
de Dion axle
W
Wishbone
DW
Double wishbones
CS
Coil springs
ARB
Anti-roll bar
LS
Leaf springs
SE
Semi-elliptic leaf
Wheels
front
11.0 x 23
rear
11.0 x 23
Tyres
front
Fulda Carat Exelero 315/25 ZR 23
rear
Fulda Carat Exelero 315/25 ZR 23
BRAKES F/R

Ve
Ventilated
Di
Disc (Disk)
Dr
Drum
S
Servo-assisted
ABS
Anti-lock Braking System
Brake

front
376 mm
rear
355 mm

Lamborghini Gallardo Superleggera

2008-09-21T03:45:00.000+05:30

Overall Length
4300 mm
Overall Width
1900 mm
Overall Height
1165 mm
Wheel Base
2560 m
Ground Clearance
195 mm
Boot Space
--
Kerb Weight
--
No of Doors
2 door
Engine :-
Displacement
4961 cc
Power
530 @ 8,000 (PS@rpm)
Torque
52@4,250 (kgm@rpm)
Valve Mechanism
DOHC
Compression Ratio
11:01
No of Cylinders
10
Cylinder Configuration
Valves per Cylinder
4
Fuel Type
Petrol
Fuel System
SEFI
Steering
Steering Type
Power
Minimum TurningRadius
--
Capacity:-
Seating Capacity
2
Fuel Tank Capacity
90
Fuel Efficiency:-
Mileage (Highway)
6.4 km/liter
Mileage (City)
4 km/liter
Mileage (Overall)
4.5 km/liter
Performance:-
Maximum Speed
315 Km/Hour
Transmission:-
Transmission Type
Manual
Gears/Speeds
6
Suspensions
Front Suspension
Aluminium doublewishbone, anti-roll bar,anti-dive anti-squat
Rear Suspension
Aluminium doublewishbone, anti-roll bar,anti-dive anti-squat
Brakes:-
Front Brakes
Ventilated Disc
Rear Brakes
Ventilated Disc
Wheels & Tyres:-
Wheel Type
--
Wheel Size
8.5 x 19 (F), 11 x 19 (R)
Tyres
235/35 ZR19 - 295/30 ZR19

Nissan Skyline GT-R

2008-09-21T02:58:00.000+05:30

Nissan
Family Skyline
Model Variant
GT-R specifications
Year January 1995 to 1996
New Price 531.0 ten thousand Yen
Body Type Coupe
Seating Capacity 4
Engine Code RB26DETT
Engine Type Inline 6 cylinder DOHC 24 valve IC twin turbo
Engine Size 2.6 litres (2568 cc)
Bore × stroke 86mm × 73.7mm
Compression ratio 8.5:1
Fuel system Max power 206kW @ 6800rpm
Max torque 368Nm @ 4400rpm
Forced Induction IC equipped twin turbo
Fuel Tank Capacity 65 litres
Fuel type Unleaded premium gasoline
Fuel Consumption 12.3 l/100km
Transmission OD attaching 5 speed floor shift
Drive Layout FULL4WD
Steering Type Power assisted rack & pinion
Front Suspension Independent suspension multiple link system
Rear suspension Independent suspension multiple link system
Front brakes Ventilated disk
Rear brakes Ventilated disk
Front tyres 245/45ZR17
Rear tyres 245/45ZR17
Turning circle 11.4 m
Exterior Length 4675mm

Exterior Width 1780mm
Exterior Height 1360mm
Interior Length 1820mm
Interior Width 1415mm
Interior Height 1090mm
Wheelbase 2720mm
Front Track 1480mm
Rear Track 1490mm
Ground Clearance 135mm
Weight 1540kg
Standard features
Limited slip differential, Front spoiler, Rear spoiler, Driver airbag, Anti-lock braking system, Rear seat lap sash belt, Side impact protection bars, Power windows, Central door locking, Steering wheel height adjust, Leather steering wheel, Alloy wheels
Optional features
Rear window wiper, Front passenger airbag
Colours
[Std] Black, [Opt] Black (super fine hard coat)
[Std] White, [Opt] White (super fine hard coat)
[Std] Midnight the purple (P), [Opt] Midnight the purple (P) (super fine hard coat)
[Std] Dark grey pearl, [Opt] Dark grey pearl (super fine hard coat)
[Std] Spark silver (M), [Opt] Spark silver (M) (super fine hard coat)
[Opt] Super clear red (PM) (super fine hard coat)
[Std] Deep marine blue (P), [Opt] Deep marine blue (P) (super fine hard coat)

Mercedes Benz SLR Brabus

2008-06-18T17:35:00.001+05:30

Specifications
Brakes & Tires
Brakes F/R:
ABS, vented disc/vented disc
Driveline:
Rear Wheel Drive
Tires F-R:
255/30 ZR20 - 305/25 ZR20
Engine
Displacement cu in (cc):
332 (5439)
Power bhp (kW) at RPM:
660(486) / 6500
Redline at RPM:
n.a.
Torque lb-ft (Nm) at RPM:
n.a.
Type:
V8, Supercharged
Exterior Dimensions & Weight
Length × Width × Height in:
181.6 × 74.4 × n.a.
Weight lb (kg):
n.a.
Performance
Acceleration 0-62 mph s:
3.6
Fuel Economy EPA city/highway mpg (l/100 km):
n.a.
Top Speed mph (km/h):
210 (340)
The Exclusive Brabus Sport Program For The Mercedes-Benz SLR McLarenThe Mercedes-Benz SLR McLaren is one of the world's most fascinating sports cars. Following their credo that the best is just good enough for Brabus the engineers and designers at Brabus have developed an exclusive sport program for the two-seater. It lets owners of the top-of-the-line Mercedes-Benz models further individualize their vehicles.Brabus equips the SLR with a special self-locking differential. Its 40 percent locking rate further optimizes the super sports car's traction and thus further improves acceleration.In Brabus Racing version with performance-improving fuel cooling, custom camshafts and an open racing exhausts system maximum power output of the supercharged V8 engine increases to 660 bhp / 486 kW at 6,500 rpm. The exhaust system is not certified for use on public roads. Thus equipped the SLR storms to 62 mph from rest in just 3.6 seconds and reaches a top speed of up to 210 mph.Brabus further offers professional modifications to body, suspension and interior that further amplify the sports talents of the SLR.For further improved directional stability at high speeds the Brabus designers developed a new spoiler for the front air dam. The exposed-carbon aerodynamic-enhancement part reduces lift on the front axle and adds another shot of racing looks. The rear diffuser is also made from exposed carbon.The multi-piece Brabus Monoblock VI 20-inch light-alloy wheels with six double spokes command immediate attention. The fully polished wheels in size 9.5Jx20 in front and in size 11.5Jx20 on the rear axle fill out the available space below the wheel arches perfectly.Brabus chose high-performance tires in sizes 255/30 ZR 20 and 305/25 ZR 20 as the optimal solution. The conversion to the Brabus 20-inch tire/wheel combination gives the Mercedes-Benz SLR McLaren even more dynamic handling prowess.Brabus also adds new sporty and exclusive highlights in the interior. The company-own upholstery shop created a Brabus interior from an exclusive black and red combination of leather and Alcantara, perfectly crafted down to the last detail. The waffle-design stitching of the SLR leather floor is especially elaborate and it alone uses 7,800 meters of the finest thread.For easier entering and exiting Brabus manufactured a custom Brabus sport steering wheel with an ergonomically shaped rim that is flat on the bottom. For manual shifting of the SLR's automatic transmission the Brabus steering wheel features buttons integrated into the spokes.The Brabus interior designers developed precise-fit applications for dashboard, center console and door panels, all made from exposed carbon. They extend the Brabus exterior carbon look into the interior.The Brabus super sports car sells for $750,000. Included in the price is the SLR's air-freight shipment to anywhere in the world.
Base Price: 2005 Mercedes-Benz Brabus SLR McLaren - $776,000 / 600,000 € (last update: 2/20/2007)

Mercedes Benz SLR Mclaren

2008-06-18T17:32:00.000+05:30

The new Mercedes-Benz SLR McLaren is an impressive testament to the competence and experience of Mercedes-Benz and our Formula 1 partner McLaren in the development and production of high-performance sports cars. The two-seater, with its striking swing-wing doors and styling elements borrowed from the Formula 1 Silver Arrows, builds on the legacy of the famous SLR race cars of the 1950s. Equipped with cutting-edge race car technology and ground-breaking new Mercedes developments, designed to ensure a high standard of safety and suitability for day-to-day use, the new SLR creates a distinctive image for itself as a 21st-century Gran Turismo – a thrilling synthesis of tradition and innovation.The newly developed V8 supercharged engine delivers an output of 460 kW/626 hp and accelerates the sports car from 0 to 100 km/h in 3.8 seconds. The top speed is approximately 334 km/h. The body of the new SLR, like those of the Mercedes-McLaren Formula 1 race cars, is made from carbon fibre composites – lightweight materials which demonstrate exemplary energy absorption, hence ensuring the highest standard of occupant protection. The SLR is the world's first series-produced car to have a front crash structure manufactured entirely from carbon fibres. Adaptive airbags, newly developed kneebags and sidebags, belt tensioners, high-performance ceramic brake discs and an automatically adaptive airbrake in the boot lid round off the range of safety equipment on board the Mercedes-Benz SLR McLaren, setting new standards in this vehicle class.Technology way ahead of its time and an abundance of power – these were the hall-marks of the legendary SLR race cars in which Fangio, Moss, Kling and other Mercedes drivers achieved spectacular victories in all of the major road races in 1955. The new SLR demonstrates the same characteristics, its groundbreaking technical innovations distinguishing it as the Mercedes-Benz among high-performance sports cars.
Two Longitudinal Members made from Carbon Fibre Composite Absorb Energy in a Head-On Collision
The 21st-century Gran Turismo is made almost entirely from carbon fibre composite. This lightweight yet extremely rigid material originated in the aeronautical and space industries and has also proven its benefits in today's Formula 1 race cars. The weight advantage of the high-tech material over steel is around 50 percent, and the carbon fibres, on impact, are characterised by four to five times higher energy absorption than steel or aluminium. Mercedes-Benz exploits these qualities by incorporating two 620-millimetre longitudinal members made from carbon fibre in the front structure of the new SLR. These absorb the entire energy of the crash in a defined head-on collision, leaving the passenger cell largely undamaged. It is also made entirely from carbon fibre composite and therefore offers a very safe survival zone in side-on or rear-end collisions too.Mercedes-Benz has introduced new material technology to the manufacture of the brake discs too. They are made from fibre-reinforced ceramic and are characterised by high fade-resistance and a very long life. In collaboration with the electrohydraulic braking system, Sensotronic Brake Control (SMC™), they allow outstanding deceleration figures too, impressively underlining the motor racing heritage of the Mercedes-Benz SLR McLaren.
460-kW/626-hp V8 powerplant with Cutting-Edge Compressor Technology
In the interests of optimum dynamic handling and high stability on braking, the new Mercedes-Benz SLR McLaren has a front mid-engined design. The high-performance V8 engine, mounted on a robust aluminium frame, is installed at a low level which allows a low centre of gravity for agile handling.With its 5.5-litre displacement, the supercharged engine develops a peak output of 460 kW/626 hp and delivers its maximum torque of 780 Newtonmetres from 3250 rpm – a figure which remains constant across a broad engine speed range of up to 5000 rpm. This means that the SLR 8-cylinder is among the most powerful engines currently available in a series-produced roadgoing sports car. This high-performance car takes just 3.8 seconds to sprint from 0 to 100 km/h, it passes the 200 km/h mark after 10.6 seconds, and from a standing start it takes just 28.8 seconds to reach 300 km/h. The top speed is 334 km/h.Water-type charge-air cooling, dry sump lubrication and four metal catalytic converters are further special features of this powerful engine – an engine which already meets stringent EU 4 exhaust gas regulations which are not due to come into force until 2005.The 5-speed automatic transmission, fitted as standard, is also designed for high performance. It allows the driver to choose between three programs with different shift characteristics. When "Manual" is selected, the five gears can either be shifted using buttons on the steering wheel or using the selector lever's Touchshift function. In this mode the driver can also select between three shift stages – "Sport", "SuperSport" and "Race" – significantly shortening the shift times still further for an even sportier drive.
Aerodynamic Concept uses Expertise from the World of Formula 1
The body design of the Gran Turismo with the Mercedes star takes classical styling elements from the legendary SLR race cars of the 1950s and blends them masterfully with the sophisticated, avantgarde design language of both the latest Mercedes passenger car models and of the modern-day Silver Arrow race cars which took the McLaren Mercedes team to Formula 1 World Championship glory in 1998 and 1999. The design's concept, in other words, thrillingly spans the divide between past and present, whilst at the same time showing the way forward for the sports car designs of tomorrow.In order to meet the highest of standards in terms of handling at top speed, directional stability and the cooling air requirements necessary for high-performance cars of this kind, Mercedes-Benz worked with McLaren on developing this model's superlative aerodynamics, ensuring exemplary roadholding plus the on-road safety standards typical of Mercedes. Following extensive wind-tunnel tests, the Mercedes-Benz SLR McLaren was given a virtually smooth underbody with a special six-channel diffusor under the rear. Both features are familiar design principles from Formula 1. They ensure that the airflow beneath the vehicle is virtually unimpeded and that negative lift, or downforce, is produced at higher speeds. The distinctive sidepipes on each side of the vehicle are also the result of this high-performance sports car's aerodynamic underbody concept: a conventional exhaust gas system would have disrupted the smooth line of the underbody.At the rear of the SLR an adaptive spoiler provides additional downforce. From a speed of 95 km/h, it automatically adopts a 10-degree position, increasing the contact pressure at the rear axle. The spoiler also doubles as an airbrake: when the driver brakes heavily, it rises to an angle of 65 degrees, not only ensuring increased aerodynamic drag but also shifting the aerodynamic centre further towards the rear. This lends the SLR excellent stability when braking from high speeds.
Functionality and Luxury Stylishly Combined
It is the very high levels of practicality and luxury that truly make the interior of the SLR stand out. Individually padded carbon-frame seats, a multifunction steering wheel with race-car-type buttons for manual gear selection, clearly arranged chronometer-style instruments and high-grade materials define the atmosphere inside the high-performance sports car.Alongside carbon and aluminium, the Mercedes designers have used "Silver Arrow" leather, specially developed for the SLR, which is available in the distinctive red of the legendary 1950s SLR race car.

Rolls-Royce Phantom Drophead Coupe

2008-06-18T17:22:00.000+05:30

The Detroit Auto Show traditionally belongs to the domestic automakers, who pull out all the stops as they unveil some of their best and brightest new products and concepts. This year, however, the ultimate showstopper may well be located at the Rolls-Royce display. The fabled British marque (now owned by BMW, of course) has chosen Detroit to reveal the 2008 Phantom Drophead Coupé, a jaw-droppingly spectacular 4-seat convertible aimed squarely at Bentley's Azure. The Drophead Coupé is, for all intents and purposes, a perfect production interpretation of RR's 100EX concept car, which made its debut at 2004's Geneva show. The key elements of the 100EX remain -- the thin LED headlamps, rear-opening "suicide" doors, brushed steel hood and A-pillar, and teak decking aft of the passenger compartment are all here. The V16 that powered the 100EX is replaced in the Drophead Coupé by the Phantom sedan's proven 6.75L V12., which generates 453 horsepower and 513 lb-ft of torque at 3500 rpm. That's enough to propel the 5775-pound droptop to 60 mph in approximately 5.7 seconds. Follow the jump for more of our take, an animation of the roof mechanism, plus the official (and very long) press release and tech specs from Rolls-Royce. If you'd like to have the Drophead Coupe grace your desktop, check out our mega-gallery of over 60 hi-res photos. [Source: Rolls-Royce]As one would (and should) expect, the cost of entry is substantial. Adding the Phantom Drophead Coupé to one's personal fleet will cost $407,000 plus any additional options. But what an addition it'll make. The car's hand-welded aluminum spaceframe is constructed at a BMW facility in Germany and is wrapped in all-new body panels -- nothing is shared with the big-brother sedan. The suicide doors allow the A-pillar to run uninterrupted to the floor, increasing the body's stiffness. Overall, the convertible's lines are more rounded and smooth, giving it a classically sporting look that still retains the Phantom sedan's imposing presence.Nautical influences drove some of the decisions made with regard to the car's interior. During its development, the team headed to Southampton to inspect a J-class yacht undergoing restoration. Since the Drophead Coupé is an open-top car, it would need to be able to handle the elements, and a yacht, with its constant exposure to water, seemed like a good place to do some research. As such, smooth, easily-wipeable seating surfaces are used (no perforated leather here), as well as carpet/floormat materials that are resistant to moisture. And let's not forget the teak decking on the hard tonneau -- that's the most obvious nautical influence of all. Occupants sit in a sea of leather, wood and chrome, and when the weather's less than perfect, a cashmere-lined 5-layer roof protects them from the elements. Rolls-Royce says that this is the largest fabric roof used on a modern convertible -- a bragging right that could be challenged if Mercedes decides to bring out a production version of its Ocean Drive concept. We'd be remiss if we didn't mention the car's trunk, or "picnic boot" as Rolls-Royce calls it, which has a split opening. In addition to the traditional trunklid, there's a folding tailgate which acts as a bench capable of supporting 330 lbs.Big, bold, and sublime, the Phantom Drophead Coupé is Rolls-Royce's halo car. Yes, the company maintains that the Phantom sedan is the standard-bearer, but this is better -- much better, in our opinion -- appealing to the romantic in all of us in a way the sedan never will. The gauntlet has been thrown down in the ultraluxury segment. Jay Gatsby, your car is waiting ...We'll bring you more on the Drophead Coupé when we see it in person in a little over a week.PRESS RELEASE / TECH SPECS:ROLLS-ROYCE LAUNCHES PHANTOM DROPHEAD COUPÉ AT DETROITRolls-Royce Motor Cars will unveil its new Phantom Drophead Coupé at the Detroit Motor Show on Sunday 7 January. Production of the new car will start at Goodwood in the summer of 2007. The two-door, four-seat convertible is a less formal interpretation of classic Rolls-Royce design. Using the lightweight rigidity of an all-aluminium spaceframe, it marries modern technology to a sleek, streamlined convertible body. Its exterior lines echo the timeless styling of the great Rolls-Royce cars: a long bonnet, large-diameter wheels, short front and long rear overhangs and the quintessential dynamic line descending along its flanks. Inside, the design emphasises the airy openness of top-down motoring, embracing the elements and creating a stunning, social environment. Rolls-Royce Motor Cars Chief Designer, Ian Cameron, said, "This car gave us the chance to think about the very nature of convertible motoring and in particular what it means to Rolls-Royce. Above all we were determined to make this car a joy to live with and engineered it to give years of effortless service to its owner." A number of features first seen on 100EX, the experimental convertible shown by Rolls-Royce in 2004, have been engineered into the new Phantom Drophead Coupé. Two of the most visually striking of these are the brushed steel bonnet and A-pillar and the teak decking for the rear hood cover. The brushed steel is machine finished to give a uniform grain before undergoing extensive hand polishing to achieve a perfect sheen. At the rear, the teak decking is treated with a carefully blended mix of oils to preserve a natural finish and a long lasting lustre that is as beautiful as it is hardy. Front opening coach doors have been homologated for the new car and add considerably to the ease of access to the rear seat, as well as to the overall aesthetics. Unique to Rolls-Royce, the doors dramatically transform the Phantom Drophead Coupé's looks, giving a side profile reminiscent of classic sports cars of the '60s. Crucially, they also aid the overall stiffness of the body as the rear hinged doors allow for an uninterrupted A-pillar. Rolls-Royce Phantom Drophead CoupéINTRODUCTIONIn 2004, Rolls-Royce unveiled 100EX, a striking experimental drophead built to celebrate 100 years of arguably the most famous automotive brand in the world. Built without compromise, it encapsulated a century of elegance and engineering, and, in an instant, defined the future direction of the brand. In its two world tours, 100EX garnered positive comments from customers and the media alike. Such was the strength of the reaction that, in the autumn of 2005, Rolls-Royce announced that a production version would be available by 2007. In the interim years, the team at Goodwood have worked tirelessly to turn the experimental car into a reality. Launched at the Detroit Motor Show 2006, the Phantom Drophead Coupé is the second new model from Rolls-Royce since BMW Group became custodian of the marque in 1998. The two-door, four-seat convertible is a less formal interpretation of classic Rolls-Royce design. Using the lightweight rigidity of an all-aluminium spaceframe, it marries modern technology to a sleek, streamlined convertible body. Its exterior lines echo the timeless styling of the great Rolls-Royce cars: a long bonnet, large-diameter wheels, short front and long rear overhangs and the quintessential dynamic line descending along its flanks. Inside, the design emphasises the airy openness of top-down motoring, embracing the elements and creating a stunning, social environment. The Phantom Drophead Coupé has been carefully crafted to be aesthetically pleasing, yet practical too. Wood, leather, chrome and brushed steel have been used where most appropriate. Form and function have equal billing. The simplicity of the design belies a car built to provide years of effortless service. The Phantom Drophead Coupé offers owners an unparalleled convertible experience, combining compelling driveability with exceptional engineering, technology and design – hand-crafted from the finest materials to an exceptional level of quality.DESIGNFrom the outset, the design team at Goodwood were adamant that the Phantom Drophead Coupé should be more than simply a convertible version of the Phantom. "Designing without compromise meant that, to a certain extent, we had to start again," says Rolls-Royce Chief Designer Ian Cameron. "Simply removing the Phantom's roof could have made a great convertible but it wouldn't have made a perfect one. With the Phantom Drophead Coupé we had the chance to think about the very nature of convertible motoring and, in particular, what it means to Rolls-Royce."Every exterior panel on the Phantom Drophead Coupé is new, echoing the Phantom's style but with carefully considered proportions more suited to the shorter body. From the raked front end to the sweeping rear, every aspect was studied at length to ensure that the ﬁnished car looked purposeful and elegant both with the hood up and with it stowed. For the interior, the concept was simple: bring the outside in. Create a social space enabling occupants to embrace the elements using sumptuous, relevant materials. As well as considering the ﬁner details of the package – seating arrangements and dashboard layouts, for example – the designers also developed some fundamental beliefs about how the materials they were using should work. The entire team was keen to keep things as natural as possible and, as a result, there is an instant, raw beauty to the Phantom Drophead Coupé. Materials are used in a way that emphasises their natural charm and there is an immediacy to the exposed elements of brushed steel and solid teak. Bleaches, stains and lacquers were shunned as far as possible in favour of more natural ﬁnishes. Hands touch only chrome, leather or wood. Other materials, such as the brushed steel, are used as architectural detailing, giving the whole car a sense of visual tactility. "The Phantom Drophead Coupé is about emphasising the essentials of pleasure," says Cameron. "Above all, we were determined to make this car a joy to live with. Rolls-Royce is the opposite of stiff formality. Why would you design and build a car like this and not make it fun to use?"EXTERIORThe proﬁle of the Phantom Drophead Coupé is fundamentally transformed from that of a conventional four-seat convertible by the inclusion of front coach doors. Evocative of the classic sports car proﬁle, they add considerably to the easy entry and exit of rear passengers. Perhaps just as importantly, they also add signiﬁcantly to the overall strength and stiffness of the body as they allow the construction of an uninterrupted A-pillar. Newly homologated for the Phantom Drophead Coupé, these coach doors are unique to Rolls-Royce. At the front sits a new, more rakish grille, giving the car a more casual air while retaining its classic looks. Finished in steel, the centre ﬁns are polished while the surround is brushed to match the optional brushed steel bonnet and A-pillar. The grille is hinged at the top in order to give way in the event of a low-speed impact. On top sits the Spirit of Ecstasy, remodelled using advanced computer software. These days she has a more lifelike appearance, with clear definition of her features. Finished in stainless steel, the Spirit of Ecstasy is also available in silver or gold via the Bespoke programme at Goodwood.The front end of the Phantom Drophead Coupé is more streamlined than that of previous Rolls-Royce cars. Slim front LED side lights sit above larger round driving lamps. The front bumper is integrated into the design, further softening the look. A discreet camera nestles underneath the numberplate to provide an excellent split-screen view of the road ahead, via the on-board monitor, to help when parking or when pulling out of a side road. One of the best visual clues to the Phantom Drophead Coupé's character can be found at the rear. The picnic boot is the very essence of automotive affability. The only type of its kind on any convertible, it offers easy access to the luggage compartment as well as providing comfortable outdoor seating for two adults. The substantial hinges are able to accommodate a weight of 150 kg / 330 lb. Inside the boot, 315 litres / 11.1 cu ft of space is enough to house three sets of golf clubs. Importantly, this space remains intact whether the hood is raised or lowered.An entirely new palette of nine exterior colours has been developed for the Phantom Drophead Coupé: Metropolitan Blue, Admiral Blue, Jubilee Silver, Diamond Black, Duck Egg Blue, Semaphore Yellow, English White, Woodland Green and Ensign Red. These are complimented with hood colours in Silver, Black, Beige, Navy Blue, Deep Red and Deep Green. Two of the most visually stunning options are the teak decking for the rear hood cover and the brushed steel bonnet and A-pillar. First seen on the 100EX experimental car in 2004, these are signature elements of the Phantom Drophead Coupé look. The brushed ﬁnish of the bonnet and A-pillar apes the classic Phantoms of the '20s and '30s but with a delightful 21st century twist. The rear teak decking epitomises the careful design and attention to detail seen throughout the Phantom Drophead Coupé. It is as functional as it is beautiful. Teak was used because of its inherently hardy properties and its resistance to moisture and decay. Special techniques were developed in the Rolls-Royce wood shop to preserve the appearance of a fresh, unprocessed ﬁnish, the aim being to have a ﬁnal deck that was as close to natural timber as possible. "We wanted it to look as if it had been cut and hand-ﬁnished 10 minutes ago," said Alan Sheppard, Chief Interior Designer. More than 30 individual pieces of teak go into each deck, protected by a specially formulated blend of oils. As with all the woods and veneers used by Rolls-Royce, it is sourced from sustainable forests by a team of specialists. The hood is the largest of any modern convertible. Its acoustic insulation is exemplary, with ﬁve layers of insulation material between occupants and the outside world. Lined with a cashmere blend, the structure is more like a bespoke suit than a traditional fabric roof. Rolls-Royce was keen to use a fabric roof rather than a folding hard-top for many reasons, not least aesthetics. As Ian Cameron describes, "There is nothing more romantic than driving a convertible in the rain at night and hearing the drops hit the roof. In conversation with our customers we realised that they felt the same way." A further beneﬁt of the tailored, soft-top roof is the relatively small space required to stow it. INTERIORThe interior concept revolves around the idea of an indoor/outdoor space: an all-weather passenger compartment that combines the practicality required for convertible motoring with the sumptuous elegance expected of Rolls-Royce. Rather than take inspiration solely from the automotive world, Chief Interior Designer Alan Shepherd looked elsewhere. "In 2004, when we were designing 100EX, we visited a boatyard in Southampton where one of the famous 1930s America's Cup J-class yachts was being restored. We were struck by the variety and uses of different materials throughout. All of the J-class yachts have a tremendous sense of purposeful elegance about them, and this was something that we were keen to emulate." The Phantom Drophead Coupé has been designed as a car in which to enjoy the elements. The all-weather surfaces of the interior have been designed to take what nature can throw at them. "We didn't want owners to feel as if they had to pull over at the ﬁrst spot of rain," says Cameron. To this end, a number of notable features can be seen throughout the interior. Firstly, the seats have no ridges in them, giving a smooth surface so that moisture can be wiped straight off. In place of traditional ﬂoor mats, wholly more practical sisal mats are used. Even the carpet itself employs 21st century materials designed to deal with the moisture and humidity encountered in many areas of the world. The front seats are slimmer than the Phantom's but still offer an uncompromised degree of comfort. Integrated seatbelts are mounted directly onto them, while active head restraints and seat squab airbags give further protection to the torso and head. The driving position is set deliberately high to give a commanding view of the road over the long bonnet, and the curved rear lounge seats offer an intimate, social environment for passengers. Rear legroom is excellent and marks the car out as a true four-seater. An exceptional sound system has been specially designed for the Phantom Drophead Coupé, taking into account the differing acoustic properties of the convertible. Nine channels of sound arrive via 15 speakers, creating a stereophonic experience to impress the most hardened audiophiles.ENGINEERINGThe challenge in designing any convertible lies in retaining a high degree of torsional rigidity throughout the body while keeping weight down. Torsional rigidity is vital to minimise the scuttle shake associated with most convertible cars and to help maintain the car's dynamic composure. Extensive testing and research were carried out before the engineering team were completely satisﬁed. Tens of thousands of kilometres were driven over rough road surfaces to help identify and eliminate potential problems. The result is a spaceframe chassis that makes the Phantom Drophead Coupé perhaps the most rigid convertible available today. The clearest indicator of this incredible strength and stiffness can be seen in the rear-view mirror, which shows no vibration at all, even at high speed. A great deal of this is due to the modiﬁcations around the triangulated A-pillar. The entire windscreen surround was designed to be an integral part of the roll-over protection system. Consequently the A-pillar struts run right down to the ﬂoor of the car. Additional aluminium extrusions have been utilised, along with wider sills. The rear haunches have single extrusion beams running at waist height on either side. In all, more than 140 metres / 460 ft of weld go into each Phantom Drophead Coupé body – 20 metres / 65 ft more than in the Phantom. Incorporated into the rear spaceframe structure is the concealed roll-over protection system which deploys from within the rear head restraints in just a fraction of a second in the event of an accident. A ratchet system then locks them in place. Further adding to occupant safety, frontal impacts are absorbed by crumple zones directed into Y-shaped chassis members and the main understructure – the strongest part of the chassis. Side impact intrusion is minimised by the double-skinned ﬂoor construction, strong side sills and integral side impact bars in each door. Additional braces above and below the engine bay and under the rear axle add further rigidity to the spaceframe. Other safety systems include intelligent braking and restraint systems, combined with integral seatbelts. As a result, the Phantom Drophead Coupé is perhaps the safest convertible car on the market. The spaceframe is constructed at the BMW centre for aluminium competence in Dingolﬁng, Germany. Manufactured to within a tolerance of just 0.1 mm / 0.004 in, each spaceframe is welded entirely by hand. They are then checked by a computer-guided machine to ensure absolute accuracy. One of the more interesting problems encountered by the engineering team was the proximity of the optional brushed steel bonnet to the aluminium front wings. These materials are not normally used alongside each other due to the adverse corrosion effects of aluminium on steel. An integral part of the testing process was a 20-year-old DeLorean car. Manufactured with stainless steel exterior panels, it provided an interesting case study into the long-term durability of the material. All of the panels used on the Phantom Drophead Coupé are unique to this car, representing some of the 1300 new parts used. Unlike on the Phantom, the front wings have been constructed from aluminium using the 'superform' technique, in which aluminium is heated to the critical temperature before being literally sucked down over a mould to form the large, complex shape. DRIVINGThe Phantom Drophead Coupé's advanced aluminium spaceframe is at the heart of its reﬁned, dynamic driving experience. Lightweight and exceptionally strong, it impacts positively on ride, comfort and safety. Its inherent rigidity is essential in isolating vibration and maintaining the hushed interior calm associated with the brand. The new car is shorter than the Phantom by 250 mm / 9.8 in, so turn-in is slightly quicker, making for a wholly more agile driving experience. A lower centre of gravity, combined with the reduced wheelbase and incredibly stiff body, produces a ride that is on the reﬁned, comfortable side of sporty. Feedback from the wheels is informative but not intrusive. Imperfect road surfaces go unnoticed while feel through the steering wheel inspires conﬁdence. New spring dampers and lighter anti-roll bars have been engineered to maintain comfort without loss of agility. Self-levelling air struts continuously adjust for increased loading in harder cornering, giving drivers the ability to place the car through turns with absolute precision.The front double-wishbone suspension features a hydraulic mount to minimise vibration through the steering wheel. Multi-link rear suspension is designed for increased ride comfort with anti-lift and anti-dive technology. With no ﬁxed roof, much of the Phantom Drophead Coupé's weight naturally sits lower and further forward than in the Phantom, due to the structural roll-over protection built into the A-pillar. Nonetheless, a 50:50 weight distribution has been maintained.Other heavy components – the engine, gearbox and propshaft, for example – sit as low as possible, again contributing to the low centre of gravity. Grip is provided by standard-ﬁt Michelin PAX run-ﬂat tyres, metrically sized at 540 mm (approximately 20 inches in diameter). These tyres enable the Phantom Drophead Coupé to run for at least 100 miles / 160 km at speeds up to 50 mph / 80 km/h before being replaced. A remarkable level of control still exists, even with a tyre fully deﬂated. Optional 21-inch wheels with Goodyear run-ﬂat EMT tyres are also available, sitting on nine-spoke rims. The inclusion of run-ﬂat tyre technology removes the need for spare wheels and a jack, freeing up space in the luggage compartment. Since the weight of the wheels has a direct impact on ride comfort and driving dynamics, Rolls-Royce has developed a lightweight ceramic core to the wheels to reduce unsprung weight. Ample power is supplied by a 6.75-litre, naturally aspirated, V12 engine. Developing 453 bhp / 338 kW and 720 Nm / 531 lb ft of torque at 3500 rpm, delivery is smooth and abundant. Furthermore, with 75 per cent of engine power available at just 1000 rpm, progress from a standstill is easy and remains so throughout the rev range. The highly efﬁcient unit uses direct injection and variable valve timing. The engine is mated to a six-speed ZF automatic shift-by-wire gearbox. The powerful V12 will accelerate the Phantom Drophead Coupé to 60 mph in under six seconds and on to a limited top speed of 149 mph / 240 km/h. It stops in equally impressive fashion, using 374 mm / 14.7 in ventilated disc brakes at the front and 370 mm / 14.5 in at the rear. Twin piston alloy callipers at the front and single piston callipers at the rear bring the large-diameter wheels to rest. The braking system incorporates the latest four-channel anti-lock system. Emergency Brake Assist steps in under heavy braking, immediately applying full force in an emergency. At rest, an electromechanical park brake can be applied via a button on the dashboard. For maximum active safety, the sophisticated braking system is supplemented by an advanced dynamic stability control system that gives outstanding car control in an emergency situation. Final testing was carried out in several locations around the world. The hot-weather tests took place in the stiﬂing heat of Death Valley, USA and the Namibian desert, while cold-weather testing was undertaken in the harsh winter conditions of Scandinavia. CRAFTSMANSHIPCraftsmanship is a hallmark of Rolls-Royce. From the traditional wood and leather workshop skills to the complex welding of the aluminium spaceframe, a 21st century Rolls-Royce is a blend of hand crafted expertise and high-tech materials and techniques. With more than 350 man-hours invested in each car, not including the time taken to build the engine, nearly right is never acceptable. The maxim of company founder Sir Henry Royce still resonates around Goodwood today: "Strive for perfection in everything you do." From day-to-day production cars to the often complex Bespoke requests, Rolls-Royce has a skilled team adept at meeting the challenges of crafting the ﬁnest cars for the most discerning customers. For example, a number of the individual leather pieces used in the Phantom Drophead Coupé are larger than those in the Phantom, which makes their selection and usage more difﬁcult because of naturally occurring blemishes and imperfections. The skill comes in using each hide in such a way that these natural marks are hidden or discarded, minimising waste and resulting in a perfect ﬁnish.Other new materials, such as the teak and brushed steel, bring with them their own unique challenges. Wood is a deﬁning feature of the Phantom Drophead Coupé, and the woodshop team can spend up to a month preparing, matching, shaping and ﬁnishing each car's set. The teak deck is ﬁnished with a specially formulated oil blend to ensure a rich, natural, longer-lasting lustre. Its use on the Phantom Drophead Coupé is unlike any other in the automotive industry. With the brushed steel, the difﬁculty lies in getting exactly the same look to each of the parts – the grille, the bonnet and the A-pillar. After a great deal of research and testing, machine-brushing ﬁnished by hand-polishing was deemed the best way of achieving a uniform grain. Craftsmanship can be found throughout the Phantom Drophead Coupé, from the largest, most visible parts down to the smallest, unseen detail. By constructing each car with the same enthusiasm and passion with which it was designed, Rolls-Royce ensures that each one will offer a unique motoring experience, both to its owners and to all those who will travel in it. COLOUR AND TRIM Exterior colours:• Metropolitan Blue• Admiral Blue• Duck Egg Blue • Jubilee Silver • English White • Semaphore Yellow• Ensign Red • Woodland Green• Diamond Black Hood colours:• Silver• Black• Beige• Deep Red• Deep Green• Navy BlueInterior leather:• Crème Light • Black• Fleet Blue• Moccasin• Pine Green• Roseleaf• Fawn Brown• Dark Spice• Consort Red• Signal RedInterior veneers:• Elm Cluster• Piano Black• Brown Oak• Ash Burr• Mahogany Flare• Rosewood World versionTECHNICAL SPECIFICATIONS: WORLDDimensionsNumber of doors / seats 2 / 4Vehicle length 5609 mm / 220.8 inVehicle width 1987 mm / 78.2 inVehicle height (unladen) 1581 mm / 62.2 inWheelbase 3320 mm / 130.7 inTurning circle 13.1 m / 43.0 ftTrack, front 1687 mm / 66.4 inTrack, rear 1671 mm / 65.8 inWidth at shoulder height, front 1491 mm / 58.7 inWidth at shoulder height, rear 1298 mm / 51.1 inElbow room, front 1562 mm / 61.5 inElbow room, rear 1266 mm / 49.8 inHead room, front 980 mm / 38.6 inHead room, rear 943 mm / 37.1 inBoot volume (DIN) 315 ltr / 11.1 cu ftFuel tank capacity 80 ltr / 17.6 Imp galWeightUnladen weight (DIN) 2620 kg / 5776 lbAxle load ratio, rear (unladen) 51.4 %Gross vehicle weight 3050 kg / 6724 lbPayload 430 kg / 948 lbAxle load limit, front 1425 kg / 3142 lbAxle load limit, rear 1800 kg / 3968 lbEngine & transmissionEngine / cylinders / valves V / 12 / 48Fuel management Direct injectionDisplacement 6749 cc / 411.8 cu inStroke 84.6 mm / 3.33 inBore 92.0 mm / 3.62 inPower output @ engine speed 453 bhp / 460 PS (DIN) / 338 kW @ 5350 rpmMax torque @ engine speed 720 Nm / 531 lb ft @ 3500 rpmCompression ratio / fuel type 11:1 / premium unleaded1Transmission type ZF 6HP32Transmission ratios:1st / 2nd / 3rd / 4.171 / 2.340 / 1.521 /4th / 5th / 6th 1.143 / 0.867 / 0.691Reverse 3.403Final-drive ratio 3.460Steering & brakesSteering type Rack & pinion, speed-sensitive variable-rate power assistanceBrakes, front / diameter Ventilated disc / 374 mm / 14.7 inBrakes, rear / diameter Ventilated disc / 370 mm / 14.6 inAerodynamicsDrag Cd 0.37Drag Cd x A 1.004 m2 / 10.8 ft2Performance2Top speed 149 mph / 240 km/h (governed)Acceleration 0-100 km/h 5.9 secFuel consumption2Urban To be conﬁrmedExtra urban To be conﬁrmedCombined / range To be conﬁrmedCO2 emissions To be conﬁrmedWheels (standard PAX alloy)Tyre, front & rear Michelin PAX 265/790 R540 A 111WWheel rim, front & rear PAX 265 x 540 A ALUWheels (21 in alloy)Tyre, front Goodyear EMT 255/50 R21 106WWheel size, front 8 in x 21 inTyre, rear Goodyear EMT 285/45 R21 109WWheel size, rear 9.5 in x 21 in1. The engine is designed for octane grade 98 fuel; however, it may be run on fuel with a minimum octane grade of 91. 2. Subject to ﬁnal veriﬁcation.TECHNICAL SPECIFICATIONS: US VERSIONDimensionsNumber of doors / seats 2 / 4Vehicle length 5609 mm / 220.8 inVehicle width 1987 mm / 78.2 inVehicle height (unladen) 1581 mm / 62.2 inWheelbase 3320 mm / 130.7 inTurning circle 13.1 m / 43.0 ftTrack, front 1687 mm / 66.4 inTrack, rear 1671 mm / 65.8 inWidth at shoulder height, front 1491 mm / 58.7 inWidth at shoulder height, rear 1298 mm / 51.1 inElbow room, front 1562 mm / 61.5 inElbow room, rear 1266 mm / 49.8 inHead room, front 980 mm / 38.6 inHead room, rear 943 mm / 37.1 inTrunk volume (SAE) To be conﬁrmedFuel tank capacity 80 ltr / 21.1 US galWeightCurb weight 2620 kg / 5776 lbAxle load ratio, rear (unladen) 51.4 %Gross vehicle weight 3050 kg / 6724 lbPayload 430 kg / 948 lbAxle load limit, front 1425 kg / 3142 lbAxle load limit, rear 1800 kg / 3968 lbEngine & transmissionEngine / cylinders / valves V / 12 / 48Fuel management Direct injectionDisplacement 6749 cc / 411.8 cu inStroke 84.6 mm / 3.33 inBore 92.0 mm / 3.62 inPower output @ engine speed 453 bhp / 460 PS (DIN) / 338 kW @ 5350 rpmMax torque @ engine speed 720 Nm / 531 lb ft @ 3500 rpmCompression ratio / fuel type 11:1 / premium unleaded1Transmission type ZF 6HP32Transmission ratios:1st / 2nd / 3rd / 4.171 / 2.340 / 1.521 /4th / 5th / 6th / 1.143 / 0.867 / 0.691Reverse 3.403Final-drive ratio 3.460Steering & brakesSteering type Rack & pinion, speed-sensitive variable-rate power assistanceBrakes, front / diameter Ventilated disc / 374 mm / 14.7 inBrakes, rear / diameter Ventilated disc / 370 mm / 14.6 in AerodynamicsDrag Cd 0.37Drag Cd x A 1.004 m2 / 10.8 ft2Performance2Top speed 149 mph / 240 km/h (governed)Acceleration 0-60 mph 5.7 secFuel consumption3City To be conﬁrmedHighway To be conﬁrmedCombined / range To be conﬁrmedCO2 emissions To be conﬁrmedWheels (standard PAX alloy)4/5Tire, front & rear Michelin PAX 265/790 R540 A 111WWheel rim, front & rear PAX 265 x 540 A ALUWheels (21 in alloy)5/6Tire, front Goodyear EMT 255/50 R21 106WWheel size, front 8 in x 21 inTire, rear Goodyear EMT 285/45 R21 109WWheel size, rear 9.5 in x 21 inLuggage is housed within a picnic boot, a split tail compartment that opens in two parts giving easy access to the 315 litres of space. The lower tailgate provides a comfortable seating platform for two adults when lowered. Careful engineering of the folding soft-top roof means that it stows in a relatively small space resulting in a luggage compartment that remains unaffected regardless of whether the roof is up or down. The fabric hood is the largest of any modern convertible car and its acoustic insulation is exemplary. Five layers of material ensure that the cabin remains a serene space, even at speed. Lined with cashmere it has been tailored to stow in a relatively small space. At the core of the Phantom Drophead Coupé is an advanced aluminium chassis, perhaps the single most significant component in delivering the marques legendary refinement. Lightweight and exceptionally strong, it impacts positively on ride comfort, handling and safety. Hand made, it requires over 140 meters of welding in each chassis. Power is supplied by the same 6.75 litre naturally aspirated V12 engine found in the Phantom saloon, giving brisk performance and a 0-60mph time of 5.7 seconds. Rolls-Royce Motor Cars Chairman and Chief Executive, Ian Robertson, said, "The Phantom Drophead Coupé marks the next chapter in our history. While the saloon continues as the brand flagship, the Drophead leads us in a more informal direction, attracting new buyers to the marque. In the coming years other new models will strengthen the company still further." The Phantom Drophead Coupé has been carefully crafted to be aesthetically pleasing, yet practical too. Wood, leather, chrome and brushed steel have been used where most appropriate. Form and function have equal billing. The simplicity of the design belies a car built to provide years of effortless service. It will offer owners an unparalleled convertible experience, combining compelling driveability with exceptional engineering, technology and design – hand crafted from the finest materials to an exceptional level of quality.

Rolls Royce Phantom

2008-06-17T16:57:00.000+05:30

The Rolls-Royce Phantom is a British ultra-luxury saloon automobile made by Rolls-Royce Motor Cars, in the United Kingdom. It was launched in 2003 and is the latest Rolls-Royce branded car. It has a 6.75 L, 48-valve, V12 engine that produces 453 hp (338 kW) and 531 ft·lbf (720 N·m) of torque. The engine is derived from BMW's existing V12 powerplant.
It is 1.63 m (63 in) tall, 1.99 m (74.8 in) wide, 5.83 m (228 in) long, and weighs 2485 kg (5478 lb). The body of the car is built on an aluminium space frame and the Phantom can accelerate to 100 km/h (62 mph) in 5.7 s. It has a six-speed automatic transmission and double wishbone suspension.
An extended wheelbase Phantom was presented in March 2005 at the Geneva Motor Show, which is 250 mm (9.8 in) longer than the standard Phantom. It is currently referred to as the Phantom Extended Wheelbase[1] (or EWB).
Contents[hide]
1 Design
2 Novel features
3 Drophead Coupé
4 Sales
5 Gallery
6 References
7 External links
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[edit] Design
Only 15 percent of components are sourced from BMW models such as the BMW 7 Series. This comprises the powertrain, and electronics. The Phantom uses a unique chassis platform, body, interior, and retains the traditional Rolls-Royce design cues.
The intention was to avoid being seen as just an extension to the BMW range. When DaimlerChrysler introduced its Maybach luxury saloon, it was criticized for producing "the ultimate Mercedes" instead of a totally different car. The car shared many components with and looked like the less expensive S-Class Sedan. BMW learned from this lesson, selling the Phantom through separate dealerships where BMWs are not sold, while the Maybach showroom also sells the most basic of Mercedes models.
The aluminium spaceframe body is built in a BMW plant in Dingolfing, Germany and the V12 engine in Munich. Final assembly, as well as all wood and leather work, for each customer's individual specification is at a purpose built €100M plant at Goodwood, West Sussex, England. The Goodwood plant contains only two robots to paint the spaceframe body; all other work is done by hand, in keeping with the Rolls-Royce tradition.

[edit] Novel features
Instead of a tachometer, the car has a power reserve dial indicating how much of the engine's power is left available to the driver.
The rear doors are rear-hinged, a style commonly referred to as suicide doors, but called 'coach doors' by Rolls-Royce. Because of the rear-seating position in relation to the rear inner-door handles, buttons are mounted on both C-pillars which operate hydraulic motors in order to close the rear doors. An electronic lock prevents the doors from being accidentally opened when moving. The car will automatically brake to a walking speed if a coach door remains open when driving off.
The traditional Spirit of Ecstasy ornament has an electronic retraction mechanism to prevent theft and protect pedestrians in the event of an accident. It may also be retracted by the driver at the touch of a button. It also contains a sensor which detects movement, and will retract if tampered with.
The 'RR' logos on each of the wheel hubs are independent bezels in order to always remain upright while the wheel is rotating.

[edit] Drophead Coupé
Main article: Rolls-Royce Phantom Drophead Coupé
Rolls-Royce Phantom Drophead Coupé is the latest convertible made by Rolls-Royce which debuted at the 2007 North American International Auto Show in Detroit, Michigan on January 7, 2007. The platform is based on the Rolls-Royce Phantom and has styling heavily derived from the 100EX concept car unveiled to celebrate the company's centennial in 2004.

[edit] Sales
Annual sales[2][3]
Year
Sales
2003
300
2004
792
2005
796
2006
805
2007
1010
Total
3703
BMW has set a lifetime limit that only 10,000 units of the Phantom will be built[citation needed].
The base price is £250,000 in the UK and $300,000 in the US.
After selling 805 units in 2006, Rolls Royce first met its annual sales target of 1,000 vehicles in 2007 (1,010 Phantoms sold, Drophead Coupé sales included).[3]
In 2004, Rolls-Royce was selling twice as many cars as its closest rival Maybach.
The 2000th car rolled out of the Goodwood factory in December 2005.[4]
In July 2006, Rolls Royce produced a limited edition run of 25 cars called the "Phantom Black"[5]
The 3000th car rolled out of the Goodwood factory in March 2007.
Rolls Royce produced a limited edition run of 25 cars to commemorate the centenary of the Silver Ghost.[6]
Hong Kong Peninsula Hotel has purchased a fleet of 14 Extended Wheelbase Phantoms to replace the Silver Spurs in the fleet, all painted in a special "Peninsula Green" and delivered in December 2006, making history for being the largest single order for the Phantom.[7]
Luxury Vodka maker Grey Goose and Rolls Royce teamed up to create two customized limited-edition Rolls-Royce Extended Wheelbase Phantoms to help promote social responsibility while drinking.[8]
Rolls Royce released a special Tungsten edition Phantom which incorporated innovations featured in the EX101 Experimental Car.[9]

Porsche Carrera GT

2008-06-17T16:53:00.001+05:30

Specifications
Brakes & Tires
Brakes F/R:
ABS, vented disc/vented disc
Driveline:
Rear Wheel Drive
Tires F-R:
265/35 R18 - 345/30 R18
Engine
Displacement cu in (cc):
350 (5733)
Power bhp (kW) at RPM:
770(574) / n.a.
Redline at RPM:
n.a.
Torque lb-ft (Nm) at RPM:
n.a.
Type:
V10
Exterior Dimensions & Weight
Length × Width × Height in:
n.a.
Weight lb (kg):
n.a.
Performance
Acceleration 0-60 mph s:
n.a.
Fuel Economy EPA city/highway mpg (l/100 km):
n.a.
Top Speed mph (km/h):
n.a.
A Fiery Passion that Nobody can EscapeIntroduced at the Frankfurt International Motor Show two years ago, the Carrera GT was the undisputed highlight of the event. Today, Carrera GT owners have the opportunity to make this expensive and rare Porsche even more sporting and exclusive than it already is.This unbelievable excess of power and individuality is made by edo competition Motorsport.670, 715 and Even 770 bhpedo competition achieves this level of power thanks to the use of a modified intake system, re-calibrated engine controls, high flow air filters and new header catalytic converters. To round off this power package, edo competition delivers a full stainless steel performance exhaust system featuring electronic programmable butterfly-valve control.Acoustics are anything but neglected; the sport exhaust system, which is available in two different sound levels, produces a wonderful deep and sonorous tone, clearly announcing the approach of an edo competition Carrera GT.The cat-back exhaust system was developed on the dynamometer from start to finish. The result is a power increase of 25 bhp and a 22 ft-lb increase in torque. An additional benefit: the system is 40 lbs lighter.AerodynamicsThe aerodynamic rear wing is fabricated entirely from carbon fiber. The center portion of the Gurney Flap raises along with the retractable rear wing to produce additional downforce on the rear axle, along with the fixed flaps on either side of the wing.SuspensionThe 3-way adjustable edo/KW Competition shock absorbers and sports suspension system are designed for motorsports. For our 3-way adjustable shock absorbers, we employ gas mono-tube shocks that are adjustable for compression and rebound (separate adjustments for low/high speed compression damping) and feature a remote oil reservoir. The damping forces can be adjusted individually.edo competition also offers an electro-hydraulic nose lift system as optional equipment.WheelsOptimum grip is provided by edo competition’s wheel and tire combinations. Employing a new wheel design, the edo competition Carrera GT is equipped with a set of 18 in. forged wheels wrapped in Michelin Pilot Sport Cup tires. Front: 265/35 R18, Rear: 345/30 R18. Polished stainless steel outer rims and high-strength aluminum inner rims make these wheels a visual highlight. All modifications are carried out exclusively at edo competition Motorsport GmbH in Ahlen.
Base Price: 2007 Porsche Carrera GT by Edo Competition - n.a. (last update: 12/14/2007)

Porsche 911 Turbo

2008-06-17T16:36:00.000+05:30

Specifications
Brakes & Tires
Brakes F/R:
ABS, vented disc/vented disc
Driveline:
All Wheel Drive
Tires F-R:
235/35 ZR19 - 305/30 ZR19
Engine
Displacement cu in (cc):
220 (3596)
Power bhp (kW) at RPM:
480(353) / 6000
Redline at RPM:
6750
Torque lb-ft (Nm) at RPM:
460(620) / 1950-5000
Type:
Twin-Turbo Flat-6
Exterior Dimensions & Weight
Length × Width × Height in:
176.3 × 72.9 × 51.2
Weight lb (kg):
3495 (1585)
Performance
Acceleration 0-60 mph s:
3.7
Fuel Economy EPA city/highway mpg (l/100 km):
18/25 (12.8)
Top Speed mph (km/h):
193 (310)
The Everyday Supercar: Porsche 911 TurboThe 2007 911 Turbo may be unmatched in its breadth of performance. Few machines can so easily warp our perception of what is possible from a state-of-the-art performance car, and yet so ably serve as a practical and comfortable conveyance for every-day driving. The new Porsche 911 Turbo features a revolutionary 480-horsepower, twin-turbocharged, 3.6-liter boxer engine with the world’s first gasoline-engine application of variable turbine geometry (VTG), a redesigned all-wheel-drive system, and evolutionary styling.The new 911 Turbo’s engine produces 480 hp at 6,000 rpm, 60 bhp more than its predecessor, raising specific output of the 3.6-liter boxer-Six to an all-time high of 133 bhp per liter. More notable is the engine’s torque curve, which has been bolstered and broadened by the variable turbine geometry system. Peak torque rises to 457 lb-ft (previously 415 lb-ft), but that peak now spans an extended rpm range from 1,950 to 5,000 rpm, compared to 2,700--4,600 rpm in the previous 911 Turbo. Additionally, a function in the optional Sport Chrono Package allows a 10-second, mid-rpm-range ‘overboost’, temporarily increasing turbo boost under full throttle by 2.9 psi, and swelling peak torque to 502 lb-ft.A 911 Turbo equipped with the optional 5-speed Tiptronic S automatic transmission requires only 3.4 seconds to sprint from 0 to 60 mph. Equipped with the standard six-speed manual transmission, the new 911 Turbo reaches the same 60 mph mark in 3.7 seconds. With either gearbox, the top track speed of the new 911 Turbo is 193 mph.Much of the 911 Turbo’s improved performance can be attributed to the variable turbine geometry system, the first such system available on a turbocharged gasoline engine. The heart of the technology is adjustable guide blades, which can vary in angle to most effectively guide engine exhaust flow onto the turbocharger’s impeller wheel. The result is a system that provides the advantages of both a small and large turbocharger, improving flexibility and acceleration, particularly at low engine speeds.To transfer this power to the road, the new 911 Turbo features a redesigned all-wheel-drive system, with an electronically controlled multi-disc clutch replacing the previous model’s viscous clutch. Porsche Traction Management (PTM) allows variable power distribution fore and aft, and depending on conditions, the system’s electronics constantly determine optimal torque distribution to ensure ideal traction. In use, PTM provides exceptional agility on winding roads, outstanding traction in inclement conditions, and impressive active safety even at higher speeds. Though powerful, the 911 Turbo’s PTM setup is one of the lightest all-wheel-drive systems on the market.The new 911 Turbo’s accelerative performance is duly tempered by its brake system, which is comprised of six-piston monobloc calipers up front, and four-piston monobloc calipers at the rear. Brake disc diameter at all four corners has been increased 20 mm, to 350 mm (13.78 in.). Optional is Porsche’s Ceramic Composite Brake system (PCCB). In addition to the exotic pad and rotor material, the PCCB option provides an increased front disc diameter (380 mm /14.96 in.), absolute corrosion resistance, improved fade stability, and a 37-pound unsprung-weight savings versus the standard brake system.Styling changes made to the new 911 Turbo are evolutionary. The modified front end features tautly drawn cooling air inlets, widely spaced and deep-set fog lights, and new LED indicators situated in the lateral air inlets. From the rear, the Turbo takes on a more powerful stance thanks to a tail 22 mm (0.9-in.) wider than that of the previous model. The redesigned wing spoiler has been aligned to the wider profile, and slopes downward slightly at each end to nestle the rear fender’s contours. The lateral air inlets behind the doors have also been redrawn, and together with the new air ducts, afford a more efficient supply of cooling air to the intercoolers.
Base Price: 2007 Porsche 911 Turbo - $122,900 / 133,603 € (last update: 4/2/2007)