In the end, time has passed quickly for the new Ferrari and knowing that it’s already come around we were a little so-so about the news, waiting for October and Paris. But we reported the news that in May we would know something about the highly-expected Maranello, and now we’re enthusiastically indulging in the sound of the V8 presented on the mini-site.

What else can we say? There are only several days left until May 20 when at 7pm the nervous wait will be over and we can show you pics of the new Ferrari but the countdown still shows more than 70 days - we’re not sure we can handle the wait.

The managing director of the Fiat group then calmed everyone, underlining that 500 million euro will, however, be invested to acquire the assembly chain required for a new car, substituting the current Lancia Ypsilon with a relative hiring plan of 500 employees. Moreover the colossal 1.1 million euro renewal plan (opening of a second line of production which will increase manufacturing levels to 200,000 cars annually) would have been abandoned in the face of conditions judged “unfavourable”, such as to not reach an agreement on the 430 million euro of public assistance.

With thanks to bibo

Via | ccfa

Audi officially launches the S tronic 7-speed gearbox, a new double clutch robotized transmission that can be coupled with longitudinally mounted engines, with the Quattro four-wheel drive system. This new S tronic transmission can also handle up to 550 Nm of torque, meaning it can be coupled to engines such as the 3.0 V6 TDI or the 4.2 V8 engine of the S5. Or the 4.2 V8 of the RS4, for that matter, since it can handle engines revving up to 9,000 rpm!

The transmission spread is 8:1, meaning it can both accomodate extremely sporty shifts low in the range and long ratios for cruising. More details in the full text of the press release below the fold. No details yet on which models will first feature this new S tronic gearbox.

Ingolstadt, 2008-03-19
The new Audi S tronic
Seven gears for dynamics and efficiency

* News high-tech transmission with twin-clutch technology
* Shifts at lightning speed with high efficiency
* Suitable for longitudinal installation and quattro drive

Seven gears that shift at lightning speed without interrupting traction – Audi presents a new phase in the evolution of transmission systems. The seven-speed S tronic combines its dynamic working method with high efficiency. The new twin-clutch transmission is designed to work with longitudinally installed engines and the quattro all-wheel drive system, and its 550 Nm torque capacity makes it suitable for a wide range of sporty models. Audi will introduce the new S tronic into multiple model lines in series production during the course of this year.

With the seven-speed S tronic, Audi is launching a new phase in its drive strategy. The new transmission, which was developed entirely by Audi, is intended for the mid-range model lines. Audi has designed it to be sporty while also being a highly efficient high-tech component.

Audi drivers can use the new seven-speed S tronic in various modes. The fully automatic mode, in which the computer selects the gear, keeps the D (Drive) and S (Sport) programs available. The gears can also be manually switched with the shift selector lever or with the optional rocker switch on the steering wheel – an amazingly fast process.

The new high-tech transmission from Audi gives the driver a dynamic and comfortable sense of shifting with unsurpassed precision and perfection. It combines outstanding economy with superb agility and potential for sporty driving.

The seven-speed S tronic is composed of two transmission structures. It integrates two multidisk clutches that control different gears. The large K1 clutch located on the outside conducts the torque via a solid shaft to the gear wheels for the odd gears 1, 3, 5 and 7. They are located in the rear of the cast-aluminum transmission housing, toward the center of the vehicle.

A hollow shaft rotates around the solid shaft. It is connected to the smaller K2 clutch, which is integrated into the inside of its larger sibling, and which controls the gear wheels for the even gears 2, 4 and 6, as well as reverse gear. All gear wheels are located in a single row on both drive shafts, in the order 4, 6, 2, R, 1, 3, 7 and 5.

Both transmission structures are continuously active, but only one is powered at a time by the engine. For example, when the driver accelerates in third gear, the fourth gear is already engaged in the second transmission structure – lying in wait, so to speak. The switching process takes place as the clutch shifts – while K1 is opening, K2 closes at lightning speed. This process takes only a few hundredths of a second and is completed without interrupting traction. It is so comfortable and smooth that the driver hardly notices it.

The power flows from the drive shaft to the self-locking center differential of the quattro drivetrain, which distributes it into two directions. In the basic distribution, 60 percent of the torque flows over the cardan shaft to the differential for the rear axle, and 40 percent flows over a side shaft to the bevel gear of the front-axle differential. Because this shaft is installed at a 7.2 degree angle, it uses a slanted, beveloid gear. To reduce weight, it is also hollow.

The asymmetric-dynamic power distribution provides sporty and agile driving characteristics with slight emphasis on the rear end. When needed, the center differential can deliver up to 85 percent of the power to the rear axle or a maximum of 65 percent of the power to the front axle.

Typical Audi: uncompromising quality

Each component of the new seven-gear S tronic attests to Audi’s innovative way of thinking and to the company’s uncompromising quality standards. Carbon-coated synchronizer rings ensure synchronization of unsurpassed quality and stability. The gears one through three and reverse are also designed as three-cone synchronizations.

Highly precise management of both multidisk clutches was one of the most important development goals. This was achieved in part with a compact pressure cylinder, electronically controlled rotation speed compensation and the use of an optimized coil spring package. This package of technology provides maximum precision and comfort at startup and shifting.

The transmission is managed by the so-called mechatronic module. This module involves a compact group of control units and hydraulic control valves that is integrated on the left of the transmission when facing the direction of travel. Its control concept allows the speed of the gear shifting process to vary and extremely precise control of the power necessary for the process.

The required control pressure is provided by an efficiently operating oil pump that is located next to the mechatronic module and is driven by a gear section. The oil pump is supported by a vacuum booster for cooling the twin clutch during starting. This allows the amount of oil pumped to be roughly doubled as needed without increasing power.

A unique feature of the seven-speed S tronic is its two separate oil systems. While the twin clutch, mechatronic module and oil pump are supplied by their own oil circuit with seven liters of automatic transmission fluid (ATF) oil, the wheelsets and the central and front-axle differential are lubricated with about 4.5 liters of hypoid gear oil. This separation allowed the development engineers to position all of the components ideally, without being forced to compromise by using a single lubricant.

Audi has designed the new seven-gear S tronic to provide both exhilarating driving and consistent economy. The new high-tech engine is notable for its very high efficiency. Its highly intelligent controls also allow economical driving in automatic mode. The maximum possible transmission-ratio spread of 8.0:1 allows a sporty, short transmission ratio for the first gear as well as an rpm-sinking, long ratio for the last gear. The seven-speed S tronic is designed for up to 9,000 rpm and can transmit torque of up to 55 Nm.

Vorsprung durch Technik: the history of S tronic

Audi has led the march in the field of transmissions for many years. The introduction of quattro all-wheel drive in 1980 was a milestone in the history of automotive technology. And the S tronic is a prime example of the company’s basic philosophy – “Vorsprung durch Technik.”

The first Audi with a twin-clutch transmission was produced way back in November 1985 – the Sport quattro S1, which was driven by Walter Röhrl and his copilot Christian Geistdörfer in the World Rally Championships. Röhrl, the finest rally pilot of his time, described his 350 kW (476 hp) sports car as “a formidable thing” and a “natural phenomenon” – and the high-tech transmission provided him with even more powerful performance.

The twin-clutch transmission, which was controlled electrically with a short touch control lever in the S1, could shift through its five gears at lightning speed. Because the traction was not interrupted, the turbocharger for the five-cylinder engine remained constantly pressurized – a bypass in the engine’s airways supported this effect. A twin-clutch transmission was also on board the S1 during training for Röhrl’s victorious storming of the peaks during the 1987 Pikes Peak mountain race in Colorado.

The S tronic is one of the most versatile solutions in Audi’s range of transmissions. In the spring of 2003, Audi introduced the technology in series production in the TT Coupe and Roadster, combined with the high-torque 3.2-liter V6 with 184 kW (250 hp). The ultra-compact twin-clutch transmission, designed for transverse installation with six gears, was the perfect complement to the powerful engine. TT pilots could use it in automatic mode or shift the gears by hand, either with the short shift selector lever or with rocker switches affixed behind the steering wheel.

In the past five years, the new technology in the TT and A3 has become firmly established – as dynamic high-tech alternatives to hand-shifting as well as being fully imbued with the positive attributes of a conventional geared automatic transmission. Due to its wide range of strengths, the S tronic is also available in the A3 with a TDI four-cylinder engine. By the end of 2007, Audi had produced 188,338 cars in both model lines with twin-clutch transmissions.

A wide-ranging program: the ideal solution for every need

Today, Audi has a wide-ranging portfolio of transmission technology options – five technologies with widely varying characteristics may now be selected to perfectly fulfill their specific range of applications. Aside from the sporty S tronic with six – and now seven – gears, Audi offers a classic manual transmission, an automatic R tronic, the comfortable tiptronic torque-converter transmission, and the versatile, continuously variable multitronic – at least two customized solutions are available for each model range. The common denominators among all of these transmissions are compact and light construction, high efficiency, precise functioning in extremely durable quality, and convenient and simple operation.

Manual shift transmissions are available in many of the model ranges, from the compact A3 to the A6, along with the TT, the Q7 and the R8; they are suitable for combination with front-wheel and quattro drives. In the A4 and A5 model lines, Audi has introduced a new generation of transmissions that are notable due to modified positioning of the differential and for their greatly reduced internal friction, which further improves efficiency. Most manual transmissions operate with six gears. In the A3 1.9 TDI e and A3 Sportback 1.9 TDI e, five-gear transmissions are used in which the upper gears feature a somewhat longer gear ratio – which helps sink consumption on average to an exemplary 4.5 liters of diesel per 100 km (52.27 mpg).

The sequential-shift R tronic with six gears is reserved exclusively for the R8; as befits the character of a supercar, the engineers have designed it to be especially dynamic. In the R tronic, hydraulic units manage activation of the gears and clutch, and the driver’s commands are transmitted electronically.

The tiptronic transmissions from Audi are found in all sedan model lines, from the A3 to the A8, as well as in the high-performance Q7 SUV, in combination with front-wheel or quattro drive. The great strength of this classic torque-converter transmission is in its highly convenient shifting. In order to improve this even further while also improving efficiency, in the latest configuration, engineers have modified the damping system in the torque converter. In addition, gear shifting is completed more swiftly.

The redesigned multitronic also features even greater efficiency and dynamics. The continuously variable transmission from Audi combines the advantages of manual gear shifting with the strengths of an automatic. As an especially comfortable driveline, the multitronic available in the A4, A5, A6 and A8 is paired with front-wheel drive. The new seven-gear S tronic developed by Audi, which will be introduced in series production in multiple models during the course of this year, is combined with quattro technology – Audi has designed it as a sporty and highly efficient high-tech transmission.

The official announcement of the Alfa Mi.To is out. Mi.To is short for Milano-Torino: Milan is the historical Alfa Romeo base and the place where the Mi.To was designed, Turin is the city that will be responsbible for the Mi.To’s production.

The Mi.To’s style is inspired by the 8C Competizione, especially the glass surfaces, the front, the headlights and the frontlights.

The Mito has dimensions very similar to those of the Grande Punto, with which it shares the underlying platform: 4.06 metres long, 1.44 metres high and 1.72 metres wide.

Initially there will be four turbocharged engines, ranging from 90 hp to 155 hp. There are no details on the exact engines, but we can expect the 90 hp engine to be the same 1.3 JTD used in the Grande Punto and the 155 hp engine to be the same 1.4 T-Jet used in the Grande Punto Abarth. The other two engines will probably be the 120 hp 1.4 T-Jet and another diesel engine (either the 105 hp power step of the 1.3 JTD or the new 1.6 JTD).

Alfa Mi.To: World Premiere
With the Mi.To, Alfa Romeo wishes to offer a new generation of Alfa aficionados the most compact sports car ever.

An up-to-date and innovative car, a name redolent of history. The name Mi.To has great evocative resonance for Alfa Romeo, since it was chosen as a sign of a deep-seated link between the past and future of the brand: between Milan, the city of design that brought the car’s style into being, and Turin, which will be responsible for its industrial production. A decision that highlights the brand’s strong desire to consolidate its Milanese roots.

The Mi.To is the first car to be built since the 8C Competizione, Alfa Romeo’s icon of style and technology, from which it borrows certain characteristic traits: the particular shape of the unframed side windows, the three-lobed motif that distinguishes the front bumper, the shape of the headlights and the LED tail lights. The headlights and tail lights represent a distinctive personalised feature: a frame featuring different forms of material processing and colours to create an ultra-stylish eye-liner effect that underscores the car’s style and aggression.

The highly personal dashboard and seats ensure that the interior represents the ultimate expression of Italian style, welcoming yet sporty, with top-quality materials and the closest attention to detail.

The greatest thought has also gone into defining the dimensions, which add up to a compact and dynamic shape: the Mi.To is 4.06 metres long, 1.44 metres high and 1.72 metres wide.

Style, design, and more: performance and technology must always be top-of-the-range in an Alfa Romeo. As all the brand’s models, the Mi.To is able to appeal to the most demanding customers with its exciting driveability, determined partly to the Alfa DNA system. This control acts on the engine, brakes, steering, suspension and gearbox, allowing three different vehicle behaviour modes based on the driving style best suited to the situation or the customer’s wishes: supersporting (Dynamic), town driving (Normal), maximum safety even in difficult grip conditions (All-Weather). Mi.To is the first car in its segment to offer such innovative technological content.

Great performances are guaranteed by a range of 4 engines, all Turbo (petrol and diesel), that currently range from 90 hp up to 155 hp, with the range due to be extended by even higher power ratings.

Performance and handling have been developed and optimised to offer maximum driving satisfaction in complete safety. The Mi.To offers true Alfa Romeo sporting ride, featuring contractive suspensions – standard on all specifications and engines – that considerably reduce roll and maximum active, passive and preventive safety: VDC stability system as standard and a vehicle structure that is already designed to obtain the top EuroNCAP rating in the future.

The Alfa Mi.To will be introduced to the international press during June and will then be gradually introduced from July in all the major markets.

Audi will be showing the new R8 TDI Le Mans in Geneva: it’s another study with the 6.0 V12 TDI engine (500 ps/1,000 Nm), but this time it seems ready for production and this seems to be the assumption underlying the press release.

The red color is a much bolder choice compared to the silvers and arctic whites seen up to now on R8 show cars, almost as bold a statement as the Le Mans name, there to underline the victories in Le Mans of the R10 TDI in 2006 and 2007.

Below you can find the full text of the press release, with all available details on the “diesel supercar” from Ingolstadt (4.2 s from 0-100 km/h, more than 300 km/h the top speed).

Outstanding Torque for the Top Class
Audi R8 TDI Le Mans

Audi is presenting a revolution in the top class – the first 12-cylinder diesel engine in a high-performance roadgoing sports car. The V12 TDI with a displacement of six liters powers a concept car based on the Audi R8. This unit generates a huge 500 hp and 1,000 Newton-meters (737.56 lb-ft) of torque. Audi is writing a new chapter in diesel technology with this power unit. Equipped with the expertise that Audi has built up through its motor sport activities, the R8 TDI Le Mans in Brilliant Red embodies superb road handling, pioneering technology and fascinating design.

The V12 TDI is closely related to the engine in the Audi R10, the two-time Le Mans winner – so it catapults the Audi R8 into supercar terrain concerning performance too. It sprints from zero to 100 km/h (62.14 mph) in just 4.2 seconds and its top speed is well over 300 km/h (186.41 mph). The peak torque, reached at only 1,750 rpm, paves the way for effortless acceleration that is unrivaled even at this level.

The new V12 TDI belongs to Audi’s family of V engines but has the ideal included angle for this engine type of 60 degrees between cylinder banks. Its highlights include the new chain drive layout that includes the two newly developed high-pressure pumps for the common rail injection system.

Its sound is as thrilling as you’d expect in a sports car of this caliber. For all the subtle smoothness that typifies this design principle, the twelve-cylinder unit is full-bodied and equipped with energetic overtones that make no secret of its performance potential.

The Genes of the Winner

Thanks to their high performance and pulling power, all Audi TDI engines are ultra-dynamic sources of power. The brand has often enough demonstrated its sporty character in its production cars, especially the six- and eight-cylinder 3.0 TDI and 4.2 TDI. Audi has also been writing a new chapter in its success story on the racetrack since 2006. The diesel engine in the R10 sports prototype won its very first endurance race at Sebring, Florida, when it was pitted against an entire field of gasoline-engined challengers. But its most crucial victories were surely in 2006 and 2007 in the 24 Hours of Le Mans, when it simply outclassed the international elite.

The V12 TDI race engine in the R10 produces over 650 hp from a displacement of 5.5 liters, giving it the potential for a top speed as high as 330 km/h (205.05 mph) depending on the gear ratios. Its power and sturdiness immediately impressed both fans and experts, who were impressed by its restrained noise level. Unusual for a race engine, this powerful Audi diesel makes barely more than a whisper.

Long traditions of motor racing and production technology complement each other at Audi. The FSI engine of the R10’s predecessor, the R8, captured five wins at Le Mans with a direct gasoline injection system. Audi is also looking to maximize the advantage by using the race-tested FSI principle in its production models. The latest examples of this are the V8 with high-revving concept in the RS 4 and the production version of the Audi R8.

The Drivetrain

The roadgoing version of the new V12 TDI is built at the Györ plant, in Hungary. And the R8 TDI Le Mans still has a massive 500 hp on tap. In developing the six-liter engine, it was a clear priority to integrate it into the current family of Audi V engines, of which many thousands of versions with 6, 8 and 10 cylinders have already been built – both gasoline and TDI.

Audi’s engineers were in an ideal position to use their experience building the racing engine to develop the road version. Like the other power units in this range, the distance between cylinder bore axes on the V12 TDI is 90 mm (3.54 in.). Yet its included angle is 60 degrees, not 90 degrees. This means no free inertial forces or mass moments of inertia can occur with the V12. The results are refined in every respect.

The 83.0 mm (3.27 in.) bore and 91.4 mm (3.60 in.) stroke produce a total displacement of 5,934 cc – just like the 3.0 TDI. At only 684 mm (26.93 in.) long, this large diesel engine is very compact and just 166 mm (6.54 in.) longer than the V8 TDI. This compact length is key to accommodating the V12 in the mid-engined Audi R8.

The V12 TDI crankcase is made from gray cast iron with vermicular graphite – a high-tech material referred to as GJV-450 that is already used on the V6 and V8 TDI engines. GJV-450, made by a patented casting process, is about 40 percent more rigid and 100 percent more fatigue-resistant than gray cast iron. This enabled the developers to make its walls thinner, cutting its weight by around 15 percent compared with conventional gray cast iron.

The two cylinder heads are each made from three main elements. These are a base section made from a high-strength aluminum alloy incorporating the intake and exhaust ports, an oil-bearing upper section, and a reinforcing ladder frame supporting the two camshafts.

The valves are actuated by low-friction roller cam followers; the compression ratio is 16.0:1. Map-controlled swirl variation of the combustion air has been adopted from the V6 and V8 TDI engines. This produces permanently optimized swirl concerning both emissions and high performance.

Ultramodern Injection Technology

As is the case in the Audi V engines, the no-maintenance chain drive is mounted at the back of the engine, where it occupies little space. Its layout has changed on the new V12 TDI. The camshafts’ sprocket engages in an intermediate gear via which two Simplex chains drive the camshafts. Two more chains drive the oil pump and the two high-pressure pumps actuate the common rail injection system.

The two new dual-piston high-pressure pumps form part of the common rail injection system supplied by specialty manufacturer Bosch. The two pumps build up a pressure of up to 2,000 bar in the rails. The piezo injectors with eight-hole nozzles have also been fundamentally revised.

The high pressure distributes the mixture optimally throughout the combustion chamber. The result is that the ignition process is faster, more homogeneous and more acoustically refined. The more efficient combustion process also increases power output, cuts consumption and reduces pollutant emissions.

The current generation of so-called inline injectors makes effective use of the piezo effect: piezo crystals expand in a fraction of a millisecond when an electrical voltage is applied. The number of injection processes per operating cycle can be varied across a wide range thanks to piezo technology – reaching as many as five fuel injection operations in the case of the V12 TDI.

As well as the main injection, pilot and post injections are possible. Pilot injections tone down the acoustic harshness of the combustion process. Retarded post injections are designed specifically to increase the temperature of the exhaust gas, promoting regeneration of the two standard particulate filters.

The two turbochargers are located on the outside of the engine’s V, each of them supplying one bank of cylinders. Thanks to their variable turbine geometry, the full flow of exhaust gas always passes through the turbine, so the chargers respond slickly – even at low engine speeds – and operate very efficiently.

The two turbochargers, which generate up to 2.6 bar of boost pressure, play a crucial role in producing the huge torque of 1,000 Nm (737.56 lb-ft) that the V12 TDI maintains from 1,750 rpm to 3,000 rpm. In developing 368 kW (500 hp), the diesel achieves a specific output of 62.0 kW (84.3 hp) per liter displacement.

Two large intercoolers reduce the temperature of the compressed air. The V12 has a twin-pipe exhaust system with two particulate filters. The intake system is similar in structure with one air cleaner per cylinder bank, with an airflow meter behind it. Two control units, sharing the workload in a master/slave principle, manage events in the engine.

The Audi R8 TDI Le Mans already fulfills the Euro 6 emissions standard that is likely to take effect in 2014 and calls for sharply reduced nitrogen oxides. By also designing in ultra-precise fuel metering by the common rail system, Audi’s engineers have made full use of current clean diesel technology.

The heart of the system is a special catalytic converter downstream of the oxidizing catalyst and the particulate filter. The second component in the system is an additional tank containing an aqueous urea solution. Small quantities of the solution, known as “AdBlue,” are injected into the exhaust system. The hot exhaust gases break the solution down to form ammonia that splits the nitric oxides into nitrogen and water. The system remains effective for the entire service life of the vehicle.

The dynamic character of a sports car depends not just on its performance and torque; the transmission ratios have to be right too. In keeping with the character of a high-performance sports car with unbeatable torque potential, the transmission in the R8 TDI Le Mans has six manually operated gears.

The manual transmission is very compact in design. Together with the small-diameter double-plate clutch, this means it can be installed low down. The manual transmission has very short shift travel and utterly precise guiding of the shifter into the open gear lever gate. It is made from polished aluminum, has an agreeable feel and exquisite sports car looks.

Such a high-performance Audi also has quattro permanent all-wheel drive. In the case of this mid-engine sports car, power is distributed variably between the front and rear wheels from a starting ratio of 40:60 to optimize the handling.

The Design

The R8 TDI Le Mans with Brilliant Red bodywork looks even wider and more resolute than the core model. It shows its potential through its muscular proportions, accentuated wheel arches and even larger air apertures. The rhombus-pattern cover on the air inlets and outlets is the hallmark of Audi’s sporty top models and a familiar feature of the current RS generation.

Typical of the side view of the R8 is the sideblade. Much wider in the bottom third, it visually accentuates the engine’s position as well as acting as an enlarged air deflector.

The continuous aluminum spoiler lip that connects the front and rear diffusers with side air baffles below the enlarged sills also pays tribute to this version’s highly developed dynamic talents.

And yet the R8 is unmistakable for its powerful, elegant basic proportions. The selective but always precise use of lines is another typical Audi characteristic, as is the curved arc of the roof. One new aspect is the glass roof of the passenger compartment with two large transparent sections. These, together with the glazed engine compartment behind, create a radically new formal element. The unmistakable NACA duct in the middle of the roof is a functional detail that is normally reserved for racing cars. Its ingenious shape accelerates the air drawn in here for the two cylinder banks of the V12 TDI engine.

The V12 TDI is displayed as the beating heart of this sports car, like a work of art inside a large showcase. Its look, underscored by the air deflectors located beneath the restyled rear glass lid, differs clearly from its production counterpart. The engine can even be seen after dark, when white light-emitting diodes illuminate the engine compartment – as on the production R8 version. This “showroom” can additionally be fully lined in genuine carbon fiber, for a particularly exclusive look.

The continuous line running from the front apron across the wheel arches and flanks to the tail end, then back down the other side, is one of the latest design hallmarks of the Audi brand. This “loop” naturally encompasses the air apertures, the headlights and the taillights.

Unmistakable Face by Day and Night

The passion expressed through the elaborate design of the lights is another typical Audi trait. Nor is anyone likely to overlook this Audi sports car from behind: the LED taillights have a three-dimensional look that can’t be missed.

But the absolute highlight is the all-LED headlights of the study vehicle. With their lenses and reflectors, not only do these innovative light sources have a ground-breaking appearance, they also have an enormous functional advantage: LED light, with its color temperature of 6,000 Kelvin, resembles daylight much more closely than xenon or even halogen light. Better light means the driver will have much less fatigue when driving at night.

Ergonomic and Elegant

The interior’s design is as sporty and exclusive as the exterior: the characteristic element here is the monoposto – an expansive arc running around the steering wheel and instruments, connecting the driver to the car. The interior consequently picks up on the dynamism of the R8 TDI Le Mans and gives it tactile expression in a form that is accessible the moment you climb in.

The three-spoke sport steering wheel of course remains the focal point of the car’s controls. With a diameter of 365 mm (14.37 in.), it is both sportily compact and ergonomic in shape. The steering wheel rim has a flat lower edge. This is a further aspect of the auto racing feel in the Audi R8 TDI Le Mans, but one that also brings major functional benefits, facilitating entry and exit for the driver. The steering wheel is covered in fine Valcona leather, with a diecast magnesium core providing strength.

The start/stop button for the engine and the Drive Select switch with the Dynamic/ Sport/Race settings are arranged on the steering wheel. The latter controls the engine and transmission electronics as well as the magnetic ride dampeners in each of three different modes.

In Race mode, the instrument lighting changes from white to red. The navigation system shows a combined display with lap timer and navigation information for the racetrack being driven. Or supplementary information such as centrifugal force and boost pressure can be called up.

Concentrating on the essentials was the priority in the ergonomic arrangement of all Audi R8 versions. The most important consideration – particularly for high-speed driving – is short reach distances for all controls, to keep the time that the driver has only one hand on the steering wheel to a bare minimum. In typical Audi style the monitor is well within the field of view, and the elements of the MMI operating system are located directly below it.

Compared with the production version, the R8 TDI Le Mans’s interior has much larger aluminum applications, especially around the center console. The many carbon fiber elements give the interior a decidedly sporty feel.

The R8’s exceptional everyday practicality for a sports car is maintained in the study vehicle’s spaciousness, even though the longer engine takes up more room. The two occupants have the generous wheelbase of 2.65 meters (8.69 ft.) to thank for the interior comfort. This means the driver and passenger will always be able to find their perfect seated position, whatever their build. The view is also very good for a mid-engine vehicle. Narrow A-posts optimize the field of view to the front and sides.

Light but Highly Rigid Body

The body of a sports car needs to be particularly light and rigid. Low weight permits superior road performance, and rigidity is the crucial starting point for an agile driving feel allied to high precision. The Audi Space Frame body, made from aluminum, provides the ideal basis for this.

Audi has more expertise than any other manufacturer worldwide in the design and production of vehicles based on aluminum technology, and has channeled its accumulated know-how into this area.

The entire bodyshell of the study car weighs just 210 kilograms (462.97 lbs.). In ASF technology, the body’s supporting structure is made of extruded aluminum sections and die-castings. Aluminum panels are incorporated into this skeleton to form a positive connection and perform a load-bearing role. Each individual component of the ASF space frame is optimized for its specific task by the use of widely differing shapes and cross-sections, combining maximum stability with minimal weight. It adds up to a car that’s particularly light and rigid, an outcome that can be felt in the R8’s ultra-precise driving feel.

The aerodynamics experts at Audi have done their work so thoroughly on the study car that, as an added benefit of its elegant shape, the body actually generates downforce – unlike many other sports cars. This aids directional stability at high speeds. It is achieved partly by means of an extending rear spoiler that is much larger than on the production version, and also thanks to the fully clad diffuser underbody.

Two large-format diffuser apertures in the rear bumper demonstrate just how much aerodynamics dictate the shape of the study vehicle. The tailpipes of the exhaust system are located in pairs on the right and left above the diffuser apertures. The add-on, automatically extended rear spoiler also interacts with the air as it flows around the car. The extra downforce it provides increases the efficiency of the air intake generated by the aerodynamic design of the underbody and diffusers. At low speeds, the rear spoiler returns to its initial position.

Chassis

The precision chassis of the Audi R8 TDI Le Mans remains supremely in control of the sporty performance, but is capable of assuring relaxed driving pleasure over long distances too. The sports car is spontaneous and agile at obeying steering movements, always demonstrating exceptionally good driving safety. The suspension, with double wishbones at both the front and rear, is optimized for a neutral self-steering response and maximum ease of control.

The study car, too, has the innovative dampening technology known as Audi magnetic ride. This adapts the chassis characteristic to the profile of the road and the driver’s style within milliseconds.

Ceramic Brakes with Extreme Reserves

A generously dimensioned brake system supplies the necessary braking force. It applies a total of 24 pistons to the four brake disks, combining excellent performance with minimal weight and high durability. The disks are made from carbon fiber reinforced ceramic, a material that has repeatedly proven its worth in the aviation and aerospace sectors. The basis is very hard, frictionally resistant silicon carbide, with its diamond-like crystalline structure. Embedded in it are high-strength carbon fibers that absorb the stresses occurring in the material. The intricate geometry of cooling ducts in the ventilated disks prevents extremely high temperatures. The ceramic brake disk ring is bolted by 10 spring-loaded elements to a stainless steel central element that acts as the connection with the wheel’s hub.

The ceramic brakes are identifiable at a glance by the special red, six-piston monobloc aluminum calipers and the fixed calipers at the rear. The advantages of the ceramic brakes include a further reduction in weight of around 20 kilograms (44.09 lbs.), which in this case improves the handling characteristics and comfort. The high abrasion resistance permits an operating life of up to 300,000 kilometers (186,411 miles). Their key strength, however, is their ability to withstand very high loads. Even on the racetrack, for example, the ceramic brakes always maintain their full reserve performance.

Vorsprung durch Technik: Diesel Milestones from Audi

Audi has reached another milestone in diesel technology with the new V12 TDI. The brand with the four rings has been performing vital pioneering work in this area for the past three decades. The first TDI auto engine made its debut in 1989. The 2.5 liter five-cylinder power unit developed 88 kW (120 hp) and 261 Nm, catapulting diesel driving into an entirely new dimension.

This was followed in 1994 by a development version generating 103 kW (140 hp). This engine was optionally available with all-wheel drive – the first TDI quattro model. A new four-cylinder diesel appeared at that time in the Audi 100 and Audi 80, the 1.9 TDI developing 66 kW (90 hp) that has now become legendary.

At the end of 1995 the output of this four-cylinder unit rose to 85 kW (115 hp) with the advent of pump-injector fuel injection. Slightly more than one year later, at the start of 1997, the world’s first 2.5 V6 TDI appeared.

With four valves per cylinder, it achieved an output of 110 kW (150 hp), and its top speed of 220 km/h (136.70 mph) made the Audi A8 the fastest production diesel on the market. The first eight-cylinder TDI followed in 1999 – a V8 engine with a 3.3 liter capacity. The 3.0 TDI made its debut early in 2004 as the first V6 diesel with inline piezo injectors in the common rail system.

The 4.2 liter TDI launched in the A8 in 2005 is currently at the vanguard of Audi’s TDI range. One in three A8 buyers in Germany chose this V8 engine. The next logical step was to make the V8 TDI available in the Audi Q7 in summer 2007.

With extremely clean, ultra-low emission technology, Audi is continuing its tradition of leadership in diesel engine technology. In 1989 it was the Ingolstadt brand that developed direct injection technology. Since then the diesel engine has become around 30 percent more efficient.

The Euro 4 European emission standard has reduced particulate emissions for cars by 93 percent. Long before it came into force, Audi had models on the market that met this standard, even without a particulate filter. And the brand will be offering the world’s cleanest diesel engines in production vehicles in 2008. The TDI engines with the ultra-low emission system will be the first in the world to meet the forthcoming EU 6 emission standard as well as the toughest known statutory limits that apply in the U.S.

The equipment and specifications stated herein refer to the model line offered for sale in Germany. Errors and omissions excepted.

The new Volkswagen Scirocco will debut next week in Geneva 34 years after the first generation Scirocco. The new coupè, based on the Golf platform, will be quite a bit bigger than the original, with space inside for 4 adults.

Initially the engine range will include four TDI and TSI engines ranging from 122 ps (presumably the 1.4 TSI) to 200 ps (probably the 2.0 TSI). The Scirocco will also include new technologies such as an adaptive chassis control system.

GM has officially announced the Opel/Vauxhall Meriva Concept that will be shown in Geneva next week.

The Meriva concept is a very different beast from the current Meriva, with its FlexDoors system (rear hinged doors). According to GM, the b-pillars “have been retained for passive security reasons”, a phrase that seems to point to a production-ready car.

Opel Press Release

The Opel Meriva Concept, due to be unveiled next week at the 78th International Motor Show in Geneva (March 6 – 16, 2008), illustrates how the new Opel design language can be adapted to create bold, fresh design solutions for this segment.

The Opel Meriva Concept takes flexibility to new heights with its innovative FlexDoors system, which consists of rear-hinged rear doors that swing open toward the back of the car. As the B-pillars have been purposely retained for passive security reasons, the Meriva Concept’s front and rear doors can also be opened independently of each other. Other rear-hinged rear doors already on the market can only be opened after the front door has been opened. This innovation makes access to the car interior much easier and also offers a range of safety benefits over conventional car doors. In the Meriva Concept, this innovation is combined with the highly variable FlexSpace rear seating system familiar from the production Meriva.

The FlexDoors system also enhances comfort and functionality, as the highest point of the roof – just behind the B-pillars – is exactly where the passengers enter and exit the vehicle. This architecture enabled designers to create a very dynamic and unique silhouette, with the arched roof line sloping down to the C-pillars.

Especially eye-catching is the dynamic “wave” in the window line just behind the B-pillars, which provides an excellent all-round view for rear passengers, particularly for children. The body also boasts the distinctive ”blade” bodyside form, which was a design element of the GTC Coupé and Flextreme. Another feature is the U-shaped windshield, which stretches up and back over the rear passengers’ heads – echoing the Astra GTC’s panorama windshield. The slim A-pillars and windshield pulled far down ensure plenty of light and a spacious interior atmosphere. Both elements contribute to the outstanding all-round visibility for the occupants.

Rumours about a diesel TT from Audi have been doing the rounds for a while, but now it’s official: the 2008 Geneva Auto Show will see the debut of the Audi TT TDI Quattro.

The small coupe from Ingolstadt will get the 2.0 common rail TDI engine, a turbodiesel engine that produces 170 ps and has a torque of 170 Nm between 1,750 and 3,500 rpm.

Performance data is nothing to crow about, with a top speed of 226 km/h (223 km/h for the roadster) and a sprint from 0-100 km/h (0-62 mph) in 7.5 seconds (7,3 s for the roadster). Fuel consumption, on the other hand, is something to crow about, with an average of just 5,3 liters/100 km (44.4 mpg) on the combined EU cycle (5.5 liters for the roadster). CO2 emissions are just 140 g/km.

Audi could have chosen to debut the 2.0 TDI with 204 ps that should be coming out in a while, but that would have probably lengthened the wait too much. Pity.

The increase in weight has been contained: 1,370 kg for the TT TDI Coupè, 110 kg more than the TT 2.0 TFSI (which is FWD, not 4WD).

No word yet on prices or on when sales will start. Below is the full text of the Audi press release.

The new Audi TT 2.0 TDI quattro:
Powerful performance with maximum efficiency

Audi is once again setting standards, this time with the new Audi TT and its TDI engine—a model that combines pure sportiness and powerful performance with sensational efficiency. The Audi TT 2.0 TDI Coupe quattro and Audi TT Roadster 2.0 TDI quattro are the first series-production sports cars to feature diesel engines. It’s a compelling union:
The two-liter engine generates dynamic propulsion with 125 kW (170 hp) and 350 Nm (258.15 lb-ft) of torque, yet the TT Coupe and TT Roadster consume an average of only 5.3 liters and 5.5 liters of fuel per 100 km (44.38 mpg and 42.77 mpg) respectively—unparalleled in the sports car segment.

Audi is setting the pace with this synthesis of excellent dynamism and low fuel consumption, as it has done for many years: Since debuting in 1989 the TDI engines from the brand with the four rings have been paving the way for the world’s most successful efficiency technology and acting as trendsetters for the entire automobile industry. Today, these powerful, refined and highly fuel-efficient engines represent a modern, smart take on sportiness. The run of victories achieved by the Audi R10 TDI diesel race car at the Le Mans 24 Hours and in the American Le Mans Series are impressive evidence of the tremendous potential of this technology.

The dynamic diesel engines from Audi exert an exciting impact not just in racing but also in series-production models—and now indeed in a sports car. The TT Coupe quattro with the 2.0 TDI sprints from zero to 100 km/h (62.14 mph) in 7.5 seconds and achieves a top speed of 226 km/h (140.43 mph). The Audi TT Roadster, likewise equipped with quattro permanent all-wheel drive, requires only an extra tenth of a second for the standard sprint, and continues up to a top speed of 223 km/h (138.57 mph). Both versions serve as outstanding examples of the success of the Audi efficiency strategy, thanks to their fuel efficiency ratings of 5.5 liters per 100 km (42.77 mpg), a figure that corresponds to CO2 emissions of only 145 grams/km.

Powerful, refined and efficient: The 2.0 TDI

The new four-cylinder TDI engine (engine displacement = 1,968 cc) represents a fresh take on the all-round compelling qualities of the TDI concept. Designers of the dual-camshaft, two-liter model looked to its predecessor—the most-produced diesel engine in the world—and expanded upon its major strengths: driving pleasure, efficiency and refinement.

The new common rail injection system is equipped with highly modern piezo injectors, whose eight-hole injection nozzles can perform up to five distinct injection sequences per cycle. This fine degree of modulation creates a modest pressure increase in the combustion chambers, resulting in a significantly reduced noise level. The system pressure of 1,800 bar allows fuel to form a fine dispersion, enabling precise, highly efficient combustion.

The turbocharger is also part of a new generation and operates with adjustable vanes that allow torque to build up rapidly. The positions of swirl flaps on the intake manifold are controlled by electric motors in order to adapt the flow of air to the current load and engine speed. The geometry of the engine’s pistons has been modified, and the acoustics of the camshaft drive belt have been overhauled. Just as they did in the preceding model, two balancing shafts reduce the vibrations arising in the crankshaft drive.

The cumulative result of this progress is a high maximum engine speed of 5,000 rpm and, most importantly, improved thermodynamics in the combustion chambers. What this means is that the engine can run on up to 60 percent recycled exhaust that has been thoroughly cooled by the radiator. This results in a drastic reduction in untreated NOx emissions, with the 2.0 TDI already meeting the threshold values of the upcoming Euro 5 standard.

Dynamic road performance

The 2.0 TDI in the Audi TT Coupe and the Audi TT Roadster delivers 125 kW (170 hp) at 4,200 rpm and sends a full 350 Nm (258.15 lb-ft) of torque to the crankshaft at engine speeds between 1,750 and 2,500 rpm. Operating quietly and generating little in the way of vibration, this model delivers a hefty amount of power at the lowest rpm levels and is highly responsive to input from the gas pedal. Its supreme power development lends this engine its own unique, fascinating character—that of a muscular, smart sports engine.

The Audi TT Coupe 2.0 TDI quattro easily leaves the gasoline-powered competition behind when accelerating from a standstill. It sprints from zero to 100 km/h (62.14 mph) in just 7.5 seconds and never looks back until it reaches 226 km/h (140.43 mph). The TT Roadster accelerates to 100 km/h (62.14 mph) in 7.7 seconds and keeps going up to 223 km/h (138.57 mph).

These models—the world’s first diesel sports cars—consume an average of only 5.3 liters and 5.5 liters of fuel per 100 km (44.38 mpg and 42.77 mpg) respectively, which corresponds to CO2 emissions of a mere 140 g/km and 145 g/km. In so doing, they are setting a benchmark that represents a veritable quantum leap in the sports car segment. With the TDI engine in the TT series, Audi once again establishes its leading role on the diesel market. The brand with the four rings is advancing progress and starting at the top.

In keeping with the theme of sporty performance, Audi has combined its two diesel-engine sports cars with highly effective manual six-speed transmissions whose short lever travel allows the driver to shift quickly, easily and precisely. The housings for these transmissions are made of lightweight, high-tech magnesium materials. Relatively long final transmission ratios have been employed to bring the drivetrain in line with the character of the TDI engine.

In light of their high torque values, Audi is equipping both of its new TT models with quattro permanent all-wheel drive. The heart of this system is an electronically controlled, hydraulically activated multi-plate clutch, which is located in the rear of the vehicle for improved weight distribution. This clutch generally distributes up to 85 percent of the engine power to the front axle and 15 percent to the rear axle; in extreme situations it can divert up to 100 percent of the power to either axle.

The overall concept: An exercise in uncompromised sportiness

Consistent efforts to reduce vehicle weight are also part of the efficiency strategy pursued by the brand with the four rings. Both sports cars are very lightweight: the 2 + 2-seater TT Coupe weighs only about 1,370 kilograms (3020.33 lbs) when empty, while the two-seater TT Roadster with soft top weighs roughly 1,415 kilograms (3119.54 lbs). Underlying these low weights is an innovative hybrid body construction developed by Audi. Front components are made of aluminum and utilize Space Frame technology; rear components are made of steel. This solution guarantees that the frame is as rigid as possible and optimizes load distribution between the axles.

The Audi TT Coupe and TT Roadster are dynamic, emotion-packed sports cars. As was the case with preceding models, these cars are impressive for their powerful design, whose dynamic flow continues on into the interior. The cockpit contains multiple nods to the circle motif, and the sports steering wheel with its flat-bottomed rim fits the driver’s hand like a glove. The sport seats are deep-set, providing a sporty seated position and firm lateral support. The backs of both rear seats fold down in the TT Coupe, making the trunk space grow from 290 to 700 cubic liters (10.24 – 24.72 cubic ft). The Roadster (250 liters, 8.83 cubic ft) comes with a practical load-through hatch upon request.

The sports suspension likewise offers extraordinarily dynamic features. The front suspension is pivoted on an aluminum subframe and has a wide track measuring 1,572 millimeters (61.89 inches).

A highly precise rack-and-pinion steering system with a direct steering ratio provides an intimate link between the driver and the road. Power steering with servo assist, which decreases as speed increases, is generated by an electromechanical drive that is even more efficient than a hydraulic pump.

The coil springs and shock absorbers in the four-link rear axle are situated in separate areas. The links are also finely differentiated: The layout of the trailing links, which absorb the propulsive and braking forces, is relatively soft to promote a comfortable ride. The connections to the three transverse links per wheel, on the other hand, are rigid in order to direct transverse forces into the body with precision.

The Audi TT Coupe 2.0 TDI quattro and Audi TT Roadster 2.0 TDI quattro roll on 16-inch, cast aluminum wheels fitted with 255/55 R16 tires. Behind the wheels are large disk brakes with pads that develop large coefficients of friction. The ESP stabilization program supports the neutral to slight understeering feel of the TT—the finishing touch on an overall portrait of exciting dynamics, exhilarating driving pleasure and stability you can count on.

Audi magnetic ride, a high-tech shock-absorber system available as an option, is an adaptive system that resolves the traditional conflict of interests between comfort and handling. A magneto-rheological fluid circulating in the shock absorbers changes the direction of the magnetic particles within milliseconds when electricity is applied; this alters the overall characteristics of the fluid and, in turn, modifies the damping characteristic. The driver can choose between “Normal” and “Sport” programs by flipping a switch.

Equipment makes a statement of refined style

Standard equipment for both of the new TT models reflects the sporty character and refined style of the series. Faux aluminum accents add a shine to gray inlays and various other components in the interior. The sports steering wheel comes with a Nappa leather cover. The climate control system (standard for the TT Coupe) regulates heating and ventilation in response to the level of sunlight. The driver information system and chorus audio system round out the standard equipment.

A wide array of high-tech equipment is available as options, including a highly modern generation of audio devices, electrically adjustable front seats, the adaptive light dynamic cornering light system and two navigation systems with a user interface based on the Audi MMI concept—a cut above the competition.

AUDI AG develops and produces cars for the premium segment worldwide. The company achieved its twelfth consecutive record year in 2007, with 964,151 cars sold. Audi produces vehicles in Ingolstadt and Neckarsulm (Germany), Györ (Hungary), Changchun (China) and Brussels (Belgium). At the end of 2007, production of the Audi A6 started in Aurangabad, India. The company is active in more than 100 markets worldwide. AUDI AG’s wholly owned subsidiaries include Lamborghini S.p.A. in Sant’Agata Bolognese, Italy, and quattro GmbH in Neckarsulm. Audi employs more than 54,000 people worldwide, including 45,000 in Germany. The brand with the four rings invests more than € 2 billion each year in order to sustain the company’s technological lead embodied in its “Vorsprung durch Technik” slogan. Audi plans to nearly double the number of models in its portfolio by 2015, from the 25 currently on offer to 40.

AUDI AG will present the complete results for the 2007 business year at its Annual Press Conference on March 11, 2008 in Ingolstadt.

A year after the unveiling of the GranTurismo, Maserati will be back at the Geneva International Motorshow with yet another world premiere, the GranTurismo S. The ultimate expression of the Trident coupé’s sportiness shifts the emphasis to performance and driving enjoyment.

Two main novelties are at the heart of the new Maserati: the 440 HP V8 4.7 engine and the electro-actuated gearbox with fast MC-Shift arranged in the Transaxle layout typical of high-performance sports cars that represents the technological DNA of all Maseratis.

The GranTurismo S makes use of the high-performance brake system developed in collaboration with Brembo and introduced for the first time in the automotive field on the Maserati Quattroporte Sport GT S. The system features front brake discs made with dual-cast technology, a dual casting of cast iron and aluminum, paired with aluminum mono-bloc 6-piston brake calipers, ensuring optimized braking performance.

Maserati GranTurismo S

On the exterior the Maserati GranTurismo S is characterised by a number of aesthetic modifications that, although discrete, are highly effective and make the car body appear sportier without abandoning the sleekness of the lines masterfully designed by Pininfarina.

The interior upholstered in Poltrona Frau leather and Alcantara reflects the sporty flair of the Maserati GranTurismo S; the figure-hugging front and rear seats are distinguished by their new dynamic design with horizontal piping on the seats and seatbacks.

Here you can find the GranTurismo S official website, with a long intro performed by the astonishing 4.7 V8…

Mercedes-Benz is warming up for the 78th edition of the Geneva Motor Show: the brand is coming with a massive five world premieres: the all-new CLC, the facelifted CLS, SLK and SL, and the CL 500 4Matic, that features for the first time the extremely light all-wheel drive system on this model. You can find the complete press release after the jump.

Mercedes-Benz is continuing its commitment to further reductions in fuel consumption and exhaust emissions with new products in five model series which will take the stage at this year’s Geneva Motor Show. Despite their outstanding levels of safety, comfort and refinement, the new coupes and roadsters consume up to 10 percent less fuel than their predecessors.
At the pinnacle of the new Mercedes dream machines celebrating their public premiere in Geneva is the SL-Class.

Mercedes-Benz has refined, improved and developed the roadster further to a level of detail and extent that goes well beyond a mere model facelift. The result is a car that combines sportiness, safety and comfort into a synthesis unrivalled in this vehicle class, offering Mercedes driving refinement at sports car level.

The new, decidedly sporty and assured exterior design reflects the handling characteristics of this Mercedes roadster, which is now even more agile with a new direct-steer system while offering even more safety and comfort. Two new six-cylinder engines will round off the SL range from spring 2008: the SL 280 develops 170 kW/ 231 hp and provides an attractive entry into the SL sports car world. The SL 350 is powered by a newly developed and particularly lively sports engine. Output has increased by 16 percent to 232 kW/316 hp compared to the previous 3.5-litre engine, while maximum torque has improved by 10 Nm to 360 newton metres. This powerpack accelerates the new SL 350 from standstill to 100 km/h in just 6.2 seconds, making it 0.4 seconds faster than the previous SL 350. More output does not mean higher fuel consumption for this sports car, however: at 9.9 litres per 100 kilometres, the SL 350 is 0.4 litres more economical (NEDC) than the preceding model with 200 kW/272 hp.

The flagship models in this series continue to be the SL 500 with a V8 engine and the twelve-cylinder SL 600. Their engines consume up to 0.4 litres less fuel per 100 kilometres than before. The SL consolidates its substantial lead in the field of safety with bi-xenon headlamps and the optional Intelligent Light System, whose lighting functions are designed for typical driving situations. One new onboard feature is the AIRSCARF neck-level heating system invented and patented by Mercedes-Benz. This optional system improves comfort when driving with the top down, and is able to extend the roadster season into the cooler months of the year.

The front-end design of the SL-Class shows that Mercedes-Benz has enhanced the sporty attributes of the roadster even further. The centrepiece is a wide and therefore very imposing radiator grille, whose arrow shape symbolises virtues such as go-getting performance potential. A horizontal louvre adds visual width to the radiator grille and thereby reinforces the muscular appearance of the SL’s front end, which consequently seems surprisingly new yet very familiar.

SLK: even more driving pleasure with considerably lower fuel consumption.

Following a comprehensive model facelift, the Mercedes-Benz SLK is now even more dynamic and provides an even more emotional driving experience. The most important visual changes include a redesigned front and rear end, as well as a carefully modified interior with a new instrument cluster and three-spoke sports steering wheel. Mercedes-Benz also installs the V6 sports engine from the SL-Class in the new SLK 350, where it develops an output of 224 kW/305 hp at 6500 rpm ‑ 24 kW/33 hp more than the six-cylinder unit in the previous SLK 350. Torque has also been increased by 10 Nm, and is now 360 newton metres at 4900 rpm.

Despite this higher output and very good performance figures, the fuel consumption of the SLK 350 has been significantly reduced. Its combined consumption with the six-speed manual transmission is now only 9.5 litres per 100 kilometres, which represents a remarkable reduction in fuel consumption by 1.1 litres per 100 kilometres.

In addition to the SLK 350, the four-cylinder model SLK 200 KOMPRESSOR and the six-cylinder SLK 280 remain available in this compact Mercedes roadster range: the output of the supercharged four-cylinder engine has increased by 15 kW/21 hp to 135 kW/184 hp, while fuel consumption has been lowered by one litre to 7.7 litres per 100 kilometres. The NEDC fuel consumption of the SLK 280 (170 kW/231 hp) has been reduced by 0.4 litres to 9.3 litres per 100 kilometres. The SLK 55 AMG continues to be powered by the familiar 5.5-litre V8 engine developing 265 kW/360 hp.

The designers have given an even more sporty touch to the visual appearance of this cult two-seater. One eye-catching feature is the newly designed front bumper, which now has differently distributed cooling air apertures and a more pronounced arrow shape. The rear end has also been restyled; the diffuser-look lower section now makes the roadster appear even more muscular from the rear. Trapezoidal exhaust tailpipes and dark-tinted tail lights do even more to accentuate this impression. The exterior mirrors now have LED indicator repeaters with a pronounced arrow shape, and also have a larger lens area.

CLC: new Sports Coupé with CDI engines in the five-litre consumption class

With the new CLC, Mercedes-Benz is presenting a distinctive model series at the Geneva Motor Show which provides an attractive entry into the Coupé family of the Stuttgartbrand. Compared to the previous Sports Coupé, Mercedes engineers have newly developed or improved more than 1100 components.

Compact body dimensions and powerful proportions underline the sporty appearance of the new CLC. The front and rear ends have been completely newly designed. With its striking coupé radiator grille, which has a large Mercedes star at its centre, as well as the new projection-beam headlamps, the Sports Coupé follows the modern Mercedes design idiom. The large, newly designed boot lid conceals a variable luggage compartment with a capacity of up to 1100 litres. The new tail lights, the long row of LEDs forming the third brake light and the rear bumper subdivide the rear end and accentuate its width.

The interior of the new Mercedes-Benz CLC is akin to a modern bespoke suit - precisely fitting and comfortable. Sports seats with further improved lateral support, a three-spoke multifunction steering wheel, automatic climate control and brushed aluminium trim are standard equipment.

Mercedes-Benz has put together a sports package for drivers with particularly sporty leanings. This includes exclusive technical innovations and extras such as 18-inch light-alloy wheels, wide-base tyres, headlamps with a black-tinted interior frame, a lowered sports suspension, a leather sports steering wheel and tinted aluminium trim. Another special feature the CLC that has been adopted from racing sports cars is the instrument cluster, which has red needles in the speedometer and rev counter. When the ignition is switched on, both needles spin right around the scale once then return to their starting position.

Another standard feature of the sports package is the new direct-steer system, which further enhances the agile handling of the CLC and represents a major safety benefit. This new development is based on the speed-sensitive steering system, and also has an additional, variable rack ratio which responds to the steering angle.

The new CLC is available with a choice of four four-cylinder and two six-cylinder engines developing outputs from 90 kW/122 hp to 200 kW/272 hp. With its up-to-date turbodiesel engines, the Sports Coupé is right at home in the five litre fuel consumption category: the CLC 200 CDI is happy with 5.8 to 6.1 litres per 100 kilometres (NEDC), i.e. up to 10.8 percent less than the preceding model. The CDI models are capable of a range exceeding 1000 kilometres with one tankful (62 litres). The 135 kW/184 hp power unit of the CLC 200 KOMPRESSOR now has 15 kW/20 hp more output, and consumes only 7.8 to 8.2 litres per 100 kilometres (NEDC) - up to 0.7 litres less than before.

CLS: new six-cylinder engine and fine-tuning to the last detail

The unique, four-door CLS Coupé - which pioneered a new automotive segment - has also been made more attractive than ever by specific fine-tuning. The front aspect is dominated by a modified radiator grille, which now has two rather than the previous four louvres. The exterior mirrors also have a new shape, with integrated, arrow-shaped LED indicator repeaters and more than 30 percent larger lenses. The tail lights are now also in LED technology: the brake lights, rear lights and indicators feature particularly fast-responding light-emitting diodes.

Great attention to detail has also been lavished on the updated interior: a newly designed leather steering wheel with three spokes and multifunction buttons is part of the package, as is a new-look instrument cluster, whose white dial faces form an attractive contrast to the structured surface of the backplate. New chestnut wood inserts replace the previous trim.
Like the SL, SLK and CLC, the CLS benefits from new-generation infotainment systems. These high-performance units combine ease of operation and intuitive menus with perfect entertainment. Features include speed-sensitive volume control, a keypad for entering telephone numbers and radio frequencies, an MP3-capable CD and DVD player and a Bluetooth interface which wirelessly connects a mobile phone with the onboard hands-free system. Audio 20, Audio 20 CD with CD changer, Audio 50 and Audio 50 APS with DVD changer and the LINGUATRONIC voice-control system now feature a 5-inch colour monitor. COMAND APS has a high-resolution 6.5-inch colour display, LINGUATRONIC for audio, navigation and telephony, a music register for storing audio files and an SD memory card slot.

As the new entry-level model, Mercedes-Benz now offers the CLS 280 with an up-to-date 2996 cc V6 engine, a maximum output of 170 kW/231 hp and a maximum torque of 300 newton metres. Its combined NEDC fuel consumption is 9.8 to 10.0 litres per 100 kilometres. The second V6 petrol model is the CLS 350 CGI. Its advanced six-cylinder engine with piezo-electric direct injection and a spray-guided combustion system develops an output of 215 kW/292 hp and has a convincingly low NEDC fuel consumption of 9.1 to 9.3 litres per 100 kilometres.

The CLS 500 is powered by a V8 engine with a displacement of 5.5 litres and a peak output of 285 kW/388 hp. The CLS 320 CDI with its 165 kW/224 hp V6 diesel engine above all excels with its high torque of 540 newton metres, accompanied by a low diesel fuel consumption of 7.6 to 8.1 litres per 100 kilometres. All CLS models are equipped with the 7G-TRONIC seven-speed automatic transmission as standard.

CL: permanent all-wheel drive with no fuel penalty

The Mercedes Coupé family continues to be headed by the luxurious CL-Class, which offers the widest model range in this vehicle class with the CL 500, CL 600, CL 63 AMG and CL 65 AMG. In addition Mercedes-Benz will be entering the lists with the new CL 500 4MATIC with permanent all-wheel drive from summer 2008. This two-door model is equipped with a 285 kW/388 hp V8 engine, and in addition to 4MATIC it features innovations such as the Intelligent Light System and the preventive occupant protection system PRE-SAFE® as standard.

Mercedes-Benz has further improved this all-wheel drive system, and uses the latest-generation system in the CL 500 4MATIC - the one that has already proved successful in the S-Class. 4MATIC is permanently active and therefore requires no response time to assist the driver in infavourable weather and driving conditions. As a result, critical situations can be mastered better and more confidently.

With a weight of just 70 kilograms, the newly-developed 4MATIC is the lightest drive system of its kind. The combined NEDC fuel consumption of the CL 500 4MATIC is 12.1 litres per 100 kilometres, which puts it at the same level as the CL 500 with rear-wheel drive – another advantage of the new, highly efficient Mercedes all-wheel drive system. The CL 500 4MATIC requires just 5.4 seconds to accelerate from zero to 100 km/h, and reaches an electronically limited top speed of 250 km/h.

The Infiniti brand is coming to Europe. The first car they will be showing is the Infiniti EX37, what they call “the world’s first coupé crossover”: a sporty SUV with a coupè-like exterior and a luxurious interior.

The Infiniti EX37 will thus be part of a trend inaugurated by its bigger brother, the FX35/45 and taken further by the BMW X6.

The specs on the EX37 are quite attractive: the VQ37 engine is a 3.7 litre V6 engines with 24 valves, double overhead cams and variable valve timing and lift that produces more than 310 ps and 350 Nm of torque. The engine is mated to a 7-speed automatic transmission and an “intelligent” all-whell drive system. No word yet on performance or fuel consumption.

Equipment levels appear to be quite rich, but we’ll have to wait for information about the prices to know how competitive this EX37 will be on the market. You can find below the full text of the Infiniti press release.

Infiniti EX37

Infiniti EX37: the world’s first coupé crossover

Any new car buyer wanting a vehicle with the style of a coupé and the versatility of a four-wheel drive crossover would have had to buy two cars to satisfy every need.

But that’s about to change. The launch of the Infiniti EX37, the world’s first compact coupe crossover, opens an entirely new market segment for Europe’s newest car brand.

Boasting avantgarde coupé looks and a practical, luxury interior with the commanding driving position and four-wheel drive traction expected from an SUV, the EX really does provide the best of all worlds.

“Infiniti prides itself on offering something different with each of its model ranges, but the EX is easily the most different of all,” says Jim Wright, Vice President, Infiniti Europe.

“It’s the perfect fusion of a compact Crossover and a stylish coupé: there’s nothing quite like it on the market today … though we are certain that rival manufacturers will quickly try to follow suit with their own variations on the theme.”

But there’s more to the remarkable EX than a ground-breaking concept. Built to the same exacting standards as all Infiniti models, the EX37 offers an exceptional combination of elegance, style, performance and technology.

It is the first production vehicle in the world to benefit from the advanced Around View Monitor system that gives the driver a bird’s eye view of the vehicle while it’s being parked and the unique ‘scratch shield’.

“Because it is such a versatile offering, the EX37 will attract a wide audience. It’s the perfect vehicle for a young family, or a sports enthusiast who enjoys skiing or cycling. It will appeal to the coupé owner who needs more space in his or her car but isn’t prepared to sacrifice style to get it,” says Bastien Schupp, Marketing Director, Infiniti Europe .

“And like the other Infiniti products being introduced to the European market, it will appeal to individuals and free thinkers who never take the default option.”

EX at a glance
• Unique combination of style and practicality
• Intelligent four-wheel drive
• Advanced features including Around View Monitor
• Potent 3.7-litre V6 engine producing over 310PS
• Advanced seven-speed automatic
• Superior build quality

EX in detail
The Infiniti EX37 is likely to be one of the most talked about new models launched in 2008. Powered by a new 3.7-litre version VQ family of petrol engines, EX37 brings together three different elements in one elegantly attractive package.

Its distinctive coupé-like styling masks a roomy cabin with electric fold down rear seats to extend the load bay and turn it into a sports estate. And then there’s the raised driving position and four-wheel-drive traction of an SUV to consider. It all makes EX perhaps the ultimate Crossover.

Based on the Infiniti FM platform, EX37 shares much of its hardware with both the G37 and G37 Coupé. As a result, it enjoys the same high levels of handling precision and balance as well as similar levels of performance, refinement, build quality and equipment.

EX37 is available with a new seven-speed automatic transmission while the suspension design - double wishbone set up at the front and multi-link arrangement at the rear - delivers the ideal blend between sporting handling and superior ride comfort.

Following usual Infiniti peace of mind, EX37 comes exceptionally well equipped as standard, while for those who want more there is a full leather version available as well as a multimedia package introducing advanced new technology to the market sector.

Exterior styling
Despite its Crossover status, EX37 has been designed following traditional Coupé lines. That means a stretched wheelbase, long bonnet, short overhangs and a sharply tapering roof line. It is noticeably lower than its key rivals which helps to accentuate its low centre of gravity and lends more credence to its Crossover status.

Although longer than most of its SUV rivals – which benefits interior space – a compact overall shape help give EX37 the best aerodynamic positioning in the sector.

Above all, though, it’s the balanced harmony of its lines that help EX claim a unique place in a crowded market. Its designers have skillfully blended enough signature elements – such as the double arch grille, wave form bonnet and L-shaped headlamps – to ensure it’s an obvious member of the Infiniti family. Yet the overall effect is quite unlike anything in the range.

A bold and masculine stance contrasts with the flowing curves over the high wheelarches and the dramatic slope of the roofline. The rear has a simple, almost three dimensional, appearance combining an energetic shape with elegant styling features such as the chrome door handles, LED rear lights and integrated rear spoiler.

A feeling of sophistication comes with the use of darkened privacy glass for the rear windows, the simple seven-spoke 18 inch alloy wheels and fog lamps which are set deep into the front aero bumper.

Chassis and driving dynamics
EX37 uses the second generation version of Infiniti FM platform in which the engine is located in a ‘front midships’ position: the compact V6 is mounted in the front of the car, but as low and as far back as possible, with most of the block behind the front axle line.

The result lowers the centre of gravity and helps to deliver the optimum front to rear weight distribution. It also permits to use of a long bonnet to accentuate the classic coupé silhouette.

Suspension design uses lightweight aluminum components to reduce weight as much as possible. With a double wishbone set up at the front, a multi-link arrangement mounted on a subframe behind and an extremely rigid bodyshell, EX feels agile and surefooted with a refined ride.

With extensive use of high strength steel throughout the shell and added strengthening element in critical parts of the structure – notably under floor crossmembers and C-pillar reinforcements – EX has exceptionally high torsional rigidity and lateral bending resistance.

As well as boosting handling, the rigid body improves refinement thanks to low levels of vibration and improved resonance.

To keep weight to a minimum, however, extensive use has been made of lightweight parts. As well as featuring in the suspension systems, aluminium is used for the EX37 bonnet, while the tailgate is resin. Were steel to be used for those elements, EX37 would be some 50kg heavier. As a result EX37 is one of the lightest cars in its class.

Ride quality is also helped by the use of advanced Dual Flow Path (DFP) dampers which reduce low speed vibration that lead to a choppy ride and which further reduce levels of body roll.

An essential element of its crossover role is the adoption of Infiniti’s ATTESA E-TS (Advanced Total Traction Engineering System for All Electronic Torque Split) all-wheel drive system.

Also available on the G37, the system uses an active torque distribution management system with an active centre clutch for smooth starts, greater grip and better manoeuvrability on slippery surfaces without compromising the vehicle’s rear-wheel drive performance characteristics on dry roads.

By constantly adjusting the power – sending anything from 50 per cent to the front, to up to 100 per cent to the rear – the system generates greater control without sacrificing sportiness and true performance dynamics.

Unlike permanent 4×4 systems, which deaden the steering feel and dull the driving dynamics, the electromagnetic torque transfer at the heart of ATTESA E-TS intelligent all-wheel drive’s system permits an element of oversteer for a more sporting drive.

Vehicle stability is further enhanced by Electronic Stability Program (ESP) with is a standard fit. Intelligent all-wheel drive works with ESP and the limited-slip differential, constantly shifting torque as the EX37 encounters changes in the road conditions when, within milliseconds, it will apportion power to the wheels with the most grip.

The system is most active in trickier weather conditions. As the EX37 navigates snow, ice, or heavy rain, power is continuously apportioned to the wheel or wheels with the best traction.

Power-assisted four-wheel vented disc brakes have a four-channel, four-sensor Anti-lock Braking System (ABS), Electronic Brake force Distribution (EBD) and Brake Assist (BA). A further refinement is the availability of Intelligent Brake Assist (IBA). An integral part of Intelligent Cruise Control, when the system detects that a collision with a car in front is imminent it first warns the driver and then brakes the car itself.

The braking system is just one aspect of the EX37 that has been tuned to meet European needs where higher average speeds mean higher deceleration requirements. A team of dedicated Infiniti engineers based at Nissan’s Technical Centre Europe (NTCE) have also fine tuned suspension settings and optimised aerodynamic efficiency for greater higher speed stability.

The power steering system provides optimum steering effort at both high and low vehicle speeds.

Engine and powertrain
The EX37 is powered by a new 3.7-litre version of VQ engine family. Regularly honoured in independent awards the world over, the twin cam 24 valve V6 produces over 310PS and an impressive over 350Nm of torque.

Among its many features, the lightweight aluminium engine features a bed-plate construction. A technique that has been used in motor racing for many years, the resulting two-part construction of the cylinder block is more rigid than a single piece casting. Among engine specialists, this configuration signifies a high-performance sporting engine which is uncompromisingly designed for the highest strength and reliability.

Other benefits include reduced vibration levels and higher engine speeds to be reached consistently without damage.

The VQ37 unit also features V-VEL (Variable Valve Event and Lift) technology to optimise efficiency and, in turn, the balance between power, response, fuel efficiency and emissions.

V-VEL continually alters valve lift and therefore the quantity of air in the combustion chamber. At partial throttle – in stop-go city traffic, for example – it will make a small lift thus achieving a more precise fuel/air mix with lower quantities of both to improve fuel consumption. At full throttle, the valve lift is greater, inducting a larger quantity of air into the combustion chamber.

The result is a more powerful combustion phase increasing torque and power… while the increase in power is balanced by more efficient combustion to the benefit of fuel economy.

Precise mapping of the ECU, meanwhile, helps the engine provide a progressive ‘swell’ of power and torque, providing a ‘building wave’ of acceleration rather than a peaky power delivery.

EX37 will be available with a new seven-speed automatic option with Adaptive Shift Control (ASC).

With its additional forward gear, the new automatic transmission has a wider spread of ratios which benefits both fuel consumption and drivability. The seventh speed is effectively an overdrive ratio, returning improved fuel economy on a steady throttle without compromising in-gear flexibility for overtaking.

Shift points are tuned to keep the engine in the largest part of the torque curve, ensuring there is always a healthy reserve when the driver wants to overtake. The linked ASC system switches between three different programs depending on input from the major control systems throughout the car. The seven-speed automatic transmission also features a manual mode with blip control to enhance the driver’s driving pleasure.

Interior environment
Inside EX37 is an environment designed to appeal to driver and passengers alike. Quality materials provide the warmth and comfort expected in a luxury saloon, yet the driver’s quarters have a ‘scooped-out’ design to emphasise the concept of a cockpit in direct contrast to the open, spacious design of the passenger area.

Uniquely in its class, EX37 eases the loading and unloading of luggage with electric fold down rear seats. Each portion of the split folding backrest can be lowered simply by pulling a lever in the rear of the trunk area.

And even more easily, the backrest can raised electrically by pressing a button on the centre console. Load space is enhanced by a 45-litre underfloor storage compartment. This area is reduced if the Bose premium sound system is specified or the vehicle is equipped with a spare wheel in place of the standard inflation kit.

Standard and optional equipment
EX37 offers a full complement of standard equipment and features the Infiniti I-Key with smart access. As soon as the vehicle identifies a pre-programmed I-Key in the vicinity, the door can be opened and the car started without the key needing to leave a pocket or handbag.

Also standard are privacy glass, a six-disc, seven speaker CD audio system, Bluetooth mobile phone connectivity, cruise control, power seats, auto-dimming rear view mirror, front and rear parking sensors, automatic lights and wipers, 18-inch alloy wheels, six airbags (featuring thorax and pelvis protection) and integrated fog lamps. The leather trimmed steering wheel incorporates controls for the audio system, cruise control and telephone.

Unique to Infiniti is the use of “Scratch Shield” paint. A special highly elastic resin has been combined with a conventional clearcoat to increase the paint’s flexibility.

A car painted with “Scratch Shield” paint can exhibit up to five times fewer scratches that a conventional clearcoat when exposed to the same conditions. When exposed to heat, “Scratch Shield” paint repairs fine scratches, restoring painted surfaces close to their original state.

Optional on EX37 are a full leather version (offering leather heated seats, power passenger seat) and a Multimedia pack (with satellite navigation, a rear view parking camera, voice recognition and Bose Premium sound). A unique feature in the full leather version is the extendable jacket hanger integrated into the back of the driver head rest. Also, this version allow personal settings for the driver’s seat, steering wheel and exterior mirrors to be programmed into the key so that the key holder won’t have to reposition anything if the car has been driven by anyone else.

The Bose sound system is custom-engineered specifically for the EX37 to help reproduce music with clarity and spaciousness. Because it’s designed to work together with the EX37’s unique cabin acoustics, the Bose system delivers a level of music reproduction that approaches that of a live concert.

Also available are an adaptive front-light system (AFS) and Intelligent Cruise Control operating in “Full Speed Range”. In AFS, the Xenon headlamps are linked to steering inputs and automatically follow the path of the front wheels to provide a wide spread of light around corners and on winding roads. ICC uses brake, throttle and laser sensors to help maintain a set distance between EX37 and the car in front. The software allows ICC to work from 0km/h thanks to the “Full Speed Range” feature.

But it is the final option that really lifts EX above its rivals. The Around View Monitor uses small cameras mounted at the front, rear and on the sides of EX37 to project an all-round view of potential obstacles on every side of the vehicle. A natural extension of Infiniti’s rear view parking camera, the Around View Monitor uses the colour sat nav monitor to display a bird’s eye view of the car as it parks, enabling the driver to negotiate a tight parking spot with mishap.

Conclusion
“EX is a refreshing new take on the crossover concept. By blending coupé looks with SUV ability and sports estate practicality, it really does create a totally new breed of car. Add in excellent driving dynamics, superb quality and innovative features and the result is engaging, elegant and exciting,” says Nicolas Tschann, Product Manager, Infiniti Europe.

Mini is resuming production of the John Cooper Works-tuned Mini, both in the hatch and Clubman version.

The engine of the new John Cooper Works Mini will be the 1.6-litre turbo-charged 4 cylinder unit, tuned to produce 211 ps and a torque of 260 Nm (temporarily boostable to 280 Nm). The sprint from 0-100 km/h (0-62 mph) will take only 6.5 seconds. The modifications are extensive (details in the press release below) and include a bigger turbocharger with a higher charge pressure. As an added bonus, the JCW Mini will be the first to comply with the Euro5 emission regulations.

Sales of the Mini John Cooper Works and Mini John Cooper Works Clubman will start in July 2008. Prices are yet to be announced.

Mini John Cooper Works - press release

Production of John Cooper Works-tuned cars is all set to resume at MINI’s Plant Oxford after the launch of the second-generation MINI Cooper S Hatch and new MINI Cooper S Clubman. From July 2008, customers will be able to order factory-built MINIs that produce 211hp and complete a 0-62mph sprint in 6.5 seconds.

Motor sport has heavily influenced the engineering and development of these new MINIs that feature a larger twin-scroll turbocharger and direct petrol injection with common rail. The four-cylinder engine has had the same modifications as the MINI CHALLENGE race car, along with re-engineered brakes, suspension and strengthened gearing. Each upgrade combines to give the car a remarkable output of 132hp per litre combined with 40mpg.

Engine
The engine specially developed for the MINI CHALLENGE race car is fitted to the MINI John Cooper Works cars. The basic unit is the 1.6 litre power plant supplied in the standard MINI Cooper S, but modifications have been made to the air filter, air mass meter, exhaust system and catalyst. Air supply to the modified larger turbocharger is increased through fitment of a larger air intake pipe, which in turn creates a quicker induction phase.

The Works engines from Hams Hall also come with reinforced, specially polished pistons, as well as a strengthened cylinder head for optimised stability and a modified cylinder gasket. The intake valves and valve seat rings have also been upgraded with stronger and more resistant materials. This reduces the engine’s compression ratio.

The new Sports exhaust system is instantly recognisable through the large polished stainless steel twin tailpipes. Modification of the exhaust system has also helped to reduce counter-pressure at the point of exhaust gas recirculation. Ducts in the exhaust manifold and turbocharger are split between two cylinders each. Congestion is therefore minimised when air is inducted to the turbocharger and “turbo lag” is virtually eliminated.

The John Cooper Works MINIs are the first models in the range to fulfil all the requirements of the European EU5 emission standards that come into force in 2009.

The material used in machining the turbine has been upgraded specifically for the Works engine, with maximum charge pressure increased from 0.9 to 1.3 bar, in order to maintain the highest possible temperature for a longer period in the combustion chambers. This lengthening of the combustion process helps to achieve the higher torque curve of the Works car at 260Nm at just 1,850rpm. The Overboost function briefly extends this further to 280Nm. This suits the character of a John Cooper Works car perfectly as Overboost is experienced exclusively through increased torque, not on engine output.

Safety and Driving Dynamics
MINI has always had sophisticated driving stability systems as standard. These include ABS Brakes, EBD Electronic Brake Force Distribution, CBC Cornering Brake Control, EDL Electronic Differential Lock, as well as DSC Dynamic Stability Control and Hill Assist. For the first time, DTC Dynamic Traction Control is added to the list.

DTC allows controlled slip on the drive wheels. For example, on a slippery surface, the driver can pick up speed in a controlled manner with the front wheels spinning slightly. When reaching the upper limit, DSC will intervene as usual. But the driver can deactivate the DSC/DTC systems if he wishes by the touch of a button.

In the DSC-off mode, the standard Electronic Differential Lock can be activated and controls cornering at higher speeds. If one wheel loses grip, drive is transferred to the wheel with better grip promoting the car’s traction and pulling force.

Chassis
The Sports Suspension has been specifically tuned for the Works models. However, even greater chassis rigidity can be achieved by ordering through dealerships the John Cooper Works suspension that lowers the entire car by 10mm.

Extra-large disc brakes adorned with uprated red callipers are fitted to Works cars. In addition, inner-vented discs are positioned behind the front wheels. The front discs are 17” in diameter while the rear set measure 16”. The brake discs are approximately 22mm larger than on the standard Cooper S.

Interior
The options included as standard on the John Cooper Works include a leather sports steering wheel, air-conditioning, interior trim in glossy Piano Black and an Anthracite roof lining.
An upgraded sound system is also included in the JCW package and features 10 speakers and an eight-channel amplifier for increased aural pleasure. For the first time, the MINI speedo has been increased to 160mph on the dial to accommodate the higher maximum speed of the JCW.

The six-speed manual gearbox has been strengthened to handle the powerful new engine.

The standard Sports button, located in front of the gear stick, activates a bespoke engine control map which produces even more dynamic performance and sharper steering response.

Exterior
The Works MINIs come with exclusive 17” light-alloy wheels in JCW Cross-Spoke CHALLENGE design, shod with Run-flat tyres, and weigh less than 10 kilos each.

The Works models can be identified by the newly-designed John Cooper Works logo on the boot and grille and wheels, as well as on the door trim.