Auto News Update

BMW M3 Edition

2009-06-22T12:02:00.000-07:00

Powerful, aesthetic design, supreme performance and exclusive style – the unique characteristics of the BMW M3 are now available in highly attractive Edition Models focusing on the most outstanding highlights of these outstanding cars.

Based on the BMW M3 Coupé, the M3 Edition Models offer a choice of no less than four highly individual cars boasting perfectly harmonised modifications in body design and interior features as well as special light-alloy wheels and an even lower chassis.

The BMW M3 Edition Models will be entering the market worldwide in July 2009 in Alpine White, Black, Dakar Yellow, and Monte Carlo Blue. In the interest of supreme exclusivity their production period is limited to just six months.

Individual highlights both outside and inside.

On the BMW M3 Edition Models the exterior paintwork and interior design are individually matched to one another. Depending on the respective Edition model, the body comes either in Alpine White Non-Metallic, Black Non-Metallic, Dakar Yellow Non-Metallic or Monte Carlo Blue Metallic. The combination with BMW Individual High-Gloss Satin Chrome accentuates the truly sophisticated character of the Edition Models.

The openings on the engine compartment lid on all models are finished in black, the BMW kidney grille, the side gills and the dual tailpipes on the exhaust system come in dark eloxy-plated chrome. The caps on the special BMW M exterior mirrors are likewise finished in black and are connected to the A-pillars by dual arms extending out of the mirror base finished in body colour.

Special colour highlights add an individual touch also to the interior of the BMW M3 Edition Models. The surfaces on the centre armrest, the centre console and the armrests on the door panels are finished in White on the Alpine White and Black models. At the same time these Edition Models come with interior trim in Carbon Structure Leather with white contrasting seams. The seats in Black Novillo Leather feature bespoke contrasting seams as well as vertical trim stripes on the upper section of the backrest and at the front of the legrest. On the Alpine White and Black models, these features come in white, on the Dakar Yellow and Monte Carlo Blue models they are in the appropriate exterior colour.

As a further feature the armrests and door closing handles at the inside on the Dakar Yellow and Monte Carlo Blue models come with yellow and, respectively, blue contrasting seams. And last but certainly not least, entry trim bars in Checkered Flag Design bearing the “M3“ model designation give all Edition Models yet another highlight.

Special rim design and lowered suspension.
To optimise the looks of the car, all four Edition Models come with specially designed light-alloy rims and a unique suspension: On all models the 19-inch forged M light-alloy rims in double-spoke design are available either in black or in the classic rim colour. And on the Alpine White, Black and Monte Carlo Blue models, the same rims are also available in a special white contrasting colour with polished spokes.

Wallpaper : BMW M3

Mercedes-Benz ESF 2009

2009-06-22T11:52:00.000-07:00

2009 is a year in which Mercedes-Benz celebrates several anniversaries in the safety field: in August 1939 the safety pioneer Béla Barényi started his work in Sindelfingen. He invented for example the principle of the crumple zone, a trailblazing innovation which entered series production at Mercedes-Benz in 1959.

With the help of its in-house accident research function, which was founded in 1969, Mercedes engineers in the following years have developed several groundbreaking innovations in passenger car safety. Now it is time for a look behind the scenes, and in this anniversary year, Mercedes-Benz is using the ESF 2009 research vehicle to reveal what its safety spe-cialists are currently working on – with a time horizon that often extends well into the future. The ESF 2009 is the first Experimental Safety Vehicle to be built by Mercedes-Benz since 1974. Like its historic predecessors, it illustrates trail-blazing innovations in the field of safety and makes the progress achieved clearly visible.

These amazing but by no means crazy ideas include inflatable me-tallic sections which give more stability to structural components within frac-tions of a second, as well as the so-called “Braking Bag”. This airbag housed within the vehicle floor is deployed when a crash is deemed to be unavoidable, and uses a friction coating to support the vehicle against the road surface. The ESF 2009 will be premiered on 15 June 2009, at the Enhanced Safety of Vehicles (ESV) Conference in Stuttgart.

“Safety is a central element of the Mercedes-Benz brand. In this respect we have been setting the pace in the market for almost 70 years. For the benefit of our customers and for road users in general. The ESF 2009 shows that we still have plenty of ideas and the absolute will, to lead the automobile in-dustry in this field even in future”, says Dr. Dieter Zetsche, Chairman of Daimler AG and CEO of Mercedes-Benz Cars.

The ESF 2009 was developed and built completely in the test vehicle work-shops in Sindelfingen. This safety research vehicle based on the Mercedes S 400 HYBRID features more than a dozen safety innovations, most of which are fully functioning in demonstration mode. “With the ESF 2009, we have chosen this particular time to clearly demonstrate the innovative strength of Daimler. Anybody examining the ESF 2009 in detail will recog-nise that more safety and improved energy efficiency are not necessarily a contradiction in terms. We want to make progress in both fields with new, trailblazing ideas “, says Dr. Tho-mas Weber, the member of the Daimler Executive Board responsible for corpo-rate research and development at Mercedes-Benz Cars.

The following five innovations on the basis of the S 400 Hybrid are among the highlights of the ESF 2009:

PRE-SAFE Structure: The inflatable metal structures save weight or increase the stability of structural components. When at rest, the metal section is in a folded state to save space. If its protective effect is re-quired, a gas generator builds up an internal pressure of 10 to 20 bar within fractions of a second, causing the section to unfold for signifi-cantly more stability.

Braking Bag: This auxiliary brake accommodated in the vehicle floor is a new type of PRE-SAFE® component. If the sensor system con-cludes that an impact is unavoidable, the Braking Bag is deployed shortly before the crash and stabilises the car on the road surface by means of a friction coating. The vehicle’s vertical acceleration in-creases the friction, and helps to decelerate the vehicle before the im-pact occurs.

Interactive Vehicle Communication: The ESF 2009 is able to com-municate directly with other vehicles, or via relay stations. Using “ad hoc” networks and WLAN radio technology, it is e.g. able to receive and transmit warnings of bad weather or obstacles in the road.

PRE-SAFE Pulse: This further development of PRE-SAFE® is able to reduce the forces acting on the torsos of the occupants during a lateral collision by around one third. It does this by moving them towards the centre of the vehicle by up to 50 millimetres as a precautionary measure. As an ac-tive restraint system, it uses the air chambers in the side bolsters of the seat backrests.

Spotlight lighting function: This partial LED main beam specifically illuminates potential hazards. If the infrared camera of Night View As-sist PLUS e.g. detects deer at the roadside or pedestrians on the road, these can be briefly illuminated beyond the normal area covered by the main beams, as if by a spotlight.

Mercedes-Benz is also presenting an innovative PRE-SAFE Demonstrator at the 21st ESV Conference. For the first time this simulator uses a linear motor for this purpose, in order to accelerate the vehicle cabin to up to 16 km/h within a distance of four metres before the impact occurs. The linear drive system, which is similar to that used by the Transrapid train, is freely programmable and also works in the opposite direction. This enables various acceleration profiles and also a rear-end collision to be demonstrated.

The special feature of this sys-tem is that the ‘vehicle occupants’ experience the effect of the PRE-SAFE® functions live, e.g. belt pretensioning, NECK-PRO and the inflatable side bolsters of the seats. Mercedes-Benz is continuing a longstanding tradition with the ESF 2009: for the ESV Safety Conferences held in 1971 to 1975, the safety experts in Stuttgart built more than 30 experimental vehicles and subjected them to crash tests to satisfy the visionary safety requirements of that time. Four of these ESFs (Experimental Safety Vehicles) were presented to the public, and many of the revolutionary ideas such as ABS or the airbag first entered series production at Mercedes-Benz.

Wallpaper : Mercedes-Benz

Source : babez.de

Mercedes-Benz ML 63 AMG Facelift

2009-06-20T10:56:00.002-07:00

Along with the rest of the M-Class range, Mercedes-Benz also revamped the top-of-the-class, ML 63 AMG.

Along with the new headlamps, the 2009 ML 63 AMG features a new front apron, a redesigned AMG-specific radiator grille painted in high-gloss black, LED tail-lights with clear-glass look if the optional bi-xenon headlamps are specified, new 20-inch 5-spoke AMG light-alloy wheels and a new rear apron with integrated reflectors. The larger exterior mirrors as well as the standard-fit aluminium-look roof rails add the finishing touches to the styling modifications.

The new AMG ergonomic steering wheel with the aluminum shift paddles stands out in the interior of the 2009 ML 63 AMG. Like the rest of the range, the ML 63 AMG also benefits from higher quality materials and a new telematics generation in the cabin.There are no mechanical changes as the 209 ML 63 AMG continued to be equipped with a 510 Hp 6.3-liter V8 engine matted to a SPEEDSHIFT 7G-TRONIC automatic transmission with three drive modes. The ML 63 AMG accelerates from 0-100 km/h (62 mph) in 5.0 sec while its top speed is electronically limited at 250 km/h (155 mph).

2009 Honda Accord.

2009-06-20T10:56:00.001-07:00

Honda unveiled today the European version of the all-new 2009 Accord that will make its world debut at the Geneva motor Show next month. All the engines in the new Accord are equipped with the Euro 5 emissions system, available starting September 2009.

Significantly wider and slightly lower, the styling adopts a more emotional, sporty motif. The ‘sharp-edged’ design, with pronounced muscular wheelarches that emphasize the car’s wider track, gives the Accord a distinctive, strong stance with a solid, planted feel. The distinctive nose and more flowing lines deliver a tauter and more athletic shape.

First choice of engine is the new i-DTEC engine that delivers 147 HP at 4,000 rpm, and a peak torque of 350 Nm at 2,000 rpm. The 2.0-liter i-VTEC offers similar levels of performance to its predecessor – 156 PS at 6,300 rpm – but builds on its class leading fuel economy. Key technological changes include increased diameter intake valves, further optimized valve lift and timing and increased inlet and exhaust air flow volumes.

The 2.4-liter engine is more powerful, delivering 200 PS at 7000 rpm and peak torque of 233 Nm at 4500 rpm – up from 190 PS and 223 Nm. Behind the figures are a compression ratio increased from 10.5 to 11.0:1, larger diameter valves, revised valve timing, and reduced exhaust system pressures. All three engines are matched to a 6-speed manual transmission, while both petrol engines have the option of a 5-speed automatic.

Top Ten Sexy High-performance Sports Cars

2009-06-20T10:56:00.000-07:00

A selection of sexy high-performance sports car at the Geneva show.

1. Bugatti Veyron Bleu Centenaire

2. Pagani Zonda Cinque

3. Pagani Zonda R

4. Renault Megane Sport

5. Koenigsegg Quant

6. Gumpert Apollo Speed

7. Aston Martin One-77

8. Aston Martin DBS Volante

9. Bentley Continental Supersports

10. Ferrari 599XX

New Car - Lexus RX coming in July

2009-05-18T00:46:00.001-07:00

It was about time. One year after the PERFORMANCEHYBRID has been introduced, the new Lexus RX has been confirmed for release in July. Completely new luxury Sport Utility Vehicles, the most imporant changes are at the :

RX350 - runs on a 3,5-litre petrol V6 engine that outputs some 273 hp (204kW) and 346Nm of torque; available in SX and XE specification levels
RX450h - runs on a 3,5-litre petrol V6 engine but also adds two electric motors for a total output of 295 hp (220kW)
PERFORMANCEHYBRID - full hybrid technology on V8 engines

The RX400h was very well accepted by customers, accounting for 37% of RX sales despite our production allocation being heavily restricted,” says Kevin Flynn, General Manager of Lexus SA. “We expect the market share of hybrid to increase substantially with the new generation RX as the market continues to adopt the technology and begins to understand the benefits of petrol electric hybrid better.”

Competition for BMW X5 and Mercedes M-Classe, that’s all good news. Right guys?

Photos - 2009 Le Mans Series-1000kms of SPA

2009-05-18T00:46:00.000-07:00

Auto News - Shelby Cobra Daytona Coupe

2009-05-18T00:26:00.002-07:00

In 1963, the Shelby Cobra roadster had already proven itself by smashing the Corvette on the short tracks of America. Shelby also took the roadster to Europe and prepared a hardtop version for Le Mans but placed 4th in class behind the Ferrari GTOs. The turning point came with the Daytona Coupe, a hand-made supercar that would put America at the forefront of sports car racing.

Convinced by Pete Brock, Shelby gave the go-ahead to rebody his 289 Cobra to include a closed cockpit for better aerodynamics. This resulted in a Cobra having a much lower center of gravity and less aerodynamic drag. By October 1963, early tests at Riverside showed positive results with 186mph which was some 20 mph more than the 286 Roadster.

Dave MacDonald and Bob Holbert had the honor of debuting the Cobra Daytona at the 1964 Daytona Continental. The race itself looked promising, with the coupe dominating the first half of the race until a fire in the pits forced the team to retire.

Three weeks later, Shelby American returned to take on the 12 hours of Sebring with the same drivers as Daytona. They beat Ferrari and placed fourth overall leading the GT class. Ford immediately decided to offer Shelby financial backing to assault European GT racing. At this time Ford was very anxious to win on international fronts and was in the midst of creating the GT40 when an attempt to buy Ferrari went sour.

Another coupe was prepared for the 1964 European season and subsequent body production was enlisted to Carrozzeria Grandsport in Modena, Italy.

Cobra Daytonas achieved the fastest GT class time at the Le Mans test weekend and it was a sign of things to come. CSX2299 took the GT-class victory with Dan Gurney and Bob Bondurant at Le Mans infront of several Ferraris. For the rest of the season, competition was fierce with Ferrari and the Monza Coppa Inter-Europa at Italy looked to decide the championship. Unfortunately, the event was canceled with Ferrari leading by just a few points. This season remains as one of the great 'what ifs' in Cobra history.

None-the-less, Shelby remained determined in 1965 and four more complete cars came from Carrozzeria Grandsport before the start of the season. The absence of company-supported Ferraris allowed Shelby win almost every race in Europe and the first Shelby became the first American team to win the European GT manufacturer's title.

Meanwhile, Shelby was busy in America fitting the big-block Ford engine into a 427 Super Coupe. Only two prototypes were made until focus shifted to the ailing GT40 program.

Auto News - Ferrari 250 Testa Rossa

2009-05-18T00:26:00.001-07:00

While Testarossas might bring back memories of the 1980s, Miami Vice and a mid-engine Ferrari with massive side strakes, it's this 1958 model which holds a more important place in Ferrari history. Not only was the 250 Testa Rossa (TR) a success on the track, but it also had unorthodox body by Scaglietti & C.

Developed for the 1958 season, the 250 Testa Rossa was designed for both the factory team called Scuderia Ferrari and private entrants. Engine choice was the most critical factor since the Commissione Sportiva Internazionale (CSI) had limited engine size to 3.0 in an attempt to slow high speeds. Ferrari had two choices best suited for their new sports car that were tested in 1957. Both a V6, and a small version of the quad-cam V12 were tried in two special prototypes, but neither of these were chosen. Instead, the SOHC V12 was used which had already proved its reliability powering the 250 GT Berlinetta to consecutive Tour de France victories.

Synthesis of the Columbo V12 and 500 TR chassis made up the 250 Testa Rossa underpinnings. These components were preferred over the complex quad camshaft and dual ignition solutions found in the 335 which were also much heavier. But, the 250 Testa Rossa was really much more than the combination of existing engineering. It introduced a design philosophy that focused on reliability over outright performance. Ferrari wanted to sell consistent cars that could endure for 24 hours.

After modifying chassis 0666TR and 0704TR during the 1957 season with various 250GT, 290MM, 335 or 500TR parts, a final specification was reached. Ferrari announced the 250 Testa Rossa at their pre-season press conference held in November 1957. The car was intended for independent customers who raced at America's SCCA races and the CSI's World Sportscar Championship. As factory involvement was limited to the larger races, private entrants were left to contend the SCCA and smaller European events.

As released, the 250 Testa Rossa had seemingly modest engineering. The drum brakes or 250 engine were indeed old technology compared to the disc brakes and DOHC setups that were available. Also, compared other cars of the era, the Testa Rossa chassis was made more bulky to take on many of the ditches and walls which these cars met. Such throw backs followed the original design philosophy and helped the Testa Rossas endure to win many races.

All the customer cars featured a chassis similar to the 500 TR (Testa Rossa) which retained the live-axle rear end. Another common feature was the remarkable 'pontoon' bodywork designed by Sergio Scaglietti and his firm at Scaglietti & C. Under the leadership of Gian Carlo Guerra, the company worked without drawings, instead going straight to a wire framework. The result used a nose similar to the period F1 cars with cutaway fenders sometimes called sponsons. The idea was to expose the large brake drums to aid in cooling. Unfortunately, this body, while striking and exciting, was unstable at high speeds. To fix the aerodynamics, Ferrari modified it to feature bodywork that was a fully enclosed design.

At this point is important to mention the superior factory Testa Rossas which Ferrari ran and distinguish them from the customer cars which Ferrari sold. After the first few races, it was apparent to Ferrari that they had to upgrade the Testa Rossa if they were to win the CSI's Sports Car Championship. The team cars were upgraded to include a De Dion rear axle and an all enveloping body.

Both the customer and works Testa Rossas used the Tipo 128 engine, with 290MM camshafts, high-compression pistons and larger bearings to produce 300 bhp. Having a single cylinder displacement of 250cc and bright red valve covers, it's this potent engine which the car is named after.

Racing

During the 1958 season, Ferrari entered factory works cars in the most important races. These cars racked up championship points in the CSI's World Sportscar Championship. Four cars, including prototypes #0666 and #0704, were used by Ferrari which were modified in several ways throughout the season. The two other cars were chassis #0726 and #0728 and, like the prototypes, had De-Dion type rear suspensions. These four cars were called TR58s, but each had individual specification.

Most of the Testa Rossa's success in 1958 can be attributed to the factory works effort and a lack of competition in the new 3.0 liter class. Factory drivers Luigi Musso, Mike Hawthorn, Peter Collins, Wolfgang Von Trips, Phil Hill, Oliver Gendebien and Wolfgang Seidel usually ran alongside several privateers which meant that Ferrari outnumbered the competition at every major race.

Ferrari easily won the opening rounds at Buenos Aires and the Sebring 12-Hour. Back in Europe there was more competition, but Luigi Musso and Oliver Gendebien still won the Targa Florio in their TR58.

At the Nürburgring 1000kms Ferrari was surprisingly beaten. In Germany the much more complicated and powerful Aston Marin DBR1 became the Testa Rossa's main rival. With seven Ferraris present, Stirling Moss and Jack Brabham beat the factory works Ferraris. Ferrari blamed the inferior fuel, but it wouldn't be the last time Ferrari would see defeat to Aston.

After the Nürburgring Ferari had alread clinched the Manfacturer's Championship, but the all important Le Mans 24-Hour race was still on the calendar. Scuderia Ferrari won with Olivier Gendebien and Phil Hill driving a TR58, but the third-placed Porsche 718 RSK was a sign of things to come from Porsche.

AIt is important to mention the Testa Rossa as it applied to American SCCA racing. Many of the customer cars ran short tracks of America, sometimes winning class victories, but they were up against large v8-powered specials such as the Listers and Scarabs that were more suited for sprinting. Also, due to the lack of support in America, many broken engines couldn't be fixed and some Testa Rossas some were stuffed with V8 engines.

After winning Le Mans, Ferrari had secured the Manufacturers Championship and eased off sportscar racing to focus on F1. Ferrari ceased delivery of the customer Testa Rossas in 1958, leaving a limited production of 19 cars plus the prototypes. However, they continued development of the factory-backed works cars which achieved so much success in the preceding seasons. Ferrari knew they needed to improve the Testa Rossa if it was to keep pace with the increasing Aston Martin DBR1 threat. By 1959, Ferrari released a heavily refined TR59 with work from Fantuzzi and Pinin Farina. But was it good enough?

Chassis & Sales.

0714TR-Finished in white, this chassis was sold to Piero Drogo who modified it to include scoops below the rear doors to aid with brake cooling. he raced trouble-free at the Buenos Aires 1000 kms with Sergio Gonzalez. The car stopped by the GP Cuba before coming back to Europe and to be resprayed red for 1958 championship races. Afterwards is was sold to Alan Connell for a full season in the 1959 SCCA season. Painted Black with a red nose it won many times in the DM class. Wayne Burnett picked it up from there for the subsequent 1960/61/62/63 seasons in the states. In 1962 the brakes were updated to discs.

At their 2009 Leggenda E Passione Aucion RM will offer 0714TR. Before the sale the car was painted back in black and after nearly 50 years the disc brakes were replaced by drums. It is described as "stunning – like a great sculpture it begs to be touched. Its incredible racing history puts the car far beyond most other 250 Testarossas, if such a thing can be said. This car would be welcomed with open arms to all the great historic race meetings and events around the globe. As these cars rarely come to market, the Testarossa is one of the most coveted in the marque’s history. With breathtaking looks, fantastic performance and handling, this is a true connoisseur’s Ferrari."

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