Porsche TechArt 911 Turbo GTstreet

With its 2001 TechArt GTstreet, based on the Porsche 911 Turbo of the 996 model series, TechArt created one of the fastest and most powerful street-legal sports cars of its time. The next evolutionary stage of this fascinating concept celebrates its world debut at the Geneva Motor Show 2007. The new TechArt GTstreet, based on the 911 Turbo of the latest 997 series, starts at $320,000.

Like the predecessor the new GTstreet edition centers on a powerful engine. The 3.6-liter twin-turbo flat engine is modified by the TechArt engine specialists and now develops 630 bhp at 6,800 rpm, up from standard 480 bhp. Peak torque increases to 605 lb-ft at 4,500 rpm.

The TechArt TA 097/T3 engine conversion comprises two special VTG turbochargers, a new air box with sport air filter, high-performance manifolds, intercoolers and a stainless-steel sport exhaust system with high-performance catalysts. The precise optimal interaction of all modifications is ensured by a newly programmed engine management system.

Power is transferred to all four wheels via a modified transmission with TechArt gear-throw shortening.

Thus equipped the TechArt GTstreet delivers performance that firmly places it among the world’s fastest sports cars: 0 – 62 mph in just 3.2 seconds, 126 mph after just 10.9 seconds and a top speed of 214 mph speak volumes.

The body kit for the TechArt GTstreet was created in the wind tunnel, and offers an optimal symbiosis of aerodynamic downforce, minimized drag and striking design.

The front fascia of the GTstreet with retractable carbon-fiber splitter produces downforce on the front axle and provides radiator, oil coolers and brakes with more cooling air, thanks to its large, striking air inlets. The auxiliary headlamp units with daytime running lights and fog lamps improve active safety. They also give the car even more passing clout.

The TechArt GTstreet fender flares on the front axle add 10 mm to the two-door’s width and give it an even more dynamic appearance. But that’s not all: The air outlets behind the front wheel houses optimize brake venting. The larger air ducts in the rear sidewalls provide engine and intercoolers with a larger supply of cooling air. For an optimal transition between front and rear fenders the TechArt designers have developed rocker panels that complement the new contours. TechArt mirror and headlamp moldings provide the finishing touches.

The TechArt roof spoiler extends the roofline and optimizes airflow to the adjustable rear airfoil of the GTstreet.

The TechArt GTstreet rear fascia with integrated carbon-fiber diffuser contributes to the strong downforce generated on the rear axle. It also provides the perfect backdrop for the quad exhaust of the TechArt high-performance exhaust system.

TechArt Automobildesign offers a number of versions of its popular Formula wheel in sizes 8.5Jx20 in front and 12Jx20 on the rear axle. GTstreet buyers can choose from several color combinations and between the one-piece Formula and the multi-piece Formula II designs. The Formula II wheel features an exchangeable wheel lip. For optimal tires TechArt chose ContiSportContact 3 high-performance tires in sizes 245/30 ZR20 and 325/25 ZR20.

The large 20-inch wheels also provide the necessary space for the especially powerful and durable TechArt high-performance brake system. It features six-piston aluminum fixed calipers and 390-millimeter discs on the front axle. The rear axle is fitted with 365-millimeter discs and four-piston fixed calipers.

The TechArt GTstreet comes with a TechArt VarioPlus coil-over suspension that is based on the electronically adjustable PASM damping system of the 911 Turbo. This chassis allows individual ride-height lowering by up to 25 millimeters and push-button selection of two different damper settings, “Normal” or “Sport.” However, the dampers are not limited to these presets. Sporty driving automatically results in firmer damper settings in both modes, thus combining excellent ride comfort during normal driving with agile and responsive handling during fast cornering.

The cockpit of the TechArt GTstreet also differs distinctly from the stock 911 Turbo. Among the differences is an exclusive leather interior with color-contrasted stitching and sporty CarboBlack highlights. The coupe is further equipped with an ergonomically shaped TechArt sport steering wheel, aluminum foot pedals, foot rest and shifter, as well as with illuminated door sills sporting the TechArt logo.

Ferrari 599 GTB

Fiorano after the circuit Ferrari uses to hone the performance of its track and road cars; GTB as in Gran Turismo Berlinetta after the most famous Ferrari berlinettas ever built; and 599 to reflect the displacement of its V12 engine divided by 10.

This new all-aluminium two-seater model was designed with several specific objectives in mind: to surpass the driving pleasure of such renowned models as the F40, to guarantee stunning performance courtesy of its highly innovative content and technology transfers from the F1, and to deliver superior standards of roominess, comfort, ergonomics and safety.

The result is the absolute pinnacle of achievement in terms of thoroughbred Ferrari sportiness and technology.

The new Ferrari 599 GTB Fiorano sprints from 0 to 100 km/h in an astonishing 3.7 seconds and boasts a top speed in excess of 330 km/h. However, it is still the new model's uniquely innovative content that guarantees superior driving pleasure, handling and sportiness.

V12 Engine

The technical specification of the engine speaks for itself: 5999 cm3 displacement, a specific power output of 103 hp/litre (a first for a naturally aspirated production engine of this displacement).

Twin overhead camshafts per cylinder bank boast continuously variable timing on both inlet and exhaust cams to optimise torque delivery and drivability at both low and high revs. A twin-plate, low inertia clutch in unit with the engine also helps lower the centre of gravity. Chain driven distribution reduces noise and is maintenance-free.

The Fiorano's engine delivers a maximum torque of 608 Nm at 5,600 rpm. The new model's sportiness is due in part to record maximum revs for an engine of this displacement (apart from the Enzo).

Its maximum power output is 620 hp at 7,600 rpm with a maximum engine speed of 8,400 rpm. Particular attention was also paid to fuel consumption which is the same as in the previous model, under similar use, despite a significant leap in performance. Development work for the Ferrari 599 GTB Fiorano also focused specifically on the sound the engine makes, reducing mechanical resonance in favour of a pure V12 soundtrack from both the intake manifold and the exhaust system. This not only enhances driving pleasure but makes for a quieter ride inside the cabin itself.

F1 Gearbox

The new generation F1 gearbox that debuts on the Ferrari 599 GTB Fiorano is a further development of the F1 gearbox used on all of the models in the Ferrari range.

The F1-SuperFast system enhances the car's high-performance capabilities by using the elastic energy within the transmission components, together with the integrated electronic engine and gearbox management programmes, to speed up gear change times. The various stages involved in changing the gears are implemented in parallel (non-sequentially) and this results in exceptionally fast gear shifting. In fact, it cuts overall gear-shift times to just 100 ms. The system is integrated with the manettino and the driver is still free to choose between either the Automatic mode or the Launch Control setting which offers smoother starts from standstill.

F1-TRAC

The experience built up over thousands of kilometres of Formula 1 testing and racing by Ferrari's drivers is now being made available to ensure clients have access to cutting-edge road-holding, safety and stability. The system continually monitors the speed of both front and rear wheels and features predictive software that estimates the maximum available grip in advance, compares this information with the vehicle dynamics model stored in the control system, and adjusts its reactions to suit, optimising traction by modulating power delivery.

The result is easier, smoother high-performance driving, thanks to maximum grip out of bends (a 20% increase in acceleration compared to a traditional traction and stability control system) and predictable handling even in extreme situations. The F1-Trac is integrated with the manettino which adapts the car's behaviour to the driving conditions: the Sport setting provides the best balance between stability and performance on the road while Race ensures clients maximum performance combined with consistently brilliant handling. The F1-Trac system is another world first for Ferrari.

SCM Suspensions

This is the very first time the SCM (Magnetorheological Suspension Control) suspension has been used on a high performance sports car.

Unlike traditional oleodynamic systems, magnetorheological (MR) fluid suspension systems react instantly to road conditions and driver inputs, thanks to the fact that the dampers use a fluid the viscosity of which is modified by applying an electronically controlled magnetic field.

What this means in practice is greatly improved body control which in turn directly improves handling and road-holding thanks to optimal tyre grip in all road conditions. The result is a much safer and more enjoyable driving experience courtesy of reduced roll and greater control when accelerating, braking and cornering.

"Manettino"

The steering wheel-mounted manettino vehicle dynamics control switch, originally developed for the 1996 Formula 1 season, has been taken a step further for the new Ferrari 599 GTB Fiorano.

The manettino integrates the stability and F1-Trac traction control systems, the F1-SuperFast gearbox and the SCM (Magnetorheological Suspension Control) fluid suspension. This means that the driver can select the correct setting for the grip conditions at any given time. The manettino's readouts are displayed on the new on-board Multi Display unit so that the information important to each specific setting is instantly available to the driver (e.g. lap times, tyre temperature and pressure or trip computer readouts.)

Aerodynamics

Lengthy testing in the wind tunnel at Ferrari plus various simulations have yielded exceptional results in terms of both downforce and drag. The optimisation of the Ferrari 599 GTB Fiorano's underbody, the rear diffuser and flying buttresses have resulted in an aerodynamic load of just 160 kg at 300 km/h. Similarly, the Cd - drag coefficient - is just 0.336.

Design and accessories

The Ferrari 599 GTB Fiorano is a strikingly sculptural car. The design is so supple, in fact, that each new angle brings something new to light. Its forms say it all about its extreme sportiness yet still retain a unique sophistication.

A balance has been struck in the interior between the car's sporty vocation and the feeling of intimacy and safety that only skilled hand-crafting and detailed personalisation can achieve. The passenger areas of the car are trimmed in sumptuous leather while the driver area and controls boast more high-tech detailing in carbon-fibre and aluminium.

In addition to the steering wheel and manettino, the central rev counter with a choice of red or yellow background and solid aluminium passenger controls, the new Ferrari 599 GTB Fiorano also boasts attractive new styling cues including a central grip to provide extra support for the passenger and new adaptive racing seats featuring carbon-fibre side rests. Other standard accessories include front bi-xenon headlamps and rear LED lights, dusk and rain sensors, dual-zone climate control, electrically adjustable steering-wheel column, hideaway radio/CD player and key with integrated volumetric anti-theft device with motion sensors.

The Ferrari 599 GTB Fiorano also benefits from an already vast choice of personalisation options available for every Ferrari model. Four areas are covered by this programme: Racing and Track, Exteriors and Colours, Interior and Materials, Equipment and Travel.

The Racing and Track options include CCM (Carbon Ceramic Material) brakes, 20" Challenge one-piece rims with run-flat tyres, four-point harnesses and a cockpit roll-bar. The Scuderia wheel arch shields and coloured brake calipers complete the look for sportier clients.

Interior and Materials options include a new Enzo Ferrari-inspired carbon-fibre steering wheel with LED rev display which can be specified along with a special carbon-fibre trim kit for the door panels, instrument panel, gear stick surround and sill kick panels. Various types of leather trim are also available for the seats and interior too. Travel and Equipment accessories include front and rear parking sensors, iPod-friendly set-up, satellite anti-theft system and a luggage set specially tailored to fit this model.

Gumpert Unveils the Uncompromising Apollo Sport

The Gumpert Apollo is a synthesis of dynamic and design with pure driving pleasure and unique performance. On the road it speeds like not many other cars and on the race track it cries out to be challenged by an opponent that can match its breathtaking acceleration and handling. Now, it is due to get a worthy competitor out of its own stable. At the 77th Geneva Motor Show, the Gumpert Sportwagenmanufaktur will present the Apollo Sport to the wide public.

The Gumpert Apollo Sport is the rebel amongst the super sports cars. Its bodywork combines sexy curves with potent edges and angles and aims for uncompromising aerodynamics. A clear demonstration of the principle form follows function. Its challenging sporting design derives from the requirement to built a street legal racing car, whose number one priority is to provide extraordinary performance on the circuit, but at the same time embodying a vehicle suitable for daily use.

The highest importance was attached to safety: the tubular space frame in chrome-molybdenum steel with integrated safety monocoque fabricated in carbon-fiber passes all crash-tests regulations, while a cashbox offers additional protection. The gaping air intake stub over the roof and on the rear signals power, dynamics and superiority. The eight cylinder, bi-turbo mid-engine with up to 800 horsepower is capable of catapulting this 2645 lbs missile from 0-62 mph in only 3 seconds.

The Apollo Sport is equipped with an extended aerodynamic package and, in contrast to the three part spoiler of the Apollo, possesses a racing wing which gives even more down force. The more powerful engine still manages to accelerate this beast to a top speed of 224 mph.

As you can guess, it is not for nothing that this cars is named after the fierce Greek God.

The two-seater also convinces from the inside, with its sporty and elegant alcantara interior, and offers air-condition, CD-player, navigation system and reverse view camera as standard equipment. A two-layer metallic finish available in any conceivable color, gives this racer a particular luster. As a special accessory the Apollo is equipped with an airjack, a pneumatic jacking pad.

Subaru Impreza WRC 2007

Engine
Type: Turbocharged Flat-4
Displacement cu in (cc): 121 (1994)
Power bhp (kW) at RPM: 300(224) / 5500
Torque lb-ft (Nm) at RPM: 347(470) / 4000
Redline at RPM: n.a.

Brakes & Tires
Brakes F/R: Gravel: AP Racing 305 mm ventilated discs and 4-pot calipers front and rear
Asphalt, front brakes: 366 mm ventilated discs with 6-pot water-cooled calipers
Tires: BFGoodrich
Driveline: All Wheel Drive

Performance
Acceleration 0-62 mph s: depends on setup
Top Speed mph (km/h): depends on setup
Fuel Economy EPA city/highway mpg (l/100 km): n.a.

Subaru's New World Rally Championship Contender
The Subaru World Rally Team has unveiled the latest evolution of its rally challenger, the Impreza WRC2007, which will make its competitive debut on Rally Mexico (March 9-11) in the hands of Petter Solberg/Phil Mills and Chris Atkinson/Glenn Macneall.

As with previous incarnations of the iconic rally car, the Impreza WRC2007 is the result of a close collaboration between the teams of engineers and designers within Fuji Heavy Industries Ltd and Subaru Tecnica International (STI) in Japan and the Subaru World Rally Team in England.

The creation of the WRC2007 is a sign of Subaru’s ongoing commitment to the World Rally Championship as a way of proving the superior performance, reliability and safety of the Impreza model. Although the latest World Rally Car is outwardly similar to its predecessor, a number of key engineering improvements have justified the production of a new car for the remainder of this season.

Steve Farrell, director of engineering for the Subaru World Rally Team, explains: “The targets were to produce a car that has a more responsive front end with better traction and more balanced tire wear, particularly on longer stages. To achieve that, we have applied a different philosophy into areas such as weight distribution, suspension geometry and differential set-ups. We also have new dampers to improve road-holding and traction.

“The car also has a different radiator and intercooler pack. We made an evolution in the middle of last season and, with the benefit of the new homologation, we’ve been able to make a further step on that. We have simplified the layout, which has improved the air flow, made the front end of the car easier to service and lost some weight.

“Externally, the differences are relatively subtle. The front bumper has been restyled to suit the new radiator pack and the bonnet vents are different – we have twin side exits on the bonnet this time rather than one central one.”

Richard Taylor, Subaru World Rally Team managing director adds: “Since the latter part of last year we’ve worked very closely with Subaru in Japan to look at certain specific areas of the 2006 car and bring the new version to fruition as quickly as possible. This season we have started to work with BFGoodrich and Mexico will be our first gravel event with its tires, so we still have a considerable amount of learning to do in that respect.”

As the basis of a rally winning machine, few cars can match the competitive pedigree of the Impreza. First launched in 1992, the road car has developed in tandem with its rallying counterpart and over the last 13 seasons, the Impreza has scored 46 WRC victories and lessons learned on the rally stages have been fed back into the production model.

Like the road-going Impreza, at the heart of the rally car are two key parts of the Subaru philosophy, namely the Horizontally-opposed engine and the trademark Symmetrical AWD (All-Wheel-Drive). Through the work of STI and the Subaru World Rally Team, Subaru has established a two-way feedback process which complements both the road and rally car program.

Shigeo Sugaya, manufacturer principal, engineering, for the Subaru World Rally Team, says: “The collaboration between Subaru in Japan and England has worked extremely well to deliver the WRC2007 in a very short timeframe. Last autumn, engineers in Japan and England shared the idea before actual work started on both sides. Then development work was initiated as a joint project between the two teams.

“Our engineers in Japan are responsible for two main areas: the first is designing the bodyshell, including aerodynamics, and the other is improving the power unit. The engine itself contributes to further improving drivability in the middle to low speed range, which worked effectively in the Impreza WRC2006. As with previous designs, the engine is an all-aluminum construction, but the further use of light-weight materials means it is even lighter than before.

“On top of that, we work very closely with the Subaru World Rally Team engineers on specific projects and offer general support as and when it is needed. We also set up smaller groups including engineers from both Japan and England to develop areas such as the suspension or aerodynamics. The groups communicate directly, while my role is to oversee the success of each project. The WRC2007 does not represent a radical change for the team, instead we have made small evolutions in several areas.”

The team has used the WRC2006 for the first three rallies of the 2007 season and has scored points on each outing. In parallel, the new car has been undergoing testing on gravel roads in Italy and Spain. The two Subaru World Rally Team crews will drive the Impreza WRC2007 for Mexico and the subsequent 12 rounds of the WRC.

Today two Subaru Impreza WRC2007s were due to set off from the Subaru World Rally Team’s headquarters in Banbury, England to embark on the 5000-mile trip to Mexico in preparation for their debut in the World Rally Championship.

Dodge viper

The Dodge Viper is the most powerful production car made by Dodge. Production of the two seat sports car began at New Mack Assembly in 1992 and moved to its current home at Conner Avenue Assembly in October 1995.

Development


The Viper was conceived as a modern take on the classic American muscle car. While there are some who insist that the iconic AC Cobra was a source of inspiration, the final version of the Viper was far too large and heavy to seriously claim any direct lineage with the compact and lightweight vehicle. Most saw claims to kinship with the Cobra as a marketing exercise, although Carroll Shelby was involved in the initial design of the Viper.

The Viper was initially conceived in late 1988 at Chrysler's Advanced Design Studios. The following February, Chrysler president Bob Lutz suggested to Tom Gale at Chrysler Design that the company should consider producing a modern Cobra, and a clay model was presented to Lutz a few months later. The car appeared as a concept at the North American International Auto Show in 1989. This concept vehicle was originally named Copperhead because of it's low, wide appearance characteristic of reptiles and would later be changed to Viper. Public reaction was so enthusiastic, that chief engineer Roy Sjeoberg was directed to develop it as a production car.

Sjoberg selected 85 engineers to be "Team Viper", with development beginning in March 1989. The team asked then-Chrysler subsidiary Lamborghini to cast some prototype aluminum blocks based on their V10 truck engine for sports car use in May. The production body was completed in the fall, with a chassis prototype running in December. Though a V8 was first used in the test mule, the V10 which the production car was meant to use was ready in February 1990.

Official approval from Chrysler chairman, Lee Iacocca, came in May 1990. One year later, Carroll Shelby piloted a preproduction car as the Indianapolis 500 pace car. In November 1991, the car was released to reviewers with first shipments beginning in January 1992.

First generation (1992—1995)
The first prototype was tested in December 1989. It first debuted in 1991 with three pre-production models as the pace car for the Indianapolis 500 when Dodge was forced to substitute it in place of the Stealth, and went on sale in January 1992 as the soft roofed RT/10 Roadster.

The centerpiece of the car was its engine. Originally designed for a truck platform and based on the Chrysler LA design, a division of the Chrysler Corporation revamped Dodge's cast-iron block V10 for the Viper by recasting the block and head in aluminum alloy. Some within Lamborghini felt the pushrod two-valve design, while adequate for the truck application, was unsuitable for a performance car and suggested a more comprehensive redesign which would have included four valves per cylinder. Chrysler, however, was uncertain about the Viper's production costs and sales potential and so declined to provide the budget for the modification.

The engine produced 400 hp (298 kW) at 4600 rpm and 450 ft·lbf (610 N·m) of torque at 3600 rpm, and thanks to the long-gearing allowed by the torquey engine, provided surprising fuel economy at a claimed 21 mpg US (11.2 L/100 km) if driven sedately. The body was a tubular steel frame with resin transfer molding (RTM) fiberglass panels. Much of the suspension, following the manufacturer's "engine first" mantra, was sourced from the Dodge Dakota pickup. Typical of American performance car design, it had a front-mounted engine driving the rear wheels; it was also heavy with a curb weight of 3,280 lb (1,488 kg) and lacked many modern driver aids such as traction control or anti-lock brakes. Car and Driver magazine referred to this generation as "the world's biggest Fat Boy Harley", and likened driving it to "playing ping pong with a Louisville Slugger baseball bat." Despite this, in straight line performance, it completed a quarter mile in 12.9 seconds and had a maximum speed of 164 mph (264 km/h).

The car was also devoid of any real luxuries. Along with the absence of exterior door handles, the vehicle lacked windows and even a roof. Although a soft top cover was available, it was designed primarily for outdoor vehicle storage. In terms of interior space, the trunk was large enough for the rain cover and little else. Chrysler's purpose for the vehicle was clear in almost every aspect of its construction; from the unyielding bolstering of the seats to the side-exit exhaust that came with its own disclaimer against passenger injury. Performance came first, creature comforts last (if at all).

Performance:

0-60: 4.6 sec.

0-100: 9.2 sec.

quarter mile: 12.5 sec. @ 112 mph

top speed: 180+ (confirmed by Road and Track magazine / 1992)

700 ft slalom: over 65 mph

skidpad average g: .96

Bugatti Veyron

The Bugatti Veyron 16.4 is currently the fastest, most powerful, and most expensive street-legal production car in the world, with a proven top speed of over 400 km/h (407.5 km/h or 253.2 mph).[1] It reached full production in September 2005. The car is built by Volkswagen AG subsidiary Bugatti Automobiles SAS in its Molsheim (Alsace, France) factory and is sold under the legendary French Bugatti marque. It is named after French racing driver Pierre Veyron, who won the 24 hours of Le Mans in 1939 while racing for the original Bugatti firm. It is also the world's second supercar with 16 cylinders, after the Cizeta Moroder V16T.

Specifications
the W16 engine

The Veyron features a W16 engine—16 cylinders in 4 banks of 4 cylinders, or the equivalent of two narrow-angle V8 engines mated in a "W" configuration. Each cylinder has 4 valves, for a total of 64, but the narrow V8 configuration allows two camshafts to drive two banks of cylinders so only 4 camshafts are needed. The engine is fed by four turbochargers, and it displaces 8.0 L (7,993 cc/488 in³) with a square 86 by 86 mm bore and stroke.

Putting this power to the ground is a dual-clutch DSG computer-controlled manual transmission with 7 gear ratios via shifter paddles behind the steering wheel boasting an 8 ms shift time. The Veyron can be driven by full automatic transmission. The Veyron also features full-time all-wheel drive developed by UK based Ricardo helping to transfer power to the road. It uses special Michelin run-flat tires designed specifically for the Veyron to accommodate the vehicle's top speed.

The car's wheelbase is 2710 mm (106.3 in). Overall length is 4462 mm (175.8 in). It measures 1998 mm (78.7 in) wide and 1206 mm (47.5 in) tall.

Kerb weight is estimated at 4,160 lb (1890 kg). This gives the car a power to weight ratio of 529 bhp/tonne.

The Bugatti Veyron has a total of 10 radiators.
3 radiators for the engine cooling system.
1 heat exchanger for the air to liquid intercoolers.
2 for the air conditioning system.
1 transmission oil radiator.
1 differential oil radiator.
1 engine oil radiator.
1 hydraulic oil radiator for the spoiler.

Performance
The key

According to Volkswagen, the final production Veyron engine produces between 1020 and 1040 metric hp (1006 to 1026 SAE net hp), so the car will be advertised as producing "1001 horsepower" in both the US and European markets. This makes it the most powerful production road-car engine in history. Peak torque is 1250 N·m (922 ft·lbf).

Top speed was initially promised to be 252 mph (406 km/h), but test versions were unstable at that speed, forcing a redesign of the aerodynamics. In May 2005, a prototype Veyron tested at a Volkswagen track near Wolfsburg, Germany, and recorded an electronically limited top speed of 400 km/h (249 mph). In October, 2005, Car and Driver magazine's editor Csaba Csere test drove the final production version of the Veyron for the November 2005 issue. This test, at Volkswagen's Ehra-Lessien test track, reached a top speed of 253.2 mph (407.5 km/h). The top speed was verified once again by James May on Top Gear, again at Volkswagen's private test track. When getting close to the top speed during the test he said that "the tires will only last for about fifty minutes, but it's okay because the fuel runs out in twelve." He also gave an indication of the power requirements, at 155mph the Veyron was using approximately 270BHP, but to get to its rated 253mph top speed required far more from the engine, due to non-linear increases in drag at high speeds.

The Veyron is the quickest production car to reach 100 km/h (62 mph) with an estimated time of 2.5 seconds. It reaches 60mph in approximately 2.46 seconds. It also reaches 200 and 300 km/h (124 and 186 mph) in 7.3 and 16.7 seconds respectively. This makes the Veyron the quickest accelerating production car in history. It also consumes more fuel than any other production car, using 40.4 L/100 km (5.82 mpg) in city driving and 24.1 L/100 km (10 mpg) in combined cycle. At full throttle, it uses more than 125 L/100 km (2.1 mpg), which would empty its 100 L fuel tank in just 12.5 minutes. The car's everyday top speed is listed at 234 mph (377 km/h). When the car reaches 137 mph (220 km/h), hydraulics lower the car until it has a ground clearance of about 3 1/2 inches (8.9 cm). At the same time, the wing and spoiler deploy. This is the "handling" mode, in which the wing helps provide 770 pounds (3425 newtons) of downforce, holding the car to the road. The driver must, using a special key (the "Top Speed Key"), toggle the lock to the left of his seat in order to use the maximum speed of 253.2 miles per hour (407.5 km/h). Theoretically it can go faster but it is electronically limited to 253.2 miles per hour (407.5 km/h) to prevent tire damage. The key functions only when the vehicle is at a stop when a checklist then establishes whether the car—and its driver—are ready to enable 'top speed' mode. If all systems are go, the rear spoiler retracts, the front air diffusers close and the ground clearance, normally 4.9 inches (12.4 cm), drops to 2.6 inches (6.6 cm).

The Veyron's brakes utilize unique cross-drilled and turbine-vented carbon rotors, which draw in cooling air to reduce fade. Each caliper has eight titanium pistons. Bugatti claims maximum deceleration of 1.3 g on road tires. Prototypes have been subjected to repeated 1.0 g braking from 194 to 50 mph (312 to 80 km/h) without fade. With the car's fearsome acceleration from 50 to 194 mph (80 to 312 km/h), that test can be performed every 22 seconds. At speeds above 124 mph (200 km/h), the rear wing also acts as an airbrake, snapping to a 70-degree angle in 0.4 seconds once brakes are applied, providing 0.5 g (4.9 m/s²) of deceleration. Bugatti claims the Veyron will brake from 252 mph (406 km/h) to a standstill in less than 10 seconds. The braking is also so evenly applied that the car will not deviate from a straight path if the driver lets go of the steering wheel, even with the brakes fully applied starting from close to top speed.

Official unveiling


The production Veyron was shown for the first time on October 19, 2005 at the Tokyo Motor Show. The official United States launch for the production version occurred at the 2006 Los Angeles International Auto Show in January. Visual differences between the prototype and production Veyrons are slight, but noticeable marks include the addition of marker lights or reflectors on the front fenders and a more pronounced "dorsal spine" on the hood (reminiscent of the Bugatti Atlantic), especially near the windshield.

Six Veyrons were sold at the 2005 Dubai Motor Show in December, reportedly including the demonstration models used on the stands there. These would be the first reported private sales of the car. Reports also indicate that deposits have been taken on 45 Veyrons as of December.

Final numbers
Vehicle type: mid-engine, all-wheel-drive, 2-passenger, 2-door coupe
Base Price: € 1,127,210 (£757 359, $1,440,800)
Engine type: quad-turbocharged and intercooled DOHC 64-valve W-16, aluminum block and heads, direct fuel injection
Displacement: 7993 cm³ (488.8 in³)
Performance ratings :
Zero to 60 mph (97 km/h): 2.5 s
Zero to 100 mph (161 km/h): 5.4 s
Zero to 150 mph (241 km/h): 9.3 s
Zero to 200 mph (322 km/h): 20.2 s
Zero to 250 mph (402 km/h): 55 s
Zero to 100 km/h: 2.5 s
Zero to 200 km/h: 7.3 s
Zero to 300 km/h: 16.7 s
Zero to 400 km/h: 55 s

Audi A5

The Audi A5 is a compact coupé, based on the A4 and Audi Nuvolari Concept which will be unveiled on the March 6, 2007 at the Geneva Motorshow and is expected to be released by Audi later in the year. The two-door coupé and convertible versions will compete against the Mercedes-Benz CLK-Class and BMW 3-Series. On May 10, 2006, Audi confirmed that the A4-based A5 would go into production. The A5 is notable as it departs from Audi's trademark "overhung" engine mounting position over the front axle, in favour of the powertrain being located behind the axle - in an effort to achieve a more even 55/45 weight distribution between the front and rear wheels.

The Audi A5 is the next model to be released following the TT and R8 models. The A5 is based on the Nuvolari which had a 600bhp bi-turbo V10 and will be the third recent vehicle to go from concept to reality. The first two were the Q7 (Pikes Peak) and the R8 (Le Mans). The A5 will debut at the Geneva Motor Show in March 2007 with the 3.2 Liter V6 engine delivering 265 horsepower. Audi is investing billions of dollars into their new vehicle development and has had over 10 years of increasing sales due to their previous efforts. The new A5 platform is based on a modular design that will also allow the next generation A4 and A6 models to benefit from the more rear situated engine placement.