Audi Cleaner TDi Engines

From mid-2008 Audi will be putting the cleanest diesel technology in the world into series production. The new TDI engines with their ultra-low emission system combine the spontaneous performance and superior pulling power of today’s TDI power units with outstanding fuel consumption figures and incomparably low emissions. Indeed, they will already undercut the most stringent emissions limits that are to be applied in the future in Europe as soon as production starts. Just as the entire Audi range complied with the Euro 4 standard and the forthcoming Euro 5 emissions limits years in advance, the Ingolstadt brand is once again set to assume its role as the pioneer of groundbreaking technology.

For Audi, the trendsetting TDI engine is a core element of its integrated technology strategy. “We intend to consolidate the status of the TDI as a highly efficient form of propulsion on a sustained basis. And in future we will be launching ‘e’ model variants designed for optimised fuel consumption in the high-volume model series – either in TDI guise or as petrol models with state-of-the-art TFSI technology,” says Rupert Stadler, Chairman of the AUDI AG Board of Management.

Maximum efficiency is the recipe for success

“Audi is a trailblazer when it comes to diesel power. Since 1989, over 4.5 millions cars have rolled off the production line with the highly efficient TDI technology under the bonnet. By equipping the R10 TDI sports prototype with this technology, we have just won the 24 Hours of Le Mans with a diesel-powered car for the second time. The Audi R8 racing cars with TFSI petrol direct injection took victory on five occasions at Le Mans. We have been incorporating the key findings from the world of motorsport directly into series-production development,” emphasises Michael Dick, Board Member for Technical Development at AUDI AG. “By so doing, we are demonstrating how TDI and TFSI represent the ultimate in efficiency, driving pleasure and economy both on the road and on the racetrack.”

The latest TDI generation sees Audi reaffirm its leadership claim in the field of ultra-sophisticated diesel technology. When Audi started up series production of the first passenger-car TDI engine in 1989, it marked a key milestone in the advancement of automotive technology. Audi TDI soon became a byword for supreme pulling power plus maximum efficiency and, what's more, the pacemaker for the automotive industry as a whole. Even today, the spontaneous performance combined with extremely low fuel consumption achieved by the turbocharged direct-injection diesel engine remains unsurpassed by any other drive system under realistic conditions.

Consistent strategy throughout all model series

With its latest generation of TDI engines, Audi is now out to prove that this high-tech drive unit still has high potential and a guaranteed future: thanks to the optimised combustion process and the inclusion of an ultra-low emission system, these models comply with the BIN 5 emissions requirements in the US as well as meeting the toughest standards expected to come into force in Europe for the foreseeable future.

Audi is kicking off its consistent TDI strategy for 2008 with the three-litre V6 units in the Audi A4 and Audi Q7. Developing 176 kW (240 bhp) and a supreme peak torque of 500 Nm in the Audi A4 and 550 Nm in the Audi Q7, they boast the sublime dynamism combined with relatively low fuel consumption that is the hallmark of any Audi. Additional models will follow in rapid succession, with Audi seeking to extend the new technology to other vehicle classes and power categories by 2010.

Innovative technology for minimised emissions

This new technology from Audi takes the TDI principle of diesel direct injection with turbocharging that has been proven a million times over and launches it into a whole new dimension. To do this, the diesel-engine development engineers at Audi have incorporated a whole raft of innovative measures into the latest TDI generation: the new piezoelectric common-rail system with an injection pressure of 2,000 bar, the extremely efficient exhaust gas recirculation and optimised turbocharging bring about a dramatic cut in untreated engine emissions. One of the highlights are the combustion chamber sensors that enable even more precise regulation of the combustion processes in the engine – this is the first time that such sensors have been fitted on any engine in the world, marking yet another Audi innovation.

The status of the new-generation TDI as the definitive clean-running, high-tech diesel is sealed by the downstream ultra-low emission system which reduces nitrogen oxide emissions by up to 90 percent. The ultra-low emission system runs on a biodegradable additive in the form of a solution called AdBlue. Tiny doses of this solution are injected upstream from the DeNOx catalytic converter. The ultra-low emission system as a whole comprises the catalytic converter, the metering module, the AdBlue tank and heated lines, as well as an extensive system of sensors. The comprehensive emission control system is rounded off by the separate two-way catalytic converter and the highly efficient, electronically controlled diesel particulate filter.

Great potential for reducing fuel consumption all around the world

Thanks to their extremely low emission levels, these cutting-edge direct-injection diesel engines can be put into service anywhere in the world, even in the US state of California where the most stringent emissions limits are enforced. Compared to the average fleet consumption of petrol engines typically fitted in the USA, the TDI offers a fuel saving of as much as 35 percent. As a consequence, diesel technology can make a greater contribution to reducing the consumption of fossil fuels and emissions of environmentally harmful greenhouse gases than any other form of propulsion currently available. Audi will be marketing these new models in the USA and in Europe from the second half of 2008.

Hybrid systems for a number of models

Nevertheless, there may also be a call for a hybrid system designed for individual markets and to meet specific requirements. Audi is developing hybrid systems for a number of model series and will put them into series production wherever it sees this as producing significant benefits for customers. Audi unveiled the Audi Q7 hybrid study with an electric motor integrated into the driveline between engine and gearbox back in 2005. Designed as a “full” hybrid, as it is known, the Audi Q7 can run on either the petrol engine or the electric motor alone or be powered by both in unison. During phases when the vehicle is coasting or braking, kinetic energy is converted into electrical energy, fed to the battery and then transformed into propulsive power as and when required.

Porsche 911 GT2

Presenting the new 911 GT2 at the Frankfurt Motor Show, Porsche is proudly launching the most powerful 911 so far homologated for road use. Through its striking design with large air intakes at the front and the rear wing so characteristic of this very special model, the new 911 GT2 expresses the power and performance potential of the fastest-ever 911 right from the start even at a standstill. Available exclusively with rear-wheel drive and a manual six-speed gearbox, this high-performance athlete accelerates to 60 mph in just 3.6 seconds and reaches a top speed of 204 mph on average fuel consumption of just 12.5 liters/100 km (equal to 22.6 mpg imp) in the New European Driving Cycle (NEDC), thus offering a level of fuel economy regarded as quite impossible in this performance class just a few years ago.

The power unit of the new 911 GT2 is based on the six-cylinder boxer engine of the 911 Turbo, with air supply by two exhaust gas turbochargers featuring variable turbine geometry (VTG). The 3.6-liter boxer engine achieves its maximum output of 530 bhp at 6500 rpm, with maximum torque of 505 lb-ft maintained consistently between 2,200 and 4,500 rpm. With its unladen weight of 3,175 lbs, finally, the 911 GT2 offers a power-to-weight ratio of just 6.00 lbs per horsepower.

The increase in engine power by 50 bhp over the ”regular“ power unit is provided in the new 911 GT2 by two turbochargers with a larger compressor wheel and a flow-optimized turbine housing raising turbocharger pressure to an even higher level. And for the first time Porsche’s engineers have combined the turbocharged engine with an expansion-type intake manifold – a genuine revolution on turbocharged power units.

The expansion intake manifold uses the principle of oscillating air in the intake manifold during the cooler expansion phase, keeping the temperature of the fuel/air mixture lower than in the 911 Turbo. This, in turn, means a significant increase in all-round efficiency, with fuel consumption down by up to 15 per cent under full load despite the increase in engine output.

The 911 GT2 offers new achievements also in terms of emission management and control: This is the first Porsche homologated for the road to feature a rear silencer and tailpipes made of titanium as standard equipment. This expensive material reduces weight by approximately 50 per cent versus a comparable component made of stainless steel to just 20 lb.

The new 911 GT2 comes as standard with PCCB brakes featuring brake discs made of a composite carbon fiber/ceramic compound ensuring maximum stopping power maintained with an extremely high level of consistency. A further advantage is that PCCB brakes reduce the weight of the unsprung masses versus comparable grey cast-iron discs by approximately 44 lb.

Yet another feature fitted as standard is the electronically controlled PASM Porsche Active Suspension Management. (PASM). The GT2 comes on 19-inch light-alloy wheels running at the front on 235/35 ZR19, at the rear on 325/30 ZR19 sports tires.

The new 911 GT2 will be at the dealership in November 2007. The base price of the car in Germany is Euro 159,100.-, the market price including 19 per cent value-added tax Euro 189,496.

Porsche 911 GT2

The first images of the new Porsche 911 GT2 have leaked on the internet. It will be even more powerful than the Turbo, 530 horsepower to be precise, and all that power will go to the rear wheels, making it one of the most entertaining cars available.

More information and official photos will follow when available.

SpeedART Porsche 911 Turbo

Aero-Kit "BTR-XL" for 997 Turbo from speedART (Bi-Turbo Racer Extra Large) now has more down force and an improved aerodynamics with a complete front spoiler including additional front chin spoiler, design-fog lights and air outlet grill (carbon or PU). The rear spoiler with adjustable spoiler wing and air intakes (air ram system). Spoiler wing in carbon or painted version:
Side skirts
Rear diffusor
20" forged CTS wheels
Sport súspension
Sport brakes
550 hp power kit
Sport exhaust system with sound switch
Carbon mirror boxes
Sport interieur with sport steering wheel, short shifter and sport seats

Mitsubishi Lancer Evolution All Wheel Control

Mitsubishi Motors Corporation has developed two new component systems that are expected to feature in the new Lancer Evolution, due to be launched this autumn. S-AWC (Super All Wheel Control) is an advanced vehicle dynamics control system that regulates drive torque at each wheel. Twin Clutch SST (Sport Shift Transmission) is an automated manual transmission that delivers slicker shifting through the gears while freeing the driver from the need to operate the clutch.

In line with its corporate philosophy, Mitsubishi Motors strives to deliver a dynamic driving experience while making advances to keep drivers safe. Twin Clutch SST and S-AWC do so by making driving more intuitive. Both the systems work to efficiently distribute power appropriate to road conditions, and deliver outstanding control and stability maintained by an "intelligent" system that reads and reflects driver intent in real time.

The system now adds an ASC (Active Stability Control) feature to the ACD (Active Center Differential), AYC (Active Yaw Control) and Sport ABS (Sport Antilock Brake System) components that have proven themselves in the Lancer Evolution series. Integrated system management of these four components allows regulation of torque and braking force at each wheel. S-AWC also now employs yaw rate feedback control. This allows the system to control each wheel under a wide range of driving conditions, thus realizing vehicle behavior that faithfully reflects driver inputs and allows drivers of all abilities to enjoy sporty motoring with confidence.

MMC's new automated manual transmission employs dual clutches to realize power transmission efficiencies on a par with a normal manual gearbox while also allowing slick and swift shifting. Allowing drivers of all abilities to shift rapidly up and down through the gears, Twin Clutch SST delivers satisfying acceleration while also returning superior fuel mileage thanks to its high-efficiency power transmission mechanism. The new transmission also features three operating modes tailored to different situations: from around-town drivability to instant-response and follow-the-line sporty motoring on the open road.

The S-AWC vehicle dynamics control system integrates management of all its AYC, ACD, ASC and Sport ABS components (see below) while adding braking force control to Mitsubishi Motors' own AYC system. As a result S-AWC elevates drive power, cornering performance as well as vehicle stability under all driving situations, from everyday motoring to emergency evasion maneuvers.

The Active Center Differential incorporates an electronically-controlled hydraulic multi-plate clutch. The system optimizes clutch cover clamp load for different driving conditions, regulating the differential limiting action between free and locked states to optimize front/rear wheel torque split and thereby producing the best balance between traction and steering response.

Active Yaw Control uses a torque transfer mechanism in the rear differential to control rear wheel torque differential for different driving conditions and so limit the yaw moment that acts on the vehicle body and enhance cornering performance. AYC also acts like a limited slip differential by suppressing rear wheel slip to improve traction. The first component of its type, AYC was first used in the Lancer Evolution IV launched in April 1996. It then took an evolutionary step forward in the Lancer Evolution VIII launched in January 2003 as the Super AYC when it switched from the use of a bevel gear to a planetary gear differential, thereby doubling the amount of torque it was able to transfer. In comparison to the system used in the Lancer Evolution IX, AYC now features yaw rate feedback control using a yaw rate sensor and also gains braking force control. Accurately determining the cornering dynamics on a real-time basis, the system operates to control vehicle behavior through corners and realize vehicle behavior that more closely mirrors driver intent.

The Active Stability Control system stabilizes vehicle attitude while maintaining optimum traction by regulating engine power and the braking force at each wheel. Taking a step beyond the previous generation Lancer Evolution, the fitting of a brake pressure sensor at each wheel allows more precise and positive control of braking force. ASC improves traction under acceleration by preventing the driving wheels from spinning on slippery surfaces. It also elevates vehicle stability by suppressing skidding in an emergency evasive maneuver or the result of other sudden steering inputs.

Sport Anti-lock Braking System allows the driver to maintain steering control and keeps the vehicle stable by preventing the wheels from locking under heavy braking or when braking on slippery surfaces. The addition of yaw rate sensors and brake pressure sensors to the Sport ABS system has improved braking performance through corners compared to the Lancer Evolution IX.

The use of engine torque and brake pressure information in the regulation of the ACD and AYC components allows the S-AWC system to determine more quickly whether the vehicle is accelerating or decelerating. S-AWC also employs yaw rate feedback for the first time. The system helps the driver follow his chosen line more closely by comparing how the car is running, as determined from data from the yaw rate sensors, and how the driver wants it to behave, as determined from steering inputs, and operates accordingly to correct any divergence. The addition of braking force regulation to AYC's main role of transferring torque between the right and left wheels allows S-AWC to exert more control over vehicle behavior in on-the-limit driving situations. Increasing braking force on the inside wheel during understeer and on the outer wheel during oversteer situations, AYC's new braking force control feature works in concert with torque transfer regulation to realize higher levels of cornering performance and vehicle stability.

Using integrated management of the ASC and ABS systems allows S-AWC to effectively and seamlessly control vehicle dynamics when accelerating, decelerating or cornering under all driving conditions. S-AWC offers three operating modes: TARMAC for dry, paved surfaces; GRAVEL for wet or unmade surfaces, and SNOW for snow covered surfaces. When the driver selects the mode best suited to current road surface conditions S-AWC operates to control vehicle behavior accordingly and allow the driver to extract the maximum dynamic performance from his vehicle.

Twin Clutch Sport Shift Transmission puts odd (1st, 3rd, 5th) and even (2nd, 4th and 6th) gears on separate input shafts, each connected to an individual clutch. With both clutches under precise system control, this arrangement allows lightening-fast, smooth and lag-free gear changes with no interruption in power delivery. Using clutches instead of a torque converter to transmit power makes the Twin Clutch SST simpler in structure and reduces power transmission losses for higher transmission efficiency that leads to improved fuel mileage.

Twin Clutch SST allows the driver to switch between three shifting programs - Normal, Sport and S-Sport - to cover the full range of driving situations, from town use to sporty motoring on open roads.

Magic gold info

Mercedes Benz SLR McLaren Carbon Fibre

In the 1950s, the Mercedes-Benz SLR acquired a hallowed status in the world of motor racing. Quite apart from its long list of legendary race victories, its avant-garde technology and thrilling design instantly transformed it into a blueprint for all high-calibre Gran Turismo touring cars. The new Mercedes-Benz SLR McLaren Roadster, which will be receiving its world premiere in autumn 2007, is likewise rife with charisma and technology that is ahead of its time. Just like today's Formula 1 racing cars, the Mercedes-Benz SLR McLaren Roadster boasts a carbon-fibre construction that gives it very high levels of safety and exceptional torsional stiffness on a par with the Coupé version. This combines with a chassis with motorsport origins to produce outstanding handling characteristics. The 460-kW/626-hp AMG supercharged V8 engine under the bonnet of the new high-performance sports car propels it to a top speed of 332 km/h, matching the outstanding mark set by the Coupé. Despite the fact that the Roadster comes with a fully retractable soft top to fuse pure open-air driving bliss with the ultimate in performance, by no means do its occupants have to compromise on comfort or everyday practicality. The new Roadster thereby succeeds in taking driving culture and motoring pleasure into a whole new dimension for open-top super sports cars.

The SLR McLaren Roadster is bound to carve out a very special name for itself amongst the ranks of high-performance open-top sports cars. This is thanks to its motor-racing genes and the use throughout of high-tech materials that - despite all their inherent benefits - are generally only ever found in a few individual components of even premium series-production cars, if at all, due to the high costs and elaborate manufacturing processes involved.

This is particularly true of the high-strength yet lightweight carbon-fibre composite materials (CFRP) that are used. Mercedes-Benz and its Formula 1 partner, McLaren, have gathered many years of experience with this material that is conventionally used in the aviation and space industries. In an impact, carbon fibres have a level of energy absorption that is four to five times higher than that of steel or aluminium, while the weight advantage of this high-tech material over steel is around 50 per cent.

The new high-performance Roadster capitalises on all of these benefits. The complex carbon-fibre technology has furthermore undergone intelligent redevelopment for the Roadster's monocoque. The result is low weight as well as exemplary energy absorption courtesy of unique carbon-fibre crash structures, which translates into excellent occupant safety, plus a level of torsional stiffness that is unprecedented for an open-top car. This gives rise to the sort of scintillating performance that is normally the preserve of super sports cars with a fixed roof.

Puristic soft top designed for high speeds

The SLR McLaren Roadster's exceptional credentials are given a further boost by the fully retractable soft top that blends seamlessly into the vehicle's flowing lines. The newly developed material it is made from not only promises everyday practicality in all weathers, it also enables the high-performance sports car to attain speeds which are highly unusual for a roadster. For example, the top speed of 332 km/h with the roof up matches the extraordinary figure set by the Coupé. When driving with the top down, the vehicle's favourable aeroacoustics still allow the occupants to converse with one another at speeds far in excess of 200 km/h.

The roof opens and closes semi-automatically in around ten seconds, thereby harmonising the desire for supreme convenience with the Roadster's purist character. To open the roof, the driver simply has to release the catches in the roof frame and lift it up slightly before the electrohydraulic mechanism folds it together. The aluminium bow integrated into the front section of the roof forms a stylish cover for the soft top when it is folded down. A high standard of safety comes in the form of steel-reinforced A-pillars and two fixed rollover bars.

Streamlined aerodynamics and racing suspension

The Roadster's handling, aeroacoustics and aerodynamics were carefully honed for high-speed driving in the wind tunnel. It borrows the same aerodynamic concept already familiar from the Coupé, comprising an airbrake incorporated into the boot lid, an encapsulated underbody, as well as a diffusor in the rear bumper for generating maximum downforce.

In order to obtain optimum weight distribution for flawless handling dynamics and high braking stability, the Mercedes-Benz SLR McLaren Roadster is designed as a front-mid-engined sports car with the drive unit placed behind the front axle. Its AMG supercharged V8 engine, featuring air-to-water intercooler, three-valve technology, dry-sump lubrication and four metal catalytic converters, is installed in a low-set position for a correspondingly low, and therefore favourable, centre of gravity. Coupled to an AMG Speedshift R five-speed automatic transmission, the power unit's 460 kW/626 hp and peak torque of 780 Nm launch the Roadster from 0 to 100 km/h in a fleeting 3.8 seconds.

The open-top two-seater is equipped with a suspension that was bred on the race track, an electrohydraulic brake system, as well as high-endurance carbon-fibre/ceramic brake discs which offer optimum braking performance, thermal resistance and durability.

Subaru Impreza WRX GB270

Subaru is guaranteeing customers exceptional value from the final-edition versions of its iconic Impreza 2.5 WRX saloon and Sports Wagon. Called GB270, the last-of-the-line current Impreza offers around £7,600 in extra equipment for the saloon and just under £7,000 for the Sports Wagon. Both models cost £22,995 on-the-road – only £2,898 and £1,898 more than the standard Impreza WRX saloon and Sports Wagon respectively.

Named after Rally GB – Subaru’s most successful WRC stage – and the 270 PS the Prodrive-uprated engine produces, the GB270 models can be ordered from July 10 with first deliveries planned for September 1. Numbers will be strictly limited to 300 for the Impreza GB270 saloon and 100 for the Sports Wagon.

Both models benefit from the 270 PS Prodrive Performance Pack which boosts power by 40 PS and torque by a staggering 74 lb ft to 310 lb ft.

The result is a 0-60 mph time reduced from 5.9 to 5.3 seconds and a 0-100 mph time of 13.9 instead of 14.4 seconds. Mid-range response is substantially improved.

Other shared features include a lowered spring kit, ‘quickshift’ gearchange, special carpet mats, MOMO ‘Air-Race’ gear knob, larger-diameter 18x7.5ins GT1 alloy wheels and GB270 exterior badging and individually numbered interior plaque.
Impreza GB270 Saloon

Specific to the Impreza GB270 saloon are a WRC-style rear spoiler, stainless-steel mesh front grille, STI front lip spoiler and silver-finished alloy wheels.
Impreza GB270 Sports Wagon

Helping the GB270 Sports Wagon stand out is a rear waist spoiler, front and rear aero splash guards, rear privacy glass, black stainless-steel mesh front grille and gloss-black alloy wheels.

In addition, both models will be available with an optional ICE pack consisting of a Clarion SatNav and iPod adaptor and Bluetooth ’phone kit for £1,750.

Other extra-cost upgrades include a GB270-branded leather or Alcantara/leather interior for £1,400 or £1,600 respectively and privacy glass window tinting for the saloon at £405 (all prices include VAT).

A totally new 5-door Impreza will be launched in the autumn in 1.5 and 2.0 litre naturally-aspirated versions only. The turbocharged STI returns in the spring.