Ford Mustang Cobra Jet, 2010

Ford Mustang Cobra Jet, 2010

Since its victorious introduction at the NHRA Winternationals in 1968, Ford Mustang Cobra Jet has created a legacy of power, performance and triumph.

The 40th Anniversary 2008 Ford Mustang Cobra Jet lived up to the legend of the original, duplicating the NHRA Winternationals victory in 2009 and dominating drag strips across the land.

Today, Ford Racing unveiled the 2010 Ford Mustang Cobra Jet at the Specialty Equipment Market Association (SEMA) show, which marks the continued evolution of the CJ as a factory-produced turnkey race car. In honor of the SEMA introduction, Ford Racing built and unveiled a one-of-a-kind "SEMA Special" silver Ford Mustang Cobra Jet complete with a charcoal Cobra Jet graphics package.

For decades, the Mustang has been the preeminent car in many forms of racing, including drag racing. The 2008 Ford Mustang Cobra Jet added to that legacy this season with high- profile wins at the NHRA Winternationals and U.S. Nationals, and by setting numerous track records across the country.

The 2010 Cobra Jet, like its predecessor, is a factory-built race car that is intended for NHRA Stock and Super Stock racing. The goal for the 2010 Ford Mustang Cobra Jet was to enhance the race features to further make its own place in NHRA history. The 2010 CJ will come with all of the features of the 2008 car with enhancements that include options for a full race-prepared automatic or manual transmission, drag race-specific shocks and springs, manual steering and brakes, 8.50 certified rollcage, and an Aeromitive return-style fuel system with trunk-mounted fuel cell.

Ford Racing engineers have developed for the 2010 Ford Mustang Cobra Jet a factory-first launch control/rev limiter that will allow drivers to preset the rpm after they stage the car. When they are ready to leave, all they do is put the throttle pedal to the floor; they don't have the engine speed to free rev. Previously, the launch control/rev limiter was only available as an aftermarket option.

Much like Ford Racing's previous Mustang FR500S race car, the Cobra Jet Mustang will get its start at the Auto Alliance International (AAI) assembly plant in Flat Rock, Mich. The entire 50-car run of 2010 Cobra Jets will be built on the same production line that produces the 2010 Ford Mustang production car. Production of Cobra Jets will commence in January, with delivery of all vehicles expected in the first quarter of 2010.

All of the additional parts and pieces for the CJ can be found in the Ford Performance Parts catalog. And since the Ford Mustang Cobra Jet is produced from a base V-6 Ford Mustang, any consumer can turn his Mustang into a Cobra Jet by purchasing the parts from the Ford Performance Parts catalog.

The 2010 CJ car features a choice for customers between two supercharged engines or three normally aspirated engines (pending NHRA approval). These options will allow the Ford Mustang Cobra Jet to be eligible for more classes in the NHRA, as well as competition with other sanctioning bodies, including NMRA, NMCA, PSCA and IHRA.

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Fisker Automotive, 2008

Fisker Automotive, 2008

The Fisker Automotive, founded in 2007 by Fisker Coachbuild, LLC and Quantum Technologies, is a privately owned American car company producing premium green automobiles. North American corporate headquarters are located in Irvine.

The Fisker Automotive, the new American manufacturer of premium green automobiles.
The four-seat, plug-in hybrid hardtop convertible furthers the company’s belief that driving style and performance need not be compromised for environmental friendliness.

The open-air Fisker Karma S concept shares its aluminum spaceframe architecture and clean Q-DRIVE powertrain with the Fisker Karma sedan.
Designed and engineered by Quantum Technologies exclusively for Fisker Automotive,
Q-DRIVE provides 50 emission-free miles on a single charge to its lithium-ion battery pack, and up to 403hp from two electric motors. The power retractable hard top, a first for Fisker, glides neatly into the trunk and a unique design language sets the Karma S concept apart.

The Karma S is an extension of the Fisker Automotive product range of eco-conscious automobiles and sets the tone for the future.“
The four-door, four-seat Karma fuses the traditional and timeless styling of veteran auto designer, with Quantum Technologies’ clean Q-DRIVE plug-in hybrid powertrain to become the world’s first luxury plug-in hybrid car.

The Exclusive to Fisker Automotive, Q-DRIVE provides the best combination of power, efficiency and low emissions.
The system is comprised of two 201hp electric motors powered by an advanced lithium-ion technology battery pack.
A generator attached to a turbocharged 2.0-liter Ecotec direct injection (D1) gasoline engine provides extended range capabilities.

The features two operating modes: Stealth Mode and Sport Mode. In electric-only Stealth Mode, drivers can travel emission free for up to 50 miles on a full charge from any 110-, 220- or 240-volt electric outlet. A total range of up to 300 miles is estimated in Sport Mode, which utilizes the efficient Ecotec gasoline engine to turn a generator that powers two electric motors on the rear differential.

THE STYLE AND LUXURY
Karma’s exterior design features the continual flow of sculpture and dramatic proportion that is signature Fisker style.
A low, wide stance and raised front fenders offer the driver a unique view of the car’s design.
Modest changes from the original Karma prototype include an enhanced upper grill and an enlarged lower intake for improved airflow. A new aerodynamic diffuser under the rear bumper helps cool the electric drivetrain. Instantly recognizable, the Karma also benefits from having the world’s largest continuously formed glass solar panel roof on a car – an industry first and a standard feature on all Karma sedans.

A desirable car of any kind requires an inviting cockpit. Fisker’s interior design team focused on sustainable design held accountable to the environment. Inspiration from nature’s timeless beauty and the quality of classic design composition provided immense inspiration.
Karma’s Sustainable and Accountable Design is reflected in the use of reusable materials enhanced with modern technology.

The Karma’s instrumentation and controls focus on ease of use. Embedded in the layered EcoGlass center console is a 10.2-inch touch sensitive screen controlling HVAC, audio and other vehicle systems. LCD gauges behind the steerint wheel provide display critical information like battery charge and vehicle speed.

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Ferrari FXX Evolution, 2008

Ferrari FXX Evolution, 2008

The innovative FXX programme, based on the eponymous prototype car and launched by Ferrari in June 2005, is being extended to 2008/2009. The Ferrari FXX, which is the most advanced GT ever created at Maranello, has been updated with an evolution package aimed at further improving its handling and performance. The package was developed as a result of Ferrari's collaboration with its Client Test Drivers and with the invaluable support of Michael Schumacher. The FXXs equipped with this package will also sport a new livery in addition to new rear wing profiles.

The Ferrari FXX is not homologated for road use and there are no plans to compete with it either. In fact, the Ferrari FXX prototype is designed exclusively for track driving as part of a specific R&D programme agreed with a selected group of just over 20 clients involving 14 group test sessions and 14 private ones in the last two years. Thanks to readings taken over the 16,500 kilometres of tests carried out in 2006 and the 18,500 kilometres covered in 2007, the modifications made to the car have focused on honing its aerodynamics, running gear and electronics. Seven-times Formula 1 World Champion Michael Schumacher also joined the ranks of the client test drivers and gave the programme the benefit of his vast experience on several occasions.

Maranello's engineers studied the wealth of information gained to develop a kit which will cut the FXX's Fiorano lap time to under 1'16'' (previously it was 1'18''). The Ferrari FXX's 6262 cc V12 engine can now punch out a massive 860 hp at 9500 rpm. Gearshifting takes just 60 ms, a drop of 20 ms on the previous time, and the gear ratios have been adapted to make use of the extra 1000 rpm now delivered by the engine.

The car's new traction control system, developed in close collaboration with the GES Racing Division engineers, gives the driver a choice of no less than nine different settings (plus the off position) which are selected using a switch on the central tunnel. This means that the driver really can modify the car's behaviour on the track from corner to corner, just as the Formula 1 drivers do to maximise performance and reduce tyre wear. The Ferrari FXX's traction control is also now less invasive and more flexible, adapting more efficiently to the individual driving style of each driver - a requirement pinpointed when this very extreme car was being driven on the track by non-professional drivers.

The Ferrari FXX's special 19" Bridgestone tyres now last longer too thanks to a new car setup and new front suspension geometry, while the Brembo brakes, which boast large Composite Ceramic Material (CCM) discs, are more efficient with the result that the brake pads last twice as long. Thanks to the drivers' feedback the Ferrari engineers have also developed new aerodynamic solutions aimed at increasing downforce over the rear axle. The Ferrari FXX now sports a new rear diffuser, nolder and rear flaps which have combined to increase aerodynamic efficiency by 25% overall. The active front spoiler control system settings have been adjusted to take these modifications into account too. New telemetry monitoring of the steering angle and brake pump pressure will further boost the interaction between Client test drivers and the company's engineers also. From next year onwards, it will be possible for drivers to have two extra video cameras mounted on their car in addition the existing rear-facing one. This will, of course, give the drivers excellent rear visibility without having to impinge in any way on the car's aerodynamics.

The Ferrari FXX Evolution package includes participation in a series of track events that Ferrari is organising at international circuits for 2008/2009. Six events are planned for each year (two in North America, two in Europe and two in Asia). In addition to these, the FXXs will be participating, as per tradition, in the prestigious end-of-season Ferrari World Finals.

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Ferrari 430 Scuderia, 2008

Ferrari 430 Scuderia, 2008

Lightweight, simple and striking with a distinctive engine and exhaust sound: every last detail of the Ferrari 430 Scuderia exudes uncompromising sportiness as a direct result of its close links to the world of racing, which is reflected in the car's name: "Scuderia". Seven-times World Champion Michael Schumacher was also involved in the car's development, with the result that the most advanced single-seater technology is now available to Ferrari's sportiest and most passionate clients. With a dry weight of 2775 lb (1250 kg) and 510 hp delivered at 8500 rpm by its naturally aspirated 4308 cm3 V8 engine, the Ferrari 430 Scuderia boasts an extraordinarily low weight-power ratio of just 2.45 kg/hp, which allows it to sprint from 0 to 100 km/h in just 3.6 seconds. It can also complete a lap at Fiorano in a time comparable to that of the Ferrari Enzo, the Ferrari that has come to epitomise Maranello's philosophy of transferring F1 content to its road cars.

ENGINE AND ENGINE SOUND
The Ferrari 430 Scuderia's engine is an evolution of the Ferrari F430's 90° V8 which features a number of modifications to boost its specific power output from 114 hp/litre to 118 hp/litre. The inlet ducts and exhaust system have been optimised, most notably through the adoption of the exhaust geometries derived from the Ferrari F430 Challenge and the use of carbon-fibre on the intake manifold and for the filter housing to aid weight reduction.

F1-SUPERFAST2 GEARBOX
The F1-SuperFast2 is an evolution of the F1 gearbox used on all of Ferrari's models and reduces gear-shifting times to just 60 ms, the fastest time of any of the models in the Prancing Horse range, the lowest overall of any automated-manual gearbox. Significantly, Ferrari calculates the gear changing time according to the acceleration gap, not just the time it takes to engage the gear. The various stages are implemented in parallel (non-sequentially). In the case of the F1-SuperFast2, genuinely innovative integrated engine and gearbox management programmes allow the combined disengaging/engaging of the gears to take place partly in parallel with letting the clutch in and out.

E-DIFF2: E-DIFF WITH F1-TRAC
The E-Diff2 (which is integrated with the gearbox) is one of the primary components which clearly demonstrate the Ferrari 430 Scuderia's links to the track. In use for many years now in Formula 1, it is integrated with the car's stability control system.

The Ferrari 430 Scuderia is the first high performance road car after the F430 to sport an electronic differential. Torque is continuously distributed between the wheels via two sets of friction discs (one for each driveshaft) controlled by a hydraulic actuator.

The amount of torque actually transmitted to the driven wheels depends on driving conditions and brings considerable advantages in terms of performance, direction stability, active safety and handling feedback.

The F1-Trac traction control system, which is also derived from Ferrari's F1 experience, ensures that even more drivers will be able to extract the maximum performance from the car, thanks to the exceptional cornering, safety and stability it offers. Introduced for the first time on a road car with the Ferrari 599 GTB Fiorano, it is faster and more precise than a traditional traction control system and optimises traction by modulating power delivery to help maintain the desired vehicle trajectory. The system estimates the maximum available grip thanks to continual monitoring of the relative speed of the wheels.

The integrated E-Diff and F1-Trac systems offers 40% more acceleration out of corners than a traditional traction and stability control system.

RACING MANETTINO
The manettino has already featured in several of Ferrari's road cars but the Ferrari 430 Scuderia features the special Racing version which puts the emphasis firmly on track-specific sporty driving and provides the driver with even more choice in terms of the car set-up. With this in mind, the ICE setting available with the F430 has been removed and a new CT- (Traction Control Off) setting has been introduced. This deactivates the car's traction control, but unlike the CST position, retains the safety of the car's stability control system to ensure a level of safety is maintained.

Another novelty with the Ferrari 430 Scuderia is a button on the centre console which allows the suspension to be controlled separately from the predefined manettino strategy. This allows the driver can maintain maximum performance even on irregular road surfaces.

Michael Schumacher made a particularly valuable contribution to this area of the car's development. In fact. he and the car development team worked together to ensure that the Ferrari 430 Scuderia delivers both exceptional performance and fantastic driving pleasure which is within reach of non-professional drivers.

BRAKES
The Ferrari 430 Scuderia boasts a specific braking system featuring CCM (carbon ceramic material) discs with specific dimensions to cope with the car's increased performance.

The front discs are now 18 mm larger than those on the F430 and are designed to dissipate the extra heat created by the higher performance and are even more hard-wearing for greater efficiency. These components, together with 6-pot calipers, guarantee blistering performance at all times and, equally importantly, consistently efficient braking during prolonged track use.

AERODYNAMICS
The Ferrari 430 Scuderia's external styling has been honed to improve its aerodynamic efficiency by increasing overall downforce whilst still retaining the same drag values as the Ferrari F430. The aerodynamic efficiency of the newly-styled rear diffuser has been enhanced by the addition of a revised profile for spoiler at the rear of the engine cover and by the large venturis that run from the front wheel houses to the rear bumpers, achieving the patented "Base Bleed" effect developed by Ferrari as part of the Ferrari FXX project. The Base Bleed effect has the double advantage of reducing the pressure in the rear wheel arch, thereby increasing downforce and lowering drag by blowing the car's "wake".

STYLING AND PERSONALISATION
The Ferrari 430 Scuderia's ultra-sporty character and blistering performance have led to the redesign of many of its exterior and interior styling features. This was done to give the F430-inspired model its own strong personality and to further enhance the aerodynamics of what is a very extreme car. The modifications made to the exterior focus on increasing downforce. In-depth research went into reducing the car's weight and has led to extensive use of carbon-fibre, including some of the bodywork components.

The cabin has been inspired by racing and, once again, the emphasis has been on weight reduction and using technical materials where possible.

The new "Super Racing" seat boasts an all-carbon-fibre structure and is available in several different sizes as well as being manually adjustable, including a recline adjustment for the seat back. The Carrozzeria Scaglietti Personalisation programme has also been enhanced to meet the Ferrari 430 Scuderia's specific requirements as well. The Racing and Track area, in particular, now offers carbonfibre kits for the Ferrari 430 Scuderia to enhance the message that this is a lean, track-focused driver's car. The headlamp assembly, engine cover, front spoiler, side sill kick panels and diffuser are all available in this high tech material. There is also now a choice of wheel rim colours and a specially designed carbon-fibre helmet is available to order.

Ferrari 430 Scuderia Technical Specifications:

Vehicle dimensions
o Overall length: 177.6 in (4512 mm)
o Overall width: 75.7 in (1923 mm)
o Height: 47.2 in (1199 mm)
o Wheelbase: 102.4 in (2600 mm)
o Front track: 65.7 in (1669 mm)
o Rear track: 63.6 in (1616 mm)
o Dry Weight: 2775 lb (1250 kg)
o Kerb Weight: 2975 lb (1350 kg)
o Weight Distribution: 43% Front, 57% Rear
o Boot capacity: 8.83 cu ft (250 l)
o Fuel tank capacity: 25.1 US gal (20.9 UK gal) (95 l)
o Brakes: Carbon-ceramic; Front 15.6 x 1.4 in (398 X 36 mm), Rear 13.7 x 1.3 in (350 X 34 mm)
o Tyres: Front 235/35 19", Rear 285/35 19"
* Engine
o Type: 90° V8
o Bore and Stroke: 3.26 x 3.19 in (92 x 81 mm)
o Total displacement: 263 cu in (4308 cm3)
o Compression ratio: 11.88:1
o Maximum power: 375.4 kW (510 CV) @ 8500 rpm
o Specific output: 118.4 CV/litre
o Maximum torque: 470 Nm (346.67 lb ft) @ 5250 rpm
o Maximum rpm: 8640 rpm (with limiter)
* Performance
o Acceleration
+ 0-62 mph (0-100 km/h): under 3.6 s
+ 0-124 mph (0-200 km/h): under 11.6 s
+ 0 - 1000 m: 20.9 s
o Top Speed: 198 mph (320 km/h)
o Dry weight/Power: 5.4 lb/CV (2,45 kg/CV)
* Electronic Controls
o CST Stability and Traction Control with new traction control logic F1-Trac integrated with the electronic differential (E-Diff)
* Transmission and Gearbox
o Electronic differential: E-Diff2 (E-Diff + F1-Trac)
o Gearbox: F1, 6-gears + Reverse
* Fuel Consumption
o Combined: 15.7 l/100 km
* CO2 Emissions
o Combined: 360 g/km

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Dodge Viper SRT10, 2008

Dodge Viper SRT10, 2008

The new 2008 Dodge Viper SRT10 boasts more of what performance aficionados crave: kick-in-the-pants, throw-back-in-the-seat power, combined with benchmark braking, world-class ride and handling, a race-inspired interior and bold exterior styling.

While every SRT vehicle offers balanced, overall performance, the heart and soul of the new 2008 Dodge Viper SRT10 is its standout powertrain. For 2008, SRT ups the ante with a new, 8.4-liter aluminum V-10 engine that produces an astounding 600 horsepower and 560 lb.-ft. of torque.

Standout Powertrain
When SRT powertrain engineers set out to get more venom from the 2008 Dodge Viper SRT10's powerplant, their objectives included not only increasing performance, but also complying with stringent regulatory requirements, such as federal Tier 2, Bin 5 and California's Low Emissions Vehicle (LEV) 2 mandates.

Working with specialists from McLaren Performance Technologies and Ricardo, Inc., SRT engineers began by following the racer's basic formula for more power: bigger displacement, more efficient breathing and higher engine speed.

The new Dodge Viper SRT10's deep-skirted V-10 aluminum engine block was revised for a 1-millimeter larger bore, raising the displacement to 8.4 liters from 8.3 liters. With strengthened bulkheads and improved water jackets for better cooling, the block includes pressed-in iron cylinder liners and cross-bolted main bearing caps for strength and durability.

The Viper SRT10's 8.4-liter engine breathes through new cylinder heads equipped with Computer Numerically Controlled (CNC)-shaped combustion chambers, larger valves and Variable Valve Timing (VVT). VVT electronically adjusts when the exhaust valves are open and closed according to engine speed and load, allowing the engine to "breathe" cleaner and more efficiently.

The 2008 Dodge Viper SRT10 V-10's two-piece intake manifold combines a cast aluminum lower with smooth runners for better air flow, bolted to a die-cast aluminum upper plenum. A revised air-cleaner box with a low-restriction filter sends air through a dual electronic throttle control into the intake module.

The air-fuel mixture in the cylinders is ignited by platinum-tip spark plugs fired by new individual plug coils mounted on the cylinder-head covers.
Within the cylinders, pistons are equipped with larger-diameter floating pins with bronze bushings for high-load capability. Forged powder-metal connecting rods are secured with aircraft-quality fasteners for increased fatigue strength.

Engine lubrication is managed by a larger oil pump and a swinging oil pickup adapted from Viper competition engines, to improve oil pressure in high-rpm and hard-cornering conditions.
SRT engineers didn't stop there. Upgrades were developed to handle the 8.4-liter V-10's increased horsepower and torque levels, while improving traction, driveability - and durability.

The 2008 Dodge Viper SRT10's V-10 channels its power through a new, smaller-diameter, twin-disc clutch (a change from the previous larger-diameter, single-disc setup). The new clutch reduces rotating inertia by 18 percent, resulting in reduced clutch-pedal effort and improved engagement feel.

The transmission is the latest evolution of the Tremec T56 six-speed manual, known as the TR6060. It features 10 percent wider gears for higher torque capacity and a new synchronizer package. A new shifter system results in reduced shifter travel. Club racers will applaud a new provision for adding an external transmission cooler.

Benchmark Braking
Stopping power is another key attribute of the Dodge Viper SRT10 formula, with 14-inch brake rotors gripped by Brembo 44/40 dual opposing piston calipers in the front and Brembo 42/38 dual opposing calipers in the rear. An anti-lock braking system (ABS) prevents lockup during hard braking. This system results in a benchmark braking performance of 60-to-0 mph in less than 100 feet.

World-class Ride and Handling
The ride and handling of the 2008 Dodge Viper SRT10 is defined by a race-bred, fully independent, four-wheel suspension featuring lightweight, high-performance aluminum control arms and knuckles, damped by lightweight coil-over shock absorbers.

Where the power goes right to the road, SRT engineers retained the tried-and-true Dana M44-4 rear axle and outfitted it with a new GKN Visco-Lok speed-sensing limited-slip differential for improved traction.

The Dodge Viper SRT10 rides on polished, forged aluminum, 18 x 10-inch front and 19 x 13-inch rear wheels now available in three styles: the five-spoke, the H-spoke and the all-new Razor wheel with five U-shaped spokes. The wheels are clad in Michelin Pilot Sport PS2 tires. The four-groove tread-design tires provide maximum grip, reduced road noise and superior handling in both wet and dry conditions.

Bold Exterior Styling
The 2008 Dodge Viper SRT10 remains available in two body styles - Roadster and Coupe. Both feature a dramatic new hood with a larger, more efficient hood scoop for air induction and larger, functional hood louvers to facilitate a greater cooling effect for the more powerful 8.4-liter, 600-horsepower V-10 engine underneath.

Several exterior differences exist between the 2008 Dodge Viper SRT10 Roadster and Coupe. In fact, the only body panels they share are front fascia and fenders, hood and doors. However, all of the iconic Viper SRT10 design cues have been maintained including the signature crosshair grille, deep-cut side scallops, swept-back fenders and lowered hood lines.

The Dodge Viper SRT10 Coupe's hard top with its "double bubble" styling makes it even more torsionally stiff than the Roadster. The 2008 Dodge Viper SRT10 Coupe increased downforce and high-speed stability with its sloping roofline and deck-lid spoiler. Plus, the Dodge Viper SRT10 Coupe has an additional 6.25 cubic feet of trunk space than the Viper SRT10 Roadster, for a total of 14.65 cubic feet. The roof and headliner structure offer more room to accommodate a safety cage, while maintaining as much headroom as possible.

Race-inspired Interior Design
The 2008 Dodge Viper SRT10 Roadster and Coupe cockpit retains its characteristic red push-button starter and performance-oriented, highly functional instrument panel with center-mounted tachometer and 220-mph speedometer.

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Dodge EV Concept, 2008

Dodge EV Concept, 2008

The Dodge EV development Electric Vehicle is a two-passenger, rear-wheel-drive sports car that marries high performance with zero tailpipe emissions based on the Lotus Europa.

"The electric-vehicle technology enables a fun-to-drive performance sports car and helps redefine the vision of an environmentally responsible vehicle for the Dodge brand."

The electric-drive system consists of three primary components: a 200 kW (268 horsepower) electric motor, an advanced lithium-ion battery and an integrated power controller.

The 200 kW electric-drive motor generates 650 N•m (480 lb.-ft.) of torque. The instant high torque of the electric-drive motor delivers outstanding performance, accelerating the Dodge EV to 60 mph in less than five seconds, with quarter-mile times of 13 seconds. The Dodge EV has a top speed of more than 120 mph.

Working with the latest advanced lithium-ion battery technology, the Dodge EV has a continuous driving range of 150 to 200 miles - more than triple the average daily commute of most consumers. Recharging the vehicle is a simple one-step process: plugging into a standard 110-volt household outlet for eight hours. The recharge time can be cut in half to four hours by using a typical 220-volt household appliance power outlet.

The Dodge EV driving enthusiasts a performance sports car that can be driven to work every day - without consuming gasoline or producing tailpipe emissions.

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Devon GTX, 2010

Devon GTX, 2010

The Devon GTX instantly communicates its ultra-performance capability through aggressive, compact proportions and large (up to 20-inch) lattice-structure center-lock wheels. In all, the exterior design navigates between the past and science fiction, subtly blending muscle, curves, exquisite shapes and dynamic graphics to create a classical, yet futuristic, statement that's ready to stand the test of time.

Vehicle Structure
Overlaying its steel structure is a glove-fit, single-piece molded superstructure made of carbon fiber. Construction of the superstructure requires a complex mold - essentially the size of the vehicle - in which all datum and attachment points are positioned within literally fractions of a millimeter. Once the superstructure is in place, all body panel attachment points are inherently accurate for uncommonly consistent builds. The superstructure - due to the use of carbon fiber - is also extremely lightweight, strong and stiff, ensuring outstanding crash performance, noise / vibration tuning, and incredibly accurate chassis tuning.

The Exterior
While overall shape of the new Devon GTX carries traditional "muscle car" dimensions with a long dash-to-axle and short front and rear offsets, it's executed in the context of sophistication and athletic grace. Seemingly honed from a single billet, the Devon GTX's flowing exterior skin is formed of carbon fiber, which enables precise molding - rather than traditional stamping - of exterior fenders, panels, and closures. Large (18 / 19-inch or 19 / 20-inch combinations) 12-spoke aluminum forged monoblock lattice structured wheels lead the eye to large, ultra-performance calipers (carrying the Devon insignia) and rotors, leaving no doubt about the supercars's performance competency.

The wheels carry a machined or polished finish and painted inner-spoke surfacing leading to the Devon insignia defining the center hub. The Devon GTX is also equipped with center-mounted locking hubs, a lug-free design more commonly seen on race cars.

A wheelbase of 98.8-inches - combined with a flush wheel-to-body relationship defined by distinctive, offset-flush, tone-shaded wheel surrounds - ensures well-grounded appeal and presence as well as an agile look with more muscular front fenders and rear haunches.

The front "face" of the vehicle is absent of a traditional grille, resulting in a clean, aero-sloped front section defined by a center-positioned billet that runs uninterrupted to the center of the hood. Ample air for combustion and brake cooling is achieved through large intakes positioned in the lower forward corners. The intakes carry large chrome trapezoid-shaped inlets (approximately 3-inches wide) that lead to channeling for optimal combustion air intake and engine cooling.

Three-inch wide trapezoidal chrome dual exhaust tips match the intake inlets in the front, are side-by-side positioned, and pass through the center portion of the rear fascia, further communicating the ultra-performance capability of the new Devon offering.

The Interior
The interior of the new Devon GTX has been designed with the driving enthusiast top of mind - all features, surfaces and dimensions have been created to ensure a second-to-none performance experience. A smaller diameter, thick-rimmed, leather-wrapped steering wheel ensures a performance grip and optimal feel. Carbon-fiber reinforced structured seats - carrying a racing shell design and integrated headrests - incorporate six-point racing harness seat belts (optional; five point standard) - are chrome trimmed, outfitted with stiff performance durometer seat and bolsters, and skinned with the softest real-leather hide.

Dual-grain leather surfacing ensures a dynamically tactile environment. Seat and center console areas carry softer leather with smoother animal grain; the upper IP, pillars, headliner and door surfaces incorporate a coarser, three-dimensional tactility. All audio, HVAC, and cluster instrumentation is communicated via digital analog graphics on high-definition displays. All instrumentation incorporates bluish fluorescent illumination. The speedometer, tachometer, fuel, temperature and other mechanical related instrumentation is displayed in the cluster under a fixed hood. Audio and HVAC is displayed in the integrated centerstack. The traditional neo-retro white ball-head stick-shift is constructed of stiff polished aluminum for optimal feel and connectivity; it is directly connected to the world-class transmission that engages beneath. The shift is surrounded by a piano black finish, which carries back-lit, surface-flush touch switches for windows, door locks, related chassis controls, and an electronically actuated parking brake system.

Suspension
The independent front and rear suspensions on the 2010 Devon GTX carry aluminum components for optimized un-sprung mass, ensuring agile handling and optimal tuning for boulevard and track performance.

The Brakes
The brake system on the new Devon GTX is engineered to deliver world-class performance, appearance and durability without compromise. The technology has proven itself by winning professional sports car races and championships, yet also provides benefits that can be experienced and appreciated every day. The brake system is designed to provide shorter stopping distances, better brake modulation, firmer pedal feel and less brake fade than other high-performance luxury cars, resulting in powerful, confidence-inspiring performance.

With 6 pistons in each front caliper and four in each rear, the brake system is custom-tailored to the uncompromising requirements of the Devon GTX. The opposed-piston brake calipers are first forged, then weight-optimized by fully machining all exterior surfaces. The two-piece rotor design reduces weight by one-third compared to a one-piece brake rotor of the same dimensions. The patented, directional Aero Rotor vane design induces up to 80-percent more cooling airflow than the rotors used as original equipment on many high-performance luxury vehicles. This reduces maximum and average operating temperatures, improving pad and rotor life.
The brake pad material was specially selected to combine the good manners required of a true high-end luxury offering in daily driving with high performance driving. The standard brake pads provide low noise levels and much less dust than typical of many high-performance luxury vehicles. At the same time, they have the high temperature capability to withstand race track lapping with low susceptibility to accelerated wear or judder that may afflict other cars.

Steering
Steering feedback to the driver is performance tuned through a premium rack and pinion steering gear. The steering system incorporates outstanding torsional stiffness with less operating friction. The result is steering precision of the highest order, with near-perfect linear response and smooth, predictable transitions.

Wheels and Tires
For sure-footed, enhanced handling, the Devon GTX is equipped with purpose designed and built Devon Motorworks forged aluminum alloy wheels with center lock configuration. Wheel sizes are 18- by 10-inches in the front; 19- by 13-inches in the rear. Larger wheels are optional and measure 19- by 10-inches in front; 20- by 13-inches in the rear. The lattice structure wheels incorporate a geometric design which not only enable views to the large brakes (static or in motion), but enable weight optimization - a key to reducing un-sprung mass.

Powertrain
The 2010 Devon GTX blends athletic strength with uncompromising refinement thanks to what is perhaps the most powerful naturally aspirated production car powertrain system in the industry. The Devon GTX is equipped with an 8.4-liter (510 cubic inches) V-10 engine that produces 650 horsepower (484.7 kW) at 6100 rpm. The V-10 engine is mated with a track-proven six-speed manual transmission.The end result is a propulsion system that rivals - and in most cases surpasses - the most powerful offerings in the world.

6 Speed Manual Transmission
The transmission on the Devon GTX incorporates a host of applications to ensure effective transfer of the 8.4-liter engine's exceptional power and torque while delivering high-performance, fun-to-drive shifting characteristics. The end result: is short, crisp shift throws; smooth gear synchronization, and overall improved shift feel with little or no vibration. The transmission boasts wider gears for increased torque-handling capability; a six-gear synchronizer system for exceptional shift feel and reduced efforts; double-cone reverse gear synchronizer for eased "R" selection; strengthened housing for minimal "flex" and improved shifting; and a dual mass flywheel with twin-disc clutch.

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Chrysler Atlantic Concept, 1995

Chrysler Atlantic Concept, 1995

Chrysler Atlantic
The Chrysler Atlantic was a concept car created by Daimler Chrysler under the Chrysler marque. It was first shown in the year of 1995. The Atlantic was designed by Bob Hubbach and was based on the well-known classic supercar, the Bugatti Atlantic.

How The Atlantic Works and Looks
The Atlantic seems to have a lot of similarities to the original Bugattis, For one thing, the Chrysler Atlantic has a straight-8-engine, just like it's preedecessor. A second similaity (possibly the most obvious) is the car's look. It is basically a modern interpretation of it's predecessor. The Atlantic Concept has around 360 horsepower and uses manual transmission.

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Caterham R500, 2009

Caterham R500, 2009

For those really serious about their driving, the famous supercar-slaying R500 moniker is back with the arrival of the all-new Caterham Seven Superlight R500.

The latest model from the British sportscar manufacturer takes the minimalist, lightweight Seven philosophy to a new level with more power, sharper handling and for those venturing on track the option of launch control and the Caterham Motorsport engineered sequential gearbox.

Weighing just 506kg and producing 263bhp, Caterham R500 is the most potent race-tuned production Seven yet.

The Series 3 chassis flagship model blasts out 520bhp-per-tonne and is capable of propelling itself from 0-60mph in 2.88 seconds, delivering a pure adrenalin fix for those committed enough to strap themselves into the Kevlar race seats.

The original Caterham R500 was legendary, with the old Rover K-series powered machine rewriting performance records for 0-60mph and 0-100-0mph times. This new variant has been equipped to supersede its predecessor by embracing the very latest in lightweight engineering techniques and technology.

Lurking under the lightened bonnet is the all-alloy 2.0 litre Ford Duratec engine. Fed by its roller barrel throttle bodies, the normally aspirated, four-cylinder mill is tuned by Caterham Powertrain (CPT) to unleash a monster; 263bhp with a heaving 177 lb-ft of torque transmitted to the rear wheels. The relentless acceleration is transmitted through each ratio by either the standard 6-speed gearbox or the optional Caterham Motorsport engineered sequential transmission.

To help reign in such extreme performance are race-developed Avon CR500 tyres and a suspension set-up that includes weight saving aero wishbones and fully adjustable dampers. Bringing things ferociously to a halt are four-piston calipers clamping on vented discs at the front and lightweight twin piston rear calipers.

Performance upgrades for the Caterham R500 aimed squarely at the track day market include a sequential transmission, launch control, a gulping Carbon Induction Airbox and Eibach Springs and dampers derived from the Caterham C400 race series.

The Caterham R500 isn't just about big performance statistics though; refinements and Seven firsts feature throughout and help distinguish it from its stablemates.

In true Colin Chapman spirit, engineers sought to add lightness to the chassis in order to improve the overall performance.

To shed a massive 9kg from the already featherlight chassis utilised by the R400, Caterham left no bolt unscrewed - more carbon and Kevlar feature than previously, thinner body panels have been utilised right through to aluminium rear light housings.

Discreet exterior styling tweaks carried over from the flagship CSR models offer both form and function - the carbon winglets increasing downforce and the cat's tongue grill aiding cooling and aerodynamics. A carbon leather boot cover and clear rear lights are also new.

Housed within the revised chassis is keyless ignition, a quick-release Momo steering wheel with integrated indicator switches and an innovative dashboard featuring flush fitted switchgear, ACES sequential gear change lights and a new Stack display with scrolling text. The carbon dash is also finished with a detailed engraved plaque to show each car's number.

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Cadillac Converj Concept, 2009

Cadillac Converj Concept, 2009

With the Cadillac Converj Concept General Motors unveiled a further glimpse at the potential of electric propulsion, this time in the form of luxury transportation. The Cadillac Converj was developed as a well-appointed grand touring coupe with a bold design and a host of interactive technology.

Cadillac's extended-range electric vehicle (E-REV) concept has a new body style that is an evolution of the brand's traditional Art and Science design theme. An aggressive, forward-leaning arc profile is the foundation for the sporting stance. And more than a Cadillac in form, Converj is also intended to be a Cadillac in substance, with the premium materials, technology and driving dynamics that are hallmarks of the brand.

Voltec - innovative propulsion technology
The Cadillac Converj's Voltec electric propulsion system is made up of a 16-kWh, T-shaped battery, an electric drive unit, and a four-cylinder engine-generator. It uses electricity as its primary source to drive the car.

A thermally managed battery pack contains more than 220 lithium-ion cells that provide the primary power to drive the Cadillac Converj electrically up to 40 miles without using fuel or producing tailpipe emissions. The battery is integrated into the Cadillac Converj's chassis and stores electricity from the grid when the vehicle is plugged in. It takes less than three hours to recharge the battery at 240V, or about eight hours from a 120V outlet.

When the battery's energy is low, the Cadillac Converj seamlessly switches to extended-range mode. During this secondary level of operation, electricity needed to power the vehicle is created on-board by a flex-fuel-powered engine that operates much like a home generator to create electricity. The engine-generator ensures a constant supply of power for hundreds of miles until the car is refueled or plugged in to recharge the battery. This extended-range mode eliminates the range anxiety that comes with driving pure electric vehicles that offer no backup power when the battery charge is low.

Whether in electric or extended-range mode, the Cadillac Converj is propelled all the time by an electric drive unit. It converts electrical energy from the battery or the engine-generator into mechanical energy to drive the front wheels. It also delivers 273 lb.-ft. (370 Nm) of instant torque, for a quick launch, and 120 kW of power. The top speed is 100 mph.
There is no compromise in vehicle performance in either mode of operation. To enhance the ride feel, the Cadillac Converj Concept also features GM's Magnetic Ride Control; and for even greater efficiency, energy during braking is captured and stored in the battery.

Cadillac design :
There's no mistaking the Converj for anything but a Cadillac, according to Lutz. "An aggressive, forward-leaning profile hints at a new, progressive theme and proportion in Cadillac's design evolution," he says. "The new proportion showcases a uniquely shaped, modern vision of a personal luxury 2+2."
The overall shape is reinforced by a prominent, sweeping body line with large, 21-inch (front) and 22-inch (rear) wheels pushed to the edges of the body. The Cadillac Converj exterior is painted a dark silver tri-coat that GM designers dubbed "Reaction."

An all-glass roof incorporates solar panels that help offset power drain from the vehicle's accessories.
Additionally, several aerodynamic and design efficiencies were incorporated to enhance the driving range, including:
* A full under-vehicle cover (belly pan)
* Minimal grille openings that reduce drag at the front of the vehicle
* Low-profile rearview cameras replace conventional outside mirrors to reduce drag
* Wheels are shaped to push air outward for smoother body side airflow
The Cadillac Converj also incorporates vertical headlamp and tail lamp elements, with light pipe technology.

The Luxury meets technology inside
The Cadillac Converj's interior has advanced features and luxurious appointments blending efficiency and environmental consciousness. The 2+2 configuration is trimmed in contrasting Winter White synthetic suede - including the top of the instrument panel - and Midnight Black leather, with polished aluminum and wood grain accents. Renewable materials are used throughout such as wool-blend carpeting, a headliner made from silk, suede made from post-industrial content and more.

A technologically advanced driver center increases efficiency and reduces the draw on the battery:
* New, organic light-emitting diode technology used on reconfigurable instrument cluster
* Touch-screen navigation, climate, center-stack controls and audio systems
* Adjustable, overhead white ambient lighting
* Unique "power on" sequence featuring blue-lit console graphics
* Screen displays for features including regenerative braking, battery charge level and power output
* No inside rearview or outside mirrors; cameras provide surrounding images on a screen placed high on the instrument panel for a full, panoramic view
* Push-button ignition and power-folding front seats.

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Chevrolet Corvette GT1, 2009

Chevrolet Corvette GT1, 2009

Chevrolet Corvette GT1, 2009

The Chevrolet introduced the limited production Corvette GT1 Championship Edition.

Championship Edition (Regular Production Option GT1) commemorates the success of Corvette Racing and the Corvette C6.R:

• Eight American Le Mans Series GT1 manufacturers and team championships
• Five-time 24 Hours of Le Mans class champions
• 74 victories in international sports car competition

GT1 Championship Edition package:

• Graphics inspired by C6.R livery feature Corvette Racing
• ZR1-style body color full-width spoiler and chrome wheels
• Custom leather-wrapped ebony interior with exclusive yellow accent stitching
• GT1 embroidery on leather seats, instrument panel, and center console armrest
• Special engine cover with carbon pattern and yellow Corvette lettering

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Caparo T1, 2006

Caparo T1, 2006

The Caparo T1 to present next generation supercar.

The Caparo T1 - possibly the world's quickest 2-seater road and track car with a performance equal to an A1 GP racecar - will join a showcase of exotic vehicles in a special 'SuperCar Paddock' feature area at the British International Motor Show.

Commenting on Caparo's intention to commoditise advanced composite materials for high volume vehicle manufacture while maintaining a strong UK component manufacturing base Macgowan added: "Not only does this show real technical prowess and solid commitment but it's also a rational business decision given the UK hosts more volume car makers than any other country in Europe. In addition, the Caparo T1 provides further evidence of the UK working hard to deliver more sustainable motoring by using its advanced motorsport and aerospace technology to help car makers develop new models fit for the 21st century."

The Caparo generated £725m of income last year and has put its considerable financial muscle behind the high profile Caparo T1 project to help spearhead its ambition to become a leading Tier 1 supplier particularly in advanced composite materials, which will help carmakers reduce vehicle mass and in turn fuel consumption and CO2 emissions.

The ultra lightweight Caparo T1 has been developed using aerospace and high formula racing technology. The car's efficient and compact 2.4-litre V8 engine develops almost 500bhp in a vehicle weighing less than 500kg. The result is a significant technical breakthrough; being the world's first ever road and track car to produce 1,000bhp-per-tonne which defines an entirely new breed of exotic - and far from ordinary - supercar that is lighter than a Caterham but with twice the power-to-weight ratio of a Bugatti Veyron. In turn, this endows the car with an extraordinary 0-100-0mph time of 8.5 seconds, which is directly comparable to an A1 GP race car.

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