CHEVROLET

Chevrolet Cruze Sedan: Pictures from 2008 Paris Show

In a special European premiere event at the “Le Pavillon Dauphine”, located in the heart of Paris, GM showed off its new Chevrolet Cruze to the world press. If you follow the jump you’ll see that apart from the scenic pictures of the Cruze under the Eiffel Tower, we also have a detailed gallery of Chevy’s new global compact sedan’s interior which looks pretty good in terms of design. -Continued

In Europe, the Cruze will be initially offered with 112 HP 1.6-liter and 140 HP 1.8-liter gasoline engines and a new 2.0-liter turbo diesel, developing 150 HP and 320 Nm of torque. The gearbox menu will include a five-speed manual gearbox and an all-new 6-speed automatic transmission.

The 1.6L and 1.8L gasoline engines deliver zero to 100 km/h (62 mph) acceleration in 12.4 and 9.8 seconds, with combined cycle fuel consumption of 6.7lt and 6.8 lt/100 km (35.1 and 34.6 mpg US) respectively. The 2.0 diesel accelerates from standstill to 100 km/h (62 mph) in 9.4 seconds with a fuel consumption over the combined cycle of just 5.8 lt/100 km or 40.6 mpg US. After the Cruze’s launch, a 125 HP version of the 2.0 Diesel with 300 Nm of torque will also be offered.

Sales of the Chevy’s new compact sedan will start in Europe in March 2009, followed by other global regions including the U.S. in 2010.

Will concept revitalize electric vehicles in America?
Chevrolet Volt Concept Shocks at Detroit Auto Show

At the North American International Auto Show in Detroit, General Motors stunned the press with the introduction of the Chevrolet Volt, an electric-powered vehicle.

While such vehicles, known also as “EVs”, have been in the press lately due to Tesla Motors’ roadster, none of the major automakers has expressed interest in pursuing what many deemed a futile alternative to gasoline-powered engines. Hybrids, especially plug-in models, also pushed thoughts of a viable EV further into the background. Finally, GM’s name is almost notorious due to its EV research documented in the movie, “Who Killed The Electric Car?”

The Chevy Volt concept is an electric-powered four-door with both an electric motor and gasoline engine. While the setup at first sounds like a hybrid, there are marked differences. Unlike full-hybrids like the Toyota Prius, which alternative using its two engines; or mild hybrids, like the Honda Civic, which uses the electric motor to support the regular engine, the Volt runs fully on its electric engine. The gasoline engine only activates to replenish the Volt’s battery if the charge is too low. A plug-in feature also allows the Volt to be charged while parked as well. GM estimates the Volt can get up to a staggering 150 miles per gallon for drivers who regularly recharge the Volt and live drive 60 miles round trip to and fro work.


More details, like the Volt’s E85 capability, are detailed in the press release below. Our take? The concept looks promising, pulling from both GM’s prior EV work and today’s hybrid engines. We don’t see such a vehicle, though, in the near future: as GM readily admits, a major technological hurdle (the battery) has to be overcome before it can even consider creating a production version. If/when GM does build such a vehicle, though, future vehicles will be treated in a whole new way.

Press release via General Motors/Chevrolet

The Chevrolet Volt concept sedan, powered by the E-flex System – GM’s next-generation electric propulsion system – could nearly eliminate trips to the gas station.

The Chevrolet Volt is a battery-powered, four-passenger electric vehicle that uses a gas engine to create additional electricity to extend its range. The Volt draws from GM’s previous experience in starting the modern electric vehicle market when it launched the EV1 in 1996, according to GM Vice Chairman Robert A. Lutz.

“The EV1 was the benchmark in battery technology and was a tremendous achievement,” Lutz said. “Even so, electric vehicles, in general, had limitations. They had limited range, limited room for passengers or luggage, couldn’t climb a hill or run the air conditioning without depleting the battery, and had no device to get you home when the battery’s charge ran low.



“The Chevrolet Volt is a new type of electric vehicle. It addresses the range problem and has room for passengers and their stuff. You can climb a hill or turn on the air conditioning and not worry about it.”

The Volt can be fully charged by plugging it into a 110-volt outlet for approximately six hours a day. When the lithium-ion battery is fully charged, the Volt can deliver 40 city miles of pure electric vehicle range. When the battery is depleted, a 1L, three-cylinder turbocharged engine spins at a constant speed, or revolutions per minute (rpm), to create electricity and replenish the battery. According to Lutz, this increases the fuel economy and range.

“If you lived within 30 miles from work (60 miles round trip) and charged your vehicle every night when you came home or during the day at work, you would get 150 miles per gallon,” Lutz said. “More than half of all Americans live within 20 miles of where they work (40 miles round trip). In that case, you might never burn a drop of gas during the life of the car.”

In addition, the Chevrolet Volt is designed to run on E85, a fuel blend of 85 percent ethanol and 15 percent gasoline. Using E85, fuel economy of 150 mpg would translate into more than 525 miles per petroleum gallon. In the event a driver forgets to charge the vehicle or goes on a vacation far away, the Volt would still get 50 mpg by using the engine to convert gasoline into electricity and extending its range up to 640 miles, more than double that of today’s conventional vehicles.

A technological breakthrough required to make this concept a reality is a large lithium-ion battery. This type of electric car, which the technical community calls an “EV range-extender,” would require a battery pack that weighs nearly 400 pounds (181 kg). Some experts predict that such a battery – or a similar battery – could be production-ready by 2010 to 2012.

Jon Lauckner, GM vice president of Global Program Management, said the Volt is uniquely built to accommodate a number of advanced technology propulsion solutions that can give GM a competitive advantage.

"Today's vehicles were designed around mechanical propulsion systems that use petroleum as their primary source of fuel." Lauckner said. Tomorrow's vehicles need to be developed around a new propulsion architecture with electricity in mind. The Volt is the first vehicle designed around GM's E-flex System.

“That’s why we are also showing a variant of the Chevrolet Volt with a hydrogen-powered fuel cell, instead of a gasoline engine EV range-extender,” said Lauckner. “Or, you might have a diesel engine driving the generator to create electricity, using bio-diesel. Finally, an engine using 100-percent ethanol might be factored into the mix. The point is, all of these alternatives are possible with the E-Flex System.”

The Volt concept car is built on a modified future architecture, Lauckner said, similar to the one GM uses for current small cars, such as the Chevrolet Cobalt and HHR.

According to Larry Burns, GM vice president for research and development and strategic planning, the world’s growing demand for energy and its dependence on oil for transportation is the common theme behind today’s headlines.

“Whether your concern is energy security, global climate change, natural disasters, the high price of gas, the volatile pricing of a barrel of oil and the effect that unpredictability has on Wall Street – all of these issues point to a need for energy diversity,” said Burns. “Today, there are more than 800 million cars and trucks in the world. In 15 years, that will grow to 1.1 billion vehicles. We can’t continue to be 98-percent dependent on oil to meet our transportation needs. Something has to give. We think the Chevrolet Volt helps bring about the diversity that is needed. If electricity met only 10 percent of the world’s transportation needs, the impact would be huge.”

GM’s E-flex System moves automobile toward new electric age
GM’s E-flex System enables multiple propulsion systems to fit into a common chassis, using electric drive to help the world diversify energy sources and establish electricity from the grid as one of those sources.

“The DNA of the automobile has not changed in more than 100 years,” said Burns. “Vehicles still operate in pretty much the same fashion as when Karl Benz introduced the ‘horseless carriage’ in 1886.

“While mechanical propulsion will be with us for many decades to come, GM sees a market for various forms of electric vehicles, including fuel cells and electric vehicles using gas and diesel engines to extend the range. With our new E-flex concept, we can produce electricity from gasoline, ethanol, bio-diesel or hydrogen.

“We can tailor the propulsion to meet the specific needs and infrastructure of a given market. For example, somebody in Brazil might use 100-percent ethanol (E100)
to power an engine generator and battery. A customer in Shanghai might get hydrogen from the sun and create electricity in a fuel cell. Meanwhile, a customer in Sweden might use wood to create bio-diesel.”

The Chevrolet Volt is just the first variant of the E-flex System. The Volt uses a large battery and a small, 1L turbocharged gasoline engine to produce enough electricity to go up to 640 miles and provide triple-digit fuel economy. GM will show other variations of the propulsion systems at future auto shows.


“GM is building a fuel cell variant that mirrors the propulsion system in the Chevrolet Sequel (fuel cell concept),” Burns said. “Instead of a big battery and a small engine generator used in the Volt, we would use a fuel cell propulsion system with a small battery to capture energy when the vehicle brakes. Because the Volt is so small and lightweight, we would need only about half of the hydrogen storage as the Sequel to get 300 miles of range.”

Future concepts might incorporate diesel generators, bio-diesel and E-100.

Environmentally conscious vehicles can be aesthetically appealing
With exterior proportions associated more with classic sports cars, the Chevrolet Volt conveys an immediate message of agility and sophistication. Twenty-one-inch wheels and sheer, taut surface relationships reiterate the statement. The Volt’s athletic design challenges the notion that an environmentally conscious vehicle can’t be beautiful and possess an aesthetic spirit that matches its driving characteristics.

“We leveraged our resources around the globe to develop the design aesthetic for the Volt,” said Ed Welburn, vice president, GM Global Design. “It was important that the design capture the face of the Chevrolet as it’s recognized around the world.”

True to the heritage of its Chevrolet bowtie, the Volt’s exterior design suggests spirited performance and is wrapped in a stylish package, with classic Chevrolet performance cues that hint at both Camaro and Corvette. On the inside, near-term technologies and innovative materials combine with ingenious use of ambient light for an interior environment that’s light, airy and thoughtful.

“First and foremost, this is an advanced technology vehicle that uses little to no fuel at all. But we didn’t see any reason why that should compromise its design,” said Anne Asensio, executive director, GM Design. Asensio led the design team that created the Volt concept, with designs solicited from GM’s studios around the world.

“We wanted a size that connected with everyone, so we designed a small car,” said Asensio. “In the end, the interior design team from England inspired the final interior execution, and the exterior is the work of the Michigan advanced design team.

“Our job was to design a vehicle people could easily imagine,” said Asensio. “It couldn’t be a ‘science project,’ because that’s not what this car is all about. It had to be realistic, executable and carry the essence of the Chevrolet brand.”

CADILLAC

2009 Cadillac CTS-V

By Aaron Gold, About.com

The CTS-V is the high-performance version of Cadillac's CTS sedan, and it's all-new for 2009. The old CTS-V packed a big 400 horsepower V8 and a manual transmission, a lot of hardware for a car its size. But the new CTS-V makes the old one pale: A bigger, supercharged V8 that pours out a whopping 556 hp, plus it's available with an automatic transmission. How does it all come together? Amazingly well, as it turns out -- read on. Pricing TBD (approx. $60,000 - $67,000, incl. destination and gas guzzler tax), EPA fuel economy TBD (approx. 13 MPG city, 19 MPG highway).

I wish everyone who has ever talked smack about General Motors' engineering prowess (or lack thereof) could test drive the 2009 Cadillac CTS-V. And I don't just mean a quick spin; I mean really drive it -- on the highway, through the curves, and on a race track, just like I did at Cadillac's CTS-V press preview. Anyone can stuff a huge, high-horsepower V8 into a small(ish) car and make something that goes really, really fast, but what's amazing about this car is its finesse. On the track, it's quick, precise and amazingly well behaved. Cruising down the highway, it's smooth and composed, with little to indicate that you're driving a car with more horsepower than a Lamborghini Gallardo. It's an amazing bit of engineering, this new CTS-V, and GM's slide-rule set should be very proud of what they hath wrought.

One could argue that the CTS-V is the wrong car for the times, and one would no doubt win that argument. But bear in mind that the CTS-V was conceived when gas was well under $2/gallon. Kudos to General Motors for not turning tail and pulling the plug.

Okay, enough pontificating, let's review the car!

From the outside, it's clear that this is no ordinary CTS. The CTS' big egg-crate grille is replaced by a double metal-mesh grille (link goes to photo) that increases airflow, while a bulge in the hood provides clearance for the supercharger and intercooler. Out back, the center brake light doubles as a functional spoiler, and those big tailpipes are attached to a true dual-exhaust system.

The CTS-V's interior is nearly identical to the regular CTS, which is a good thing; there's lots of room and while the controls are a bit button-happy for my tastes, there are cool details like the two-position display screen and individual climate controls. The CTS-V gets a few extra-cool bits like red LEDs that trail the speedo and tachometer needles, optional Recaro front seats (the standard seats are pretty good too), and a steering wheel covered in microfiber cloth, which looks and feels like suede but is easier to clean. But as you'd expect, the real story is not in the cabin, but under the hood.

The CTS-V's supercharged "LSA" V8 is closely related to the 638 hp LS9 engine in the Corvette ZR1. Its output of 556 horsepower and 551 lb-ft of torque lays waste to German rivals like the Mercedes C63 AMG (451 hp/443 lb-ft), Audi RS4 (420/317), and BMW M3 (414/295). Those cars are fast, but the CTS-V is in a different league. Caddy claims 0-60 in a blistering 3.9 seconds, less than half a second behind the ZR1. But the CTS-V is more than just a drag racer -- plant your foot at any speed and you are so outta there. Good luck sticking to the speed limit.

The CTS-V idles with a menacing burble; wind it up and there's a nice mix of V8 howl and supercharger scream, though it's almost a shame that the Corvette-like exhaust blat can't be heard from inside the car. Cruising at the legal limit, the CTS-V isn't quite as hushed as a proper Cadillac should be, but that's forgivable -- you can't cram 556 horses into such a small space and expect 'em to keep quiet.

On the Road: It should kill you, but it doesn't
The CTS-V offers both manual and automatic transmissions, both with 6 speeds. The manual is a tight Tremec unit with a light clutch. The automatic features steering-wheel-mounted buttons for manual control and an utterly brilliant "Sport" mode -- it takes input from the steering wheel, so it knows when you're driving fast on a curvy road and sticks to the lower gears. I'm a stick-shift devotee, but in the case of the CTS-V, I'd take the automatic -- it allows much easier access to all that delicious power.

On paper, the CTS-V looks like it should be trying to kill you. 551 lb-ft of torque in a rear-drive car is, generally speaking, a recipe for disaster. But thanks to its suspension setup, the CTS-V is amazingly docile -- not watered down, mind you, just docile. The steering is sharp, handling balance is near-perfect, and the brakes are awesome. With the StabiliTrack stability control system engaged, you can push as hard as you want and the CTS-V will always go where you point it; the system reins the car in so gently that you'll barely know it's working. Need more action? Activate StabiliTrak's Competition Mode, which let you flick the tail out with a well-timed dip of the accelerator but won't let things get too far out of hand.

The CTS-V even rides like a proper Caddy thanks to GM's magnetic ride control system, which allows the shock absorbers to stiffen at a millisecond's notice. There's little noticeable difference in ride quality between the suspension's Touring and Sport modes, and that's by design; the CTS-V corners flatter and a bit more precisely in Sport mode.

Journey's End: A ZR1 in a very nice suit

2009 Cadillac CTS-V
Photo © Aaron GoldI'm not just impressed by the CTS-V -- I'm completely blown away. Not long before reviewing the CTS-V, I tested the Corvette ZR1, one of the most thrilling cars I've ever had the privilege to drive. The Cadillac CTS-V isn't far behind -- it's nearly as quick and nearly as precise on the track. But while the ZR1 is a bit of a brute on public roads, the CTS-V is a perfect gentleman.

Cadillac hasn't announced firm pricing, but they say the CTS-V will range from just under $60k to around $67k including destination and gas-guzzler tax. That puts the CTS-V just a few grand higher than the BMW M3, Mercedes C63 AMG and Lexus IS F, about even with the Audi RS4, and around 20 grand cheaper than a BMW M5 or Mercedes E63 AMG. Of those, the C63 and RS4 are perennial favorites of mine, but when it comes to style, straight-line performance, and fun-to-drive factor, the CTS-V runs right over them.

Only one thing might keep me from buying one (besides my lack of $60,000): A CTS coupe is on the way, and it's going to be gorgeous. If Caddy were to make a V version of the coupe... I get weak in the knees just thinking about it.

Bottom line: The CTS-V is one of the best cars I've ever reviewed. Precious few cars do so many things so well, and the fact that it comes from General Motors, perennial whipping-boy of car fans everywhere, makes this an even sweeter victory. Well done, General Motors -- now just apply this same kind of engineering talent to your small, fuel-efficient cars, and everything will come up roses.

BUGATTI

Geneva 2008: Bugatti Veyron Fbg by Hermes, scepter and empire not included

Posted Mar 4th 2008 12:02PM by Jonathon Ramsey

On the occasion of the 78th Geneva Motor Show (from 6 to 16 March 2008), Bugatti and Hermès co-present the fruit of their partnership: the "Bugatti Veyron Fbg par Hermès", associat-ing Bugatti's technical performance with the expertise of Hermès and its craftsmen. In partnership with Hermès, designer Gabriele Pezzini has married the distinctive Hermès style to the legendary Bugatti Veyron 16.4, magnifying the car's personality.

This remarkable car features an array of excep¬tional characteristics: the innovative alliance of a technologically advanced engine, deliver¬ing 1001 horsepower, with an understated yet uncompromising silhouette reflecting the high performance capacities of state-of-the-art engineering and design, and above all, the pleasure these inspire in every Bugatti owner.

The fascination exerted by this sports coupé, capable of reaching 407 km/h, is due in large part to its unique alliance of the very finest motor-racing technology with comfortable handling for everyday driving. The 16-cylinder "W" configuration engine is fed by four turbochargers and features 64 valves, generating 1001 horse¬power at 6000 rpm. The engine draws on its 8-litre displacement to deliver a maximum torque of 1250 Newton-metres between 2200 and 5500 rpm. With full-time all-wheel drive, the car's phenomenal power produces breath-takingly dynamic handling, with acceleration from 0 to 100 km/h in a mere 2.5 seconds. The Bugatti Veyron 16.4 benefits from aeronautical and aerospace technologies, making it the fastest production car ever made. The car also features a braking system designed to deliver unprecedented powers of deceleration, establish¬ing a new industry benchmark. The carbon-fibre discs provide brake pressure of up to 180 bars, combined with eight-piston monobloc callipers and titanium pistons fitted with fine steel heads and ceramic heat protectors. Apply the brakes at speeds above 200 km/h, and the rear wing acts as an airbrake, positioning itself at an angle of 113 degrees in less than 0.4 seconds, augmenting the Bugatti Veyron's already impressive stopping power. The airbrake increases negative lift at the rear of the car to 300 kg, enhancing the braking torque on the rear axle. At 400 km/h, emergency braking will bring the sports car to a complete halt in less than 10 seconds.

This, the world's most fascinating car, has pushed back the limits of physical engineering to offer a completely new sensation for driver and passenger alike. But it has also adopted a radically different stance to that of other sports cars: its features and finish are sure to impress the most demanding clientele. Hermès and designer Gabriele Pezzini have lavished attention on the interior and exterior of this exceptional car, to create the new Bugatti Veyron 16.4: the "Bugatti Veyron Fbg par Hermès"

A harmonious design, inside and out
The official name of the highly exclusive Bugatti Veyron "Fbg par Hermès" refers to the historic Hermès headquarters on the Rue du Faubourg Saint-Honoré, in the heart of Paris's eighth arrondissement: the "Fbg" appellation evokes the house's "faubourg" address.

With the Bugatti Veyron Fbg par Hermès, the exacting standards of Émile Hermès and Ettore Bugatti come together for the first time, in an exceptional collaboration: the culmination of their extreme attention to aesthetic and techno¬logical quality and performance.

Gabriele Pezzini has reinterpreted Bugatti's tradi¬tional two-tone carriage work, fostering a fluid, harmonious transition between the car's exterior and interior design. The colour of the hood extends to the interior of the cockpit, and re-emerges behind, at the level of the rear wing.

As a tribute to the celebrated 1924 Bugatti Type 35, undoubtedly the most famous of all time, thanks to its many successes on the racetrack, the new Bugatti Veyron Fbg par Hermès features eight-spoked wheels in polished aluminium, central butterfly wheel locks branded with the letter H, and air vents around the rims repro¬ducing the characteristic appearance of Hermès saddle-stitching. The horseshoe radiator grille, and the lateral ventilation grilles flanking it, are made from lightweight alloys with a design of interlocking H's evoking the Hermès "signature".

A refined formal vocabulary
The inner surfaces of the Bugatti Veyron Fbg par Hermès have been designed and sheathed in bull calfskin by the Hermès workshops in Paris. The care and attention to detail observe an extremely refined, minimalist formal vocabulary, reflecting the tradition of the very first Bugattis and the fundamental design principles of the house of Hermès. The door handles echo the fluid forms of handles on Hermès travel bags and luggage. And the dashboard, traditionally finished in brushed aluminium, is here clad entirely in bull calfskin. Passengers aboard the Bugatti Veyron Fbg par Hermès will find a dashboard glove compartment designed to hold a selection of small travel accessories and a zipped Hermès wallet. Both seats are covered in two-toned bull calfskin, and the panel separating the cockpit from the central rear engine – traditionally made of carbon fibre – is covered in the same fine leather. The leather-lined trunk holds a specially-fitted "Toile H" and leather case, hand-made by craftsmen from the Hermès workshops.

This exceptional model – in toning colours of ebony and étoupe, or ebony and brick – is priced at 1.55 million euros (not including tax), available at the end of 2008.

BMW

BMW releases new images for 2009 7-series
Posted Mon Sep 22 2008 6:26 AM by James Martinez


BMW has finally released full details and images for its fifth-generation 7-series flagship following the premature leak yesterday of several images and sketchy details. As expected, the car picks up several influences from the previous CS Concept including new LED elements on the headlights, an oversized grille and more fluid taillights.

The rear end of the car is sure to draw criticism, just as the previous generation did, but overall the new model displays a much more elegant design than its predecessor. While the exterior changes appear to have been kept to a minimum, there are rumored to be a raft of significant changes underneath the sheet-metal, including a longer wheelbase and wider track, plus a range of new engine options including a hybrid version.

The range topping model is a new 750i and its 750Li extended wheelbase cousin, both of which are powered by a 400hp (298kW) 4.4L twin-turbo V8 engine with 450lbs-ft (610Nm) of torque. The only transmission available is a six-speed automatic, however BMW is expected to add a new eight-speed unit further down the track.

The 740i name returns, but is powered the award-winning 3.0L straight-six turbo engine instead of the former's V8 and delivers 326hp (243kW). In European markets there’s also a 730d turbodiesel with a 3.0L force-fed oil-burner churning out 245hp (183kW).

Performance is also improved through the extensive use of lighter multi-phase and hot-rolled steels in the body and chassis load-bearing structures, as well as aluminum for the roof, doors, hood and front fenders, plus on the front spring towers, engine block and differential housing.

An entirely new suspension system also features in the new 7-series. The design consists of a multi-link double-wishbone front suspension combined with a new ‘Integral V’ rear set-up. Self-leveling air suspension is also available. Rack-and-pinion steering with variable ratio and hydraulic power assist continues, but with a new-type hydraulic pump that delivers assist only when called for, thereby saving fuel. One key feature is the debut of BMW’s latest active steering system for the rear wheels.

The suspension system features further development of BMW’s active damper control system, which allows the driver to choose between four settings for shock-absorber firmness, transmission shift characteristics, engine-throttle response and power-steering assist.

The latest 7-series also picks up a new E-Shift gear selector located on the center console instead of the previous car’s steering column unit. Changing gears is done by tipping the E-Shift from side to side, while Park is engaged by a button atop the lever.

The car also debuts BMW’s second-generation iDrive system, which comes with a larger display monitor and a new menu and control system. Other new details include buttons for direct selection of the radio, CD, navigation and telecommunications menus, grouped conveniently next to the controller.

Advanced safety features include an active blind spot detection system and a new night vision set-up with pedestrian detection features. An optional adaptive cruise control system is also available, which can move the car automatically in stop and go traffic.

The blind spot system will vibrate the steering wheel and flash an LED on the exterior mirror upon initiating a lane change when there is an unseen vehicle in the blind spot or when there is a vehicle quickly approaching. The new system works in conjunction with BMW’s previous lane departure warning system, which also vibrates the steering wheel.

Finally, there is also a high beam assist, which automatically dims the headlights for oncoming traffic.

The new 7-series will make its world debut at the Paris Motor Show in October before going on sale by the end of the year.

BENTLEY

The New Bentley Continental Flying Spur

Published: 9th June 2008


The new Bentley Continental Flying Spur is set to deliver even greater levels of refinement, comfort and opportunities for customer personalisation. The class-leading 12-cylinder luxury saloon will also be joined by the 600 bhp (610PS) Continental Flying Spur Speed. The most powerful 4-door car ever produced by the British manufacturer, the Flying Spur Speed offers the pure driving experience and uncompromising performance synonymous with all Bentleys bearing the Speed legend.

The Continental Flying Spur has been an extraordinary success story for Bentley since its launch in 2005. Its unrivalled combination of exciting performance, luxury, craftsmanship, style and four-door practicality has broadened the appeal of the Continental range. The Flying Spur has become the most successful 12-cylinder luxury saloon in the world and has played a pivotal role in the revitalisation of Bentley.

The instantly recognisable style of the Flying Spur undergoes a subtle evolution with changes to the front and rear design. The new, more upright grille and bolder lower air intake accentuate the distinctive Bentley profile, while the new rear bumper delivers a more aggressive and sleek appearance.

A comprehensive range of noise-absorbent measures including acoustic glazing, tri-laminate body undertrays and wheelarch liners ensure that cabin refinement, already a hallmark of the Continental Flying Spur, is best in class.

The new Flying Spur may now be specified with a sophisticated follow-to-stop, radar-based Adaptive Cruise Control system, which monitors traffic ahead and manages the throttle and brakes to maintain a pre-set time gap, up to a driver selected set speed.
As a further option, the new Naim for Bentley audio system provides the world’s best in-car sound stage. Designed exclusively for Bentley by Naim, the renowned British hi-fi manufacturer, the system features an 1100 Watt amplifier, the most powerful unit offered in a production car, and 15 custom-built Naim speakers, including dual Naim sub-woofers. The next-generation Digital Signal Processor further enhances the listening experience.
The aluminium-intensive suspension of the Flying Spur features revised spring and dampers and a new bespoke 19-inch Pirelli UHP tyre for outstanding levels of ride quality, comfort and refinement.


Bentley’s commitment to the highest quality of craftsmanship and customer personalisation is highlighted with an enhanced choice of beautifully crafted wood marquetry and chrome inlays. In addition, seat piping, a traditional Bentley feature, is introduced on Flying Spur together with two new hide colours. Three new colours and four duo-tone paint combinations are added to the exterior paint palette.

The 600bhp Continental Flying Spur Speed unleashes the same potent performance and intense levels of driver engagement as its highly acclaimed stablemate, the Continental GT Speed.
Inspired by Bentley’s legendary ‘Speed’ models that first appeared in 1923, the Flying Spur Speed offers a range of headline performance figures including a 0-60mph sprint time of 4.5 seconds and a top speed of 200mph.

A lowered ride height, uprated and redesigned suspension as well as retuned steering deliver outstanding agility and body control. Exceptional grip comes from the unique 9.5Jx20 multi-spoke alloy wheels with bespoke Pirelli P-Zero UHP performance tyres.

The Flying Spur Speed is distinguished by subtle design cues which emphasise its performance credentials, including dark-tinted radiator and air intake grilles, wider rifled exhaust tail pipes and unique 20-inch multi-spoke alloy wheels.

Bentley Chairman and Chief Executive, Dr Franz-Josef Paefgen explains the rationale behind the new range:
“The global success of the Continental Flying Spur has created a new generation of Bentley owners. Responding to their feedback, we have refined an already remarkable car and with the debut of the Flying Spur Speed we are extending its appeal.”


Blast from the past: Bentley Hunaudières concept

Posted 07 Oct 2008

Less than a year after being purchased by Volkswagen for the princely sum of £430 million, Bentley Motors created one of the most breathtaking and technical masterpieces in the automotive world. The Bentley Hunaudières Project, as it was known, was developed to proclaim to the world that Bentley was not just a manufacturer of ultra-luxury limousines. Instead it would showcase that the small automaker from Crewe was capable of being modern and dynamic, with serious sporting intentions behind its label.

Revealed to the masses at the Geneva Motorshow in 1999, the Hunaudières laid the groundwork for the popular Continental GT. Under the smooth, green exterior resided an 8.0-litre, mid-mounted W16 engine mated to a five-speed gearbox, which developed 623bhp (463kW) at 6,000rpm and an equally impressive 561ft-lbs (760Nm) of torque at 4,000 rpm. Comparable with many of today’s supercars, the Hunaudières W16 showed that a large capacity, multiple-cylinder engine could be delivered in a fairly compact package. The engine itself was only 634mm long and 690mm wide, similar in size to a conventional V8.




We now know that the car was never meant for production, but was in fact harbinger of the company's future developments. Technologies first displayed in the Hunaudières can now be found in high-end cars across the VW Group's performance range, including the Bugatti Veyron, which uses a variation of the 8.0-litre W16 engine.

Bentley is now more successful than ever. Last year it was rated the tenth most popular European brand in the American market with sales totalling 3,654 for the US alone.

AUDI

Paris concept: Audi A1 Sportback

Kyle Fortune 2 Oct 2008

Audi's A1 Sportback Concept develops the A1 project quattro theme further in Paris. A five-door version of the concept first revealed in Tokyo last year, the A1 Sportback concept is a hybrid vehicle that blends enjoyable performance with an environmentally responsible drivetrain.

What's all the fuss about?

Every single manufacturer in Paris is talking about downsizing and Audi is no different. The A1 represents a logical step for the German firm, offering customers all the attributes that they expect in a premium badged Audi, but in a smaller, more efficient package. Mating a 150bhp 1.4-litre TFSI petrol engine to an electric motor, the A1 Sportback concept either boosts its performance out of town by combining the two drivetrains, or drives on the electric motor alone to completely remove emissions in and around the city. In electric-only mode the A1 Sportback has a range of around 30 miles.

Any new technology?

The A1 Sportback's hybrid drivetrain gives it the potential to reach 62mph in just 7.9 seconds, yet it produces a CO2 figure of just 92g/km. Fuel consumption of around 72.4mpg would also be possible thanks to the petrol-electric hybrid transmission. Neat concept touches include LED lights all round, a split rear tailgate and a pop-up gearstick which rises when the driver wishes to take control of gearshifts - it works in a sequential fore and aft fashion. The infotainment centre is a key interior technology, the A1 Sportback's system able to communicate with mobile technology and integrate a telephone's communication, navigation, Internet and music functions over a wireless network - the A1 learning when, what and where its driver likes to listen to particular tracks and creating playlists for playback.

Will it ever see the light of day?

Still very much a concept car, the word is that an A1 will join Audi's product range, but not until around 2012.

ALFA ROMEO

MiTo is new baby Alfa

Shane O' Donoghue 2 October 2008

What is it?

Alfa Romeo's new entry-level model: a car that should seriously boost the company's sales figures given that it hasn't been present in this market segment since the '70s. Alfa is positioning the MiTo further upmarket than the Fiat Grande Punto it shares its underpinnings with and should be considered to be a genuine rival to the MINI.

For now, the MiTo will only be available as a front-wheel drive three-door hatchback. Nearly all models at launch will be turbocharged, with several petrol and diesel options ranging from a 94bhp 1.4-litre to the range-topping 153bhp turbocharged petrol unit and 1.3- and 1.6-litre turbodiesels. Alfa will offer the MiTo in Turismo and Veloce levels in the UK, though buyers will have a huge range of customisation options, including different colours for the light surrounds and mirrors.

Is it any good?

First impressions certainly are favourable. The MiTo is of much higher perceived quality than the Fiat Grande Punto it is based on, so between that and the undisputed style, the premium Alfa demands is justified. As to whether it truly competes with the MINI on the road, we're not so sure. We tried the 118bhp 1.6-litre turbodiesel and the 153bhp turbo petrol engines and both are punchy, giving the little MiTo the performance to match its extrovert looks. It's an agile car too, with direct steering and very little body roll. The only doubts we have are concerning the car's ride quality, which is possibly a little too firm, even given the sporting image. The upshot is decent body control, but the MiTo doesn't quite tickle the fancy of the keen driver quite as well as the MINI does. Perhaps the forthcoming GTA hot hatch version can redress the balance.

Should I call the bank manager?

It shouldn't take too much persuasion to get your local branch to lend you the necessary for the MiTo. Prices start at just under £11,000 in the UK, with Irish buyers offered the new car at a little under €20,000 and there will be tempting insurance and finance deals too. Even the most expensive model - the 1.4-litre turbo Veloce - will only come in at £14,975 in Britain, which neatly slots it between the MINI Cooper and Cooper S. All MiTos will be well equipped as well, with climate control, seven airbags and alloy wheels on every model, along with the fancy driving electronic aids. If you're keen you can place your order from October, but neither British nor Irish buyers will get their hands on the MiTo until the start of 2009.

Summary

The word 'downsizing' cropped up more than once on the launch of the MiTo and though the new hatch isn't quite the baby sports car Alfa would like us to think of it as, it is achingly stylish, seemingly well made, very well equipped (and priced) and has the performance to stand out in the supermini class. It's definitely a rival for the MINI.