BMW M3 Convertible (2001)

BMW M3 Convertible

The third generation of the BMW M3, this time based on the E46 model series coupé, made its debut in the year 2000. And once again, the third edition of this world-famous sports car from Munich excelled from the start through even more performance, more dynamism and even more unique design, clearly setting this special model apart from the other versions of the BMW 3-Series.

From the very beginning, the first tests published by motor journals clearly proved that the BMW M3 is a particularly powerful sports coupé of the highest calibre, with truly unparalleled performance.

Athletically built, elegant to behold.

In its design, the third-generation BMW M3 again follows in the footsteps of the first generation, albeit without spoilers and striking, extra-wide wheel arches. But thanks to the new front air dam with its integrated foglamps in elliptical design as well as large air intakes, the BMW M3 clearly stands out from all other versions of the BMW 3-Series.

Made of aluminium, the engine compartment lid is approximately 40 per cent lighter than a comparable lid made of steel plate. And a particular feature is that despite this lower weight, the engine compartment lid offers the same stiffness and crash safety as the steel plate lid on the "basic" Coupé.

A further sign of distinction clearly visible on the engine compartment lid of the BMW M3 again sets the car aside from other models in the BMW 3-Series - the so-called Powerdome. Precisely this is where the new power unit of the BMW M3 offers all its superior features, beneath this slight bulge in the middle of the bonnet.

A feature characteristic of the entire car in its appearance is that no single design element is for show purposes alone. Rather, all modifications versus the series model apply the strict principle of "form follows function", at the same time offering the very best in aesthetic design and cultivated style.
From the side, the body of the BMW M3 including the wheel arches is much wider than that of the "regular" Coupé (up by 20 millimetres or 0.79" ).
Further highlights to be admired from the side are the intake "gills" and the M3 logo in the front side panels. This wider bodyshell is not just cosmetic, but is rather essential to accommodate the wider track as well as appropriately wide tyres and wheels.
The powerful look created in this way is further underscored by new M exterior mirrors in aspheric design and folding in electrically when required as an option, side-sill covers and, at the rear end of the car, an aerodynamically optimised rear dam complete with a rear spoiler. A double-chamber exhaust system with four tailpipes, finally, clearly reveals the power and performance of this exceptional car.
Engine with even more power thanks to the high-speed concept.
The power unit of the new BMW M3 gives the definition of "turbine-like performance and running smoothness", which for a long time has been the hallmark of BMW's six-cylinders, a completely new meaning. Displacing 3,246 cc, the newly developed engine has carried over the high-speed engine concept already well-known in Formula 1 to series production in the BMW M3. Now, with the engine revving at 8,000 rpm, the pistons run at a speed of more than 20 metres or 66 feet a second, almost as fast as the pistons on a Formula 1 power unit.
Indeed, no other engine in the market - and no other car - is able to offer this kind of power and performance: Maximum output of 252 kW/343 hp accelerates this 1,570 kg/3,462 lb sports car from a standstill to 100 km/h in just 5.2 seconds. Supreme efficiency at all engine speeds and under all loads, in turn, guarantees efficient fuel consumption under all practical driving conditions as well as a low level of emissions.
Ongoing development of the high-speed concept was however only one reason for developing this new engine, since the engineers at BMW M GmbH were required to fulfil a whole list of demands in creating the new engine: Lower weight, more torque and extra power as well as a wide range of useful engine speeds were just as important as an engine suitable for reliable use the world over. Particularly this final point was indeed a great challenge to BMW's engineers, since the engine was required from the start to comply with all legal requirements in terms of emission and noise control either currently in force or coming into force in the many countries in which the BMW M3 is sold.
With this high-performance engine boasting the most outstanding features and data, the development team was hardly able to use any of the regular series production parts as was still possible with the first generation of the BMW M3 back in 1985. So the only components they were able to carry over to the new M3 without modification were the oil sump gasket, the tightening cylinder for the ancillary unit belt drive, the rear crankshaft cover together with its seal, as well as the oil pressure and water temperature sensors. And the only features the new engine shares in common with the former power unit are its dimensions and the quasi-dry sump system.
Thanks to the skills of BMW's engineers, the new power unit meets all these - and other - requirements. Compared with the - already light - former engine, BMW's engine specialists have indeed succeeded in reducing the weight of the engine by another 6 per cent. And at the same time they have moved the engine's centre of gravity down even further in the interest of enhanced driving dynamics.
On account of the higher engine speed and more complex function data, the engineers at BMW M GmbH also had to develop a new engine control system: MSS 54. As on the previous engine, this multi-processor system masterminds two 32-bit micro-controllers and two timing co-processors, now however operating at an even higher cycle frequency.
In all, the computer power of the new control unit is now 25 million instructions per second (MIPS). And just how important and complex the functions of this new unit are for the entire operation of the engine as such is clearly borne out by the various processes covered by the multi-processor system, which supervises the angle spread on the intake and exhaust camshafts (double-VANOS) as well as the oil level, masterminds the electronic immobiliser, and controls the electronic throttle butterflies. Working individually for each cylinder, the control unit furthermore calculates the ignition timing, the volume of fuel injected and the injection time individually for each operating cycle as a function of engine load and speed. And last but not least, the control unit provides information for service and maintenance via an elaborate and sophisticated diagnostic system.
Perfect engine management based on an in-house development.
Cylinder-specific, adaptive knock control receives the knock signal via three body sound sensors, with each sensor monitoring two cylinders. The signal is adapted for each cylinder by a standardisation process geared to the respective operating point, allowing the system to program the best and most appropriate ignition timing throughout the entire ignition angle control map. Operating a switch on the dashboard, the driver of the BMW M3 is then able to activate a more sporting, that is a more progressive control line modifying accelerator travel and the throttle butterfly opening.
Electronic throttle butterfly control is now based on instant commands, with the driver's request for power being measured via the potentiometer on the gas pedal and converted into a desired signal and power level.
This wish for power is then corrected by the power manager taking the power requirements of the ancillary drive units into account as well as the maximum and minimum power required for Dynamic Stability Control (DSC) and Engine Drag Force Control (EDFC).
The target power level calculated in this way is then set within the system, taking the current ignition angle into account. In practice, what this means for the driver is that the engine virtually "reads" his style of motoring from the position of his foot on the accelerator, providing the power required quickly and efficiently.
Optimum gas charge cycle ensured by variable camshaft spread.
Variable camshaft spread on the intake and outlet camshafts (double-VANOS), which made its world premiere in its first version in the 1992 BMW M3, ensures an optimum gas charge cycle also in the engine of the BMW M3. On the road, this means more power, greater fuel economy, and low exhaust emissions.
Through its principle alone, VANOS technology allows appropriate management of the engine at all times. The sprocket wheel connected with the crankshaft by a duplex chain is linked to the camshaft by a spirally-toothed shaft adjustable along its axis. Such an axial shift on the shaft, on account of the spiral gearing, generates a radial, relative movement between the camshaft and the sprocket, with the spread angle on the intake camshaft being varied as a result by 60° and the angle on the outlet camshaft by 46°.
Axial adjustment of the toothed shaft is provided by an adjuster piston.
Engine oil is pre-compressed up to an operating pressure of 115 bar by a radial piston pump integrated in the VANOS housing. Map-controlled high-pressure adjustment, in turn, guarantees short adjustment times and therefore provides the optimum spread angle for each operating point depending on load and engine speed and synchronised to the ignition timing and injection volume.
One engine for all countries.
The newly developed straight-six displacing 3,246 cc is the first power unit suitable for all countries and national specifications. However, as opposed to the 252 kW/343 hp ECE version, the power unit is throttled on the US version of the BMW M3 to reduced output of 333 SAE-hp (249 kW/338 DIN-hp).
This means that with an increase in engine capacity by only 1.4 per cent over the former model, maximum output is up by 6.9 and maximum torque by 4.3 per cent.
This increase in power and torque is a direct result of the high-speed engine concept, consistent control of the charge cycle and minimisation of friction effects increasing the engine's specific output from 100 to almost 106 hp per litre.
Despite its high maximum running speeds, the engine offers a large useful speed range, developing 80 per cent of its maximum torque at just 2,000 rpm. No surprise, therefore, that this power unit thrilled specialists and car journalists right from the start, winning the coveted "Engine of the Year" trophy, a really outstanding award, six times in a row from 2001-2006.
Exceptional technology for an exceptional car.
On account of the high standard of performance the BMW M3 offers whenever required, numerous systems within the car had to be configured more elaborately and with greater attention to detail than in a "regular" road car. One of these special features is the supply of lubricant to the engine by quasi-dry sump lubrication: Due to the specific arrangement of the sump and the engine tilted to the right at an angle of 30°, the engine oil would be unable to flow back to a "normal" sump under high lateral acceleration in a left-hand bend and when applying the brakes all-out. Hence, the engineers working on the power unit connected the compressed oil pump with a reflow pump extracting oil on the right side from the small oil sump at the front and delivering the oil to the large oil sump at the rear. For all practical purposes, this completely closes the rear oil sump, with the reflow openings and compressed oil pump extraction point being precisely tailored to the acceleration forces prevailing in a car of this calibre.
Even faster than the engine: the chassis and suspension.
The engineers responsible for developing the BMW M3 gave particular attention from the start to the chassis and suspension. Following the philosophy that "the chassis must always be faster than the engine", they demanded the utmost of the chassis and suspension technology, a task obviously giving the suspension engineers a significant challenge considering the high-speed concept and outstanding performance of the M3 power unit.
However, they were able to set out from an excellent foundation right from the beginning, with the chassis and suspension of the third-generation BMW M3 being a consistent development of the former chassis. And the chassis on the second-generation is still acknowledged to this day as the benchmark in the sports car segment, being lauded by the experts of US magazine "Car and Driver", for example, as the "Best Handling Car".
The extra-stiff bodyshell of the BMW 3-Series Coupé, the large share of lightweight aluminium axle components, and well-balanced front-to-rear weight distribution of almost 50 : 50 were indeed ideal prerequisites for ensuring unfiltered driving pleasure with BMW standard drive feeding power to the rear wheels. And despite the somewhat larger dimensions of the new model, the chassis and suspension engineers succeeded in even outperforming the predecessor's handling qualities while at the same time maintaining a high standard of everyday practical use.
DSC and the M Differential Lock for extra traction.
Introducing the third generation of the BMW M3, BMW M GmbH also made DSC Dynamic Stability Control a standard feature of the car. Hence, wheels spinning on a wet road or in snow are now a thing of the past once and for all.
The engineers responsible for the new BMW M3 were however not able to simply take over the DSC system incorporated in the "regular" 3-Series, but rather had to modify the system on account of the enormous power and performance offered by the BMW M3. Particularly the immediate response of the BMW M3 power unit and the short final drive ratio call for numerous changes in the system.
From the beginning, differential locks on the rear wheels have been a standard feature on all BMW M Cars. And now, introducing the third generation of the M3, the engineers replaced the former torque-sensing self- locking differential with 25 per cent locking action by an all-new development providing a variable locking effect between 0 and 100 per cent.
Bearing the name Variable M Differential Lock, this new system is able to offer a decisive improvement of traction even in the most demanding situations, with the drive wheels running on a surface with different frictional coefficients. So in combination with DSC Dynamic Stability Control, the BMW M3 now offers driving qualities also in winter previously regarded as quite impossible on a sports car with rear-wheel drive.
High-performance brakes and M Power.
Wherever there is a lot of power from the engine, you also need a lot of brake power. Precisely with this in mind the BMW M3 was equipped from the start with an extra-large high-performance brake system featuring compound brakes in floating arrangement. In this case the inner-vented friction ring on the brake disc is connected in floating configuration with the aluminium brake cage by way of stainless-steel pins cast into the brake unit.
The result is a considerable reduction of thermal forces acting on the brake disc, with an appropriate increase in service life. Perforation of the friction ring serves to additionally reduce the weight of the brake discs by 0.7 kilos on each front wheel and 0.8 kilos on each rear wheel in comparison with conventional, single-piece brake discs.
Thanks to large, cross-drilled grey cast iron brake discs (diameter/thickness at the front: 325/28 millimetres (12.80/1.10"), at the rear: 326/20 millimetres (12.83/0.79"), stopping forces are really remarkable: Assisted by a 9-/10-inch tandem booster, the BMW M3 achieves deceleration of approximately 11 metres/sec2, with a stopping distance of just 35 metres or 115 feet from a speed of 100 km/h. So when it comes to brake performance, the BMW M3 once again compares very favourably with even the most thoroughbred sports cars.
More than "just" one BMW M3 in the range.
A year after introducing the BMW M3 Coupé, BMW M GmbH proudly presented the Convertible version of the M3 based on the E46 model series in 2001. While identical with the fixed-roof coupé all the way back to the A-pillar, the Convertible is nevertheless a very unique car, the striking waistline and the special character of an open-air sports car giving the Convertible an even wider and more powerful look. In all, therefore, the BMW M3 Convertible looks even more muscular and lower than its fixed-roof counterpart with which it naturally shares all technical highlights and refinements.
In autumn 2001 BMW nevertheless proved that even this exclusive standard can be enhanced to an even higher level: Presenting the BMW M3 GTR, the Company proudly launched an upgraded road-going version of the BMW M3 destined to proceed from one victory to the next in the American Le Mans Series (ALMS). So as of February 2002, the road-going version of this very special model, with engine power cut back from 330 kW/460 hp to 258 kW/350 hp, was available at a price of approximately Euro 250,000.
In technical terms the road model was related very closely to the racing version, a V8-high performance power unit with dry sump lubrication generating supreme power within the engine compartment featuring additional cooling slits. Other special features were the six-speed manual gearbox as well as a double-plate clutch again typical of a racing car.
The body was also similar to the racing version, with the roof, the rear wing as well as the front and rear air dams being made of carbonfibre-reinforced plastic in the interest of minimum weight.
Further improvement of the "basic" model.
Entering the year 2005, BMW introduced a very special feature for the M3: the Competition Package. At a price of Euro 5,300, the really discerning costumer ordering a new car was now able to choose this special feature giving the BMW M3 even more direct and sporting handling. The Package includes 19-inch wheels in the same styling as the rims on theBMW M3 CSL and fitted complete with Sports Cup tyres. In conjunction with the chassis and suspension optimised all round and the even more direct steering (with a transmission ratio of 14.5 : 1 instead of 15.4 : 1), this gives the car an even higher standard of all-round agility and performance on the road.
Benefiting from this special package, the driver of the "basic" BMW M3 was also able to enjoy the advantages of the M Track Mode carried over from the BMW M3 CSL. Brakes likewise coming from the BMW M3 CSL are naturally also included in the Package, to ensure appropriate stopping power with very short stopping distances at all times.
Given all these qualities, the third generation BMW M3 is just as popular among customers the world over as its predecessors. This explains why no less than 85,139 units were delivered to customers by summer 2006, among them no less than 29,633 Convertibles.

Rolls-Royce Ghost (2010)

Rolls-Royce Ghost

Rolls-Royce Ghost is the most powerful car that Rolls-Royce Motor Cars has ever produced. However, Rolls-Royce power is delivered in a very different manner to other cars. It arrives in an elegant, cosseting way that some have described as being designed to lower the pulse, not raise it.

The principle of simplicity extends to the act of driving Rolls-Royce Ghost. The host of complex engineering software and technologies beneath the surface serve to make driving easier and more enjoyable, not to intrude or confuse.

Rolls-Royce Ghost is more driver-focused than any Rolls-Royce car before it. The driver sits in a slightly elevated position behind the wheel, described as the authority position. This makes the view of the road much clearer. The fascia has been kept deliberately clear; it is spacious in design and has an intuitive layout. The controls are neatly sculpted, with the more important functions emphasised by accents of chrome. The soft light of the instrument panel glows through the familiar black-rimmed steering wheel, which in turn employs a number of violin keys as well as an ergonomic roller-ball control.

The control centre display is concealed behind a veneered panel until its services are called upon. All features such as satellite navigation, telephone, communication and entertainment functions are displayed here and managed via a central rotary controller, flanked by quick-access buttons on the front centre console.

The optional driver assistance systems and technologies in Rolls-Royce Ghost are notable for their discretion and ease of operation. From the moment the driver approaches the car, optional Comfort Entry allows easy access, unlocking the doors when the key fob is within 1.5 metres and the cool chromed handle is grasped. Once you are in the car, voice control allows you to select from the control systems menus without using the central controller.

For ease of manoeuvring, cameras located around the car serve a number of purposes. Rear, front side and top view cameras can combine to give a fish-eye view at blind junctions or provide ground images with obstacle recognition and reverse path prediction when parking.
Positioned discreetly within the grille is a Night Vision camera. When activated, this safety feature works with Pedestrian Recognition to detect objects up to 300 metres away and display them on the central screen in the dash. The car's control system receives infrared heat images from the camera and, taking into account the car's speed and direction, classifies them to assess imminent danger. It then determines what action, if any, needs to be taken and if necessary displays a warning to the driver.
The Head-up Display relays crucial information such as speed or navigation directions onto the windscreen directly in front of the driver. This information is visible only to the driver and can be tailored to show only the details required and at a position suitable to the driver.
Lane Departure Warning alerts the driver should the car start to drift out of its current lane. When activated, it uses an integrated camera, located just in front of the rear view mirror, to monitor road markings and the vehicle's position. The driver is warned by a discreet vibration through the steering wheel. If the driver uses the directional indicators before and after the lane change, the wheel will not vibrate.
High Beam Assistance automatically manages the operation of dipped and main beam lights while driving at night. When activated, the same camera used by the Lane Departure Warning system monitors the light from any source at the front of the vehicle and automatically dips or raises the headlights accordingly. Adaptive, directional headlights also improve illumination of the road ahead and adapt to the road conditions, be they rain or fog or simply when the car is making a turn.
Active Cruise Control with Stop & Go creates a relaxing driving experience, particularly on long cruising journeys, as action is not required when the car ahead speeds up or slows down, even when coming to a standstill. Active Brake Intervention also allows hill descent at a constant speed and the car's Curve Speed Limiter communicates with the car's Dynamic Stability Control systems to reduce speed on bends if safety and comfort may be compromised.
THE CONCEPT
Autumn 2006, Paris motor show: Rolls-Royce Motor Cars announced that work had begun on a new model series. The new car would be in production and on sale by the turn of the decade. The only other facts confirmed at that stage were that it would be smaller than the Rolls-Royce Phantom saloon and priced somewhere between €200,000 and €300,000 before tax. Speculation about its style and specification began almost immediately...
Little was seen of the new car, codenamed RR4, until the spring of 2008, when Rolls-Royce released the first official sketches. The styling was instantly recognisable as a Rolls-Royce, although less traditional than previous models. At the time Chief Designer, Ian Cameron, said, "The RR4 has a more informal presence than the Phantom models with a greater emphasis on driving. In design terms this is expressed through its slightly smaller dimensions, yet with powerful, purposeful proportions. It is a true and uncompromising Rolls-Royce in every sense."
As sightings of secret development models on the road increased, Rolls-Royce Motor Cars unveiled Rolls-Royce 200EX, the experimental forerunner to Rolls-Royce Ghost, at the Geneva motor show in March 2009. An instant hit, 200EX bore the trademark Rolls-Royce design cues but in altogether more compelling fashion. It was a clear statement of intent.
What the design team was seeking to create was a modern Rolls-Royce that achieved a new dynamism but remained true to its luxurious heritage. They had found inspiration in contemporary furniture, architecture and yachts but also in the spirit of the 1930s - that sense of adventure and endeavour - which they wanted to capture in the character of this new car.
"200EX is a modern execution of timeless Rolls-Royce elegance, breaking with some areas of tradition but retaining the core values that make our marque unique," said Chief Executive Officer Tom Purves. "We expect the more informal design to broaden the appeal of Rolls-Royce Motor Cars, attracting people who appreciate its fusion of refinement, new technology and contemporary style."
After the show, 200EX embarked on a world tour, during which further information about the forthcoming production model became available. It would be powered by a new 6.6 litre V12 unique to the marque, delivering 563 bhp with extraordinary performance figures. It would ride on an intelligent air suspension system offering peerless ride and dynamics. And it would be called Rolls-Royce Ghost.
"Ghost is one of the most revered names in automotive industry," said Tom Purves. "It evokes images of adventure and technical innovation. The first cars to bear the Ghost name were known not only for impressive dependability and refinement but also great flair and style."
Following the overwhelmingly positive reaction to 200EX during its travels, very few changes were made in the transition to the production Rolls-Royce Ghost - a tribute to the remarkable achievements of Ian Cameron's and Helmut Riedl's design and engineering teams.
In September 2009, the new Rolls-Royce Ghost was formally launched to the world.
DESIGNING THE FUTURE
Rolls-Royce Ghost's flowing lines are dominated by its majestic 'Yacht Line' styling. Large, uninterrupted surfaces flow between finely sculpted horizontal lines that provide definition. Together, the upward-sweeping sill line and low-cut roof create a powerful profile, almost as though the cabin has been pushed toward the rear. Powerful shoulders and flanks draw in sharply as they flow from the rear wings to the tail lights, while touches such as the optional chromed exhausts hint at Rolls-Royce Ghost's more dynamic nature.
While incorporating classic Rolls-Royce design cues - the elevated prow, long bonnet, short front overhang, sharply raked A-pillar and elegant tail - Rolls-Royce Ghost exudes an informal aura. Contemporary touches include self-righting wheel centres and the Xenon headlamps that frame the latest evolution of the Rolls-Royce grille. Here the sides of the intake have been curved inwards and the vanes set back into the opening. "We wanted this to be less reminiscent of the traditional Parthenon style and more like a jet intake," says Ian Cameron.
A contrasting Silver Satin finish (introduced on 200EX) is an option for the bonnet, grille and windscreen surround. The finish is achieved by setting silver metallic paint under a layer of lacquer, giving a flawless matte finish.
The central principle of delivering simplicity out of complexity runs throughout Rolls-Royce Ghost. Everything is designed, engineered and crafted to enhance the drive and ride experience, not to complicate it.
Inside Rolls-Royce Ghost, the interior design team has come up with a contemporary ambience while staying true to Rolls-Royce Motor Cars' traditions of fine materials and peerless comfort. There are elegant, frosted lamps and chrome door handles, traditional violin key switches and eyeball air vents, frosted white dials and refined instrumentation. Deep-pile carpets can be complemented by optional lambswool floor mats for a truly luxurious feel.
Rolls-Royce Ghost is entered through substantial doors. Housed within the front doors are integrated Teflon-coated umbrellas. The rear doors are traditional, rear-hinged coach doors, opening to a generous 83 degrees. Once the passenger is inside, these doors can be closed at the touch of a button. The interior space is filled with natural light, enhanced by the optional Panorama Sunroof, which extends from the front into the rear compartment.
Four-zone automatic air conditioning can be individually tailored to each passenger's requirements, with separate controls for front and rear. Automatic air recirculation, condensation prevention and solar compensation are delivered through classic chromed eyeball vents controlled via organ-stop plungers.
Within Rolls-Royce Ghost's ample doors and high shoulder line, occupants feel serene, cosseted and safe. In the rear, the intimate ambience of the lounge seat is emphasised by its position behind the C-pillar, heightening the sense of privacy. The informal seating creates a convivial environment, its slight curve allowing you to turn more easily towards the person next to you. Its elevated position gives a clear view past the electronically retracting Spirit of Ecstasy to the road ahead.
Individual lounge seating is offered as an alternative to the standard lounge configuration. This allows the addition of a massage function and also perforated leather for a cooling stream of air from the seat surface. Auxiliary rear climate control allows the passenger to regulate the temperature of the air on their side of the car, without intrusion on the other. A cool box with interior illumination and integrated champagne glasses is also available.
Veneered picnic tables are another option, incorporating the finest leather and veneers matched to the rest of Rolls-Royce Ghost's interior. Fitted to the rear of each front seat, these tables are a traditional Rolls-Royce design cue and finished with a veneered surface with leather-covered backs.
Enhancing the Rolls-Royce Ghost ambience is an audio system delivering an exquisite experience. 600 Watts of sound are delivered through a 10-channel amplifier and 16 speakers, including two floor-mounted subwoofers. USB and auxiliary inputs allow for the integration of external audio devices and a 12.5 GB hard drive enables storage of music files from USB or CD player sources.
Available as an option with both seating arrangements is Theatre Configuration, which allows all settings that do not directly affect the driver to be controlled from the rear seat. The functions are displayed on two 9.2in LCD screens in the back of the front seats; these can be angled to suit the viewers by a central, armrest-mounted, rotary controller. The screens can be regulated independently of each other and the entertainment can also be listened to individually with most headphones. A six-disc multi-media changer, mounted in the glove compartment, is fitted as part of this option.
ENGINEERING A BENCHMARK
When considering a Rolls-Royce car it is usual to think of wood, leather and chrome, but the company has its roots in engineering. The refinement of its end product stems from its engineers' desire to get the smallest details correct. Long before the interior items are prepared, experts are working to ensure that the chassis components, power trains and bodywork are operating in fluid harmony. This is a world where welds are an art form and craftsmanship exists at a nano level.
Rolls-Royce Ghost is built around a steel monocoque body, which means there is no separation of chassis and body. The advantage of this construction is a reduction in exterior dimensions while preserving interior space. Consequently while Rolls-Royce Ghost is over 400mm shorter overall than the Phantom saloon its interior space is comparable.
The body has been engineered with a double front bulkhead to help insulate the interior from engine noise. It is constructed from steel sections and then wrapped in steel panels, which are brazed by hand. This allows a near-seamless join, which is then sanded by hand until it is perfect. In total, Rolls-Royce Ghost's frame contains 4.9m of seam weld and braze and 6,988 spot-welds. The bonnet and windscreen surround are then honed from aluminium.
Rolls-Royce Ghost rides on a bed of air. Double-wishbone front suspension and multi-link rear suspension work with an intelligent, four-cornered, air-suspension system and electronic variable damping to deliver the refinement that has been associated with Rolls-Royce for more than 100 years.
The new air suspension system in Rolls-Royce Ghost is so sensitive that it can detect even the smallest of changes. For example, it will sense the movement of a single rear passenger from one side of the seat to the other and compensate accordingly. A complex computer system reads multiple inputs from sensors around the car; the dampers alone make individual load calculations every 2.5 milliseconds. This ensures not only perfect comfort but also precise steering and dynamics for the driver. The air suspension system also incorporates a lift and kneel function, raising or lowering Rolls-Royce Ghost by 25mm.
Rolls-Royce Ghost also has a series of complex electronic aids to keep it composed on virtually any surface. These include Anti-Roll Stabilisation, Dynamic Brake Control and Dynamic Stability Control, including Dynamic Traction Control and Cornering Brake Control. These individual technologies work together under dual Integrated Chassis Management systems, meaning that even when subjected to a vigorous test Rolls-Royce Ghost remains perfectly poised. Its handling and safety systems operate as one, imperceptibly to the driver and passengers, to maintain optimum contact with the road in any condition.
"Our challenge," says Engineering Director Helmut Riedl, "has been to preserve the prerequisite levels of comfort while delivering the most modern, dynamically interesting drive ever in a Rolls-Royce."
Rolls-Royce Ghost is powered by a brand new, 6.6 litre twin-turbo V12 engine, unique to the model. Featuring direct injection, it produces 563bhp - enough to propel Rolls-Royce Ghost from 0-60 mph in just 4.7 seconds and on to an electronically governed top speed of 155mph. With 780 Nm of torque available at just 1,500rpm, delivery of power is immediate and extremely smooth.
Power is transmitted through an eight-speed, shift-by-wire, automatic ZF gearbox. What this achieves is a feeling of endless, surging power, which is illustrated by the power reserve gauge on the fascia, replacing the more common rev counter. The new powertrain delivers this performance while emitting just 317g/km of CO2.Fuel consumption is 20.8 mpg / 13.6 l/100km.
Safety remains paramount and the very latest technologies are used in Rolls-Royce Ghost. Side-impact beams in the front and rear doors combine with progressive rear crumple zones to absorb impacts. The Advanced Crash and Safety Management (ACSM) system takes measurements 2,000 times per second from sensors located around the vehicle. The ACSM uses this information - in conjunction with the engine and chassis management systems - to judge which safety features to deploy in which areas in the event of an accident. If necessary, ACSM will activate - among other things - seatbelt pre-tensioners and all encompassing airbags surrounding the cabin, creating a safe zone for all occupants.
LEGENDARY CRAFTSMANSHIP
Rolls-Royce has a reputation for producing cars that transcend the mere automotive. There is a magic attached to the name, which stems in part from exquisite attention to detail and the fine materials used throughout.
Passing through 60 pairs of hands, the production process involves more than 2,000 individual operations and takes at least 20 days to complete.
Rolls-Royce Ghost shares the same paint shop as Phantom and spends seven days being painted and polished to perfection. Five stages are required for the Rolls-Royce Ghost body. First a phosphate electro-coat is applied to protect against corrosion, then a layer of primer, a colour coat and finally two coats of clear lacquer. The body is hand-sanded between each layer and once the final coat is applied it is hand-polished for five hours.
Rolls-Royce Ghost is available in 12 exterior colours, each of which can be contrasted by the optional Silver Satin bonnet.
Flawless leather is an absolute requirement for the interior of a Rolls-Royce. For this reason, our leather is sourced from bulls raised in pastures free of barbed wire, ensuring that there are fewer imperfections in the leather. Any other marks are carefully avoided by our skilled laser cutters. At least eight hides are used for an interior, and to ensure colour consistency, each hide comes from a batch dyed at the same time. The hides are drum-dyed rather than painted, ensuring that the colour permeates right through the leather. The process also means the leather remains much more supple, preventing cracking or squeaking and ensuring durability and longevity. All seats and interior panels are hand-stitched, using traditional upholstering techniques by those most skilled at their craft.
The natural beauty of the veneers in Rolls-Royce Ghost is brought to life by the skill of dedicated craftsmen and women. The natural burrs and grains are chosen for their intricacy and interest: veneer specialists choose only the finest logs from which these very thin cross sections are taken. Only veneer from one tree is used in any car. This ensures not only that the grain matches throughout the interior, but that each area ages and colours at the same pace. The parts are milled and sanded by hand before being coated with five layers of lacquer for protection and a mirror-like shine.
EPILOGUE
Rolls-Royce Ghost is a vision of simplicity - of taking the core values of Rolls-Royce and creating contemporary effortless luxury. Rolls-Royce Ghost has been engineered to ride and drive in peerless fashion. The chassis' poise delivers a dynamically engaging experience for the driver, yet a serene, comfortable ride for passengers. Engine power is delivered in a manner which has become an engineering signature, seemingly effortlessly and endlessly. The latest in-car technology falls easily to hand while forming part of the background.
Rolls-Royce Ghost embodies 21st-century Rolls-Royce: more than 100 years of engineering and design excellence expressed in modern and uncompromised style.
TECHNICAL SPECIFICATIONS

• Number of doors / seats: 4 / 5
• Vehicle length: 5399 mm
• Vehicle width: 1948 mm
• Vehicle height: 1550 mm
• Wheelbase: 3295 mm
• Turning circle: 13.4 m
• Overhang front: 867.5 mm
• Overhang rear: 1236.5 mm
• Track width front: 1622 mm
• Track width rear: 1660 mm
• Shoulder room front: 1510 mm
• Shoulder room rear: 1418 mm
• Elbow room front: 1540 mm
• Elbow room rear: 1448 mm
• Max headroom front: 1030 mm
• Max headroom rear: 990 mm
• Effective headroom front with sunroof: 995
• Effective headroom rear with sunroof: 975 mm
• Ground clearance: 150 mm
• Width including mirrors: 2108 mm
• Luggage compartment capacity (ISO3832): 490 l
• Fuel tank capacity: 82.5 l
• Unladen weight (DIN / EU): 2360 kg / 2435 kg
• Axle load ratio, rear: 48.2 %
• Gross axle weight / max payload: 2940 kg / 580 kg
• Axle payload limit front / rear: 1445 kg / 1575 kg
• Engine type: V12
• valves: 48
• Fuel management: Direct injection
• Engine injector set-up / Aspiration: DI(VVT) / twin turbo
• Displacement: 6592 cm3
• Stroke / Bore: 88.3 mm / 89.0 mm
• Power output: 563 bhp (420 kW) @ 5250 rpm
• Max torque: 780 Nm (575 lb/ft) @ 1500 rpm
• Compression ratio: 10.0
• Fuel type: Super unleaded
• Transmission type: 8 speed automatic
• Transmission ratios 1st/2nd/3rd/4th: 4.717 / 3.143 / 2.106 / 1.667
• Transmission ratios 5th/6th/7th/8th: 1.285 / 1.000 / 0.839 / 0.667
• Transmission ratio reverse gear: 3.317
• Final drive ratio: 2.813
• Steering wheel revolutions lock to lock: 3.1
• Brakes front / diameter x thickness: Ventilated discs / 410x36 mm
• Brakes rear / diameter x thickness: Ventilated discs / 402x30 mm
• Drag co-efficient cd / A / cd x A: 0.33 / 2.60 m2 / 0.863 m2
• Top speed: 250 km/h (155 mph)
• Acceleration 0-60 mph / 0-100km/h: 4.7 s / 4.9 s
• 1km from standing start: 23.1 s
• Power to weight (DIN-Unladen weight): 5.6 kg/kW
• Power per litre: 63.7 kW/l
• Consumption urban (EU): 20.5 l/100 km
• Consumption extra urban: 9.6 l/100 km
• Combined consumption: 13.6 l/100 km (20.8 mpg (imp. gal.))
• Range: 605 km (376 miles)
• CO2 Emissions (combined): 317 g/km
• Exhaust emissions standard: EU5
• Front tyres: 255/50 R19 103Y / 255/45 R20 101Y
• Rear tyres: 255/50 R19 103Y / 285/40 R20 104Y
• Front wheels: 8.5J x 19 EH2 / 8.5Jx20 EH2
• Rear wheels: 8.5J x 19 EH2 / 9.5Jx20 EH2
• Battery capacity / location: 90 Ah (AGM) / Luggage compartment
• Alternator output rating: 210 A / 2900 W

Saturn Sky Red Line (2007)

Saturn Sky Red Line

Saturn continues its product revitalization with the 2007 Sky Red Line performance roadster, which is debuting at the 2006 New York International Auto Show. The Red Line, available at Saturn retailers this fall, builds on the Sky's established performance character, offering even more power and sportier driving dynamics combined with a bold design and driver-focused interior.

The Red Line gets a boost in performance from an Ecotec turbocharged 2.0-liter engine, GM's first direct injection offering in North America. It produces 260 horsepower (194 kw) at 5300 rpm and 260 lb.-ft. of torque (353 Nm) at 2500 rpm, making it GM's highest specific output engine ever at 2.1 horsepower per cubic inch of displacement (130 hp / 97 kw per liter) and the most powerful engine in the Ecotec family.

Gasoline direct injection technology helps the Ecotec engine produce more power while maintaining the lower fuel consumption of a small displacement port-injected engine.

With direct injection, fuel is delivered directly to the combustion chamber to create a more complete burn of the air/fuel mixture. Less fuel is required to produce the equivalent horsepower, especially at normal cruising speeds, of a conventional port-injection combustion system.

Direct injection technology works well with turbocharging and helps deliver a great balance of power and economy.

Other Red Line technical highlights include:
+ Standard torque-sensing limited-slip differential
+ Standard StabiliTrak electronic stability control
+ Performance-tuned suspension

Technical elements also standard on the 2007 Sky roadster include:
+ Four-wheel independent short/long arm suspension for optimal handling and stability
+ Coil-over Bilstein monotube shocks for excellent wheel control and road isolation
+ Hydraulically assisted rack-and-pinion power steering for quick, responsive vehicle control
+ Four-wheel disc brakes with ABS for excellent stopping performance
+ Wide track for excellent stability and superior handling
+ Near 50/50 weight distribution for balanced handling
+ Structural tunnel design and hydroformed longitudinal frame rails for a stiff body that results in greater vehicle responsiveness and better overall feel

The Red Line also features several unique interior and exterior differences compared to the Sky roadster, including dual exhaust with chrome polished outlets, 18-inch polished aluminum alloy wheels, and specific front lower fascia with large brake cooling vents and black headlamp bezels.

The interior features a leather-wrapped steering wheel with audio controls, unique seatback and floormat embroidery, metallic sill plates, stainless steel pedal covers, Red Line-specific gauges and a digital boost gauge included in the Driver Information Center.

The Sky Red Line has numerous safety features, including dual-stage frontal air bags, GM's Passenger Sensing System, four-wheel disc brakes with standard ABS, side-impact door beams, three-point safety belts with pretentioners and load-limiting retractors, and more.

Dodge Ram 1500 Sport (2009)

Dodge Ram 1500 Sport

Emerging from a herd of 120 long horn cattle driven by 10 cowboys on horseback down Washington Boulevard in downtown Detroit, the all-new 2009 Dodge Ram made its debut at the 2008 North American International Auto Show.

"Since the dawn of the 'big rig' look, Dodge Ram has always been a game-changer," said Jim Press, Vice Chairman and President, Chrysler LLC. "And this is our all-new game-changer -- the all-new 2009 Dodge Ram, which is packed with full-size pickup firsts and best-in-class features."

In 1994, Dodge introduced a revolutionary Ram in the light-duty pickup market, with its "big rig" styling and iconic crosshair grille.

"We put a truck on the market that tripled our market share," said Ralph Gilles, Vice President - Jeep®/Truck Design Studio, Chrysler LLC. "Our design was polarizing — people loved it or hated it. But the people who loved it, bought it. They still do, because Dodge Ram continues to stand out from the herd of 'me-too' trucks."

For the redesign of its all-new, next-generation Ram, Dodge pulled out all the stops.

"Our mandate was to make a quantum leap and add even more voltage to Ram," said Scott Kunselman, Vice President - Body-on-Frame Product Team. "Our all-new 2009 Dodge Ram is a game-changer in terms of capability, convenience, craftsmanship and safety."

Capability

In addition to the new-generation 5.7-liter HEMI which produces 380 hp (283 kW) and 404 lb.-ft. (548 N•m) of torque, the all-new 2009 Dodge Ram offers a 4.7-liter V-8 providing 310 horsepower (231 kW) and 330 lb.-ft. (447 N•m) of torque, and a 3.7-liter V-6 generating 215 horsepower (160 kW) and 235 lb.-ft. (319 N•m) of torque; four- and five-speed automatic transmissions; part-time and on-demand four-wheel-drive transfer cases; and 3.21, 3.55, 3.92 and 4.10 axle ratios.

Equipped with the new HEMI, the all-new 2009 Dodge Ram R/T regular-cab 4x2 model with a short bed and 4:10 gears blasts from 0-60 mph in 6.1 seconds.
The all-new 2009 Dodge Ram is offered in regular cab, Quad Cab® and crew-size cab, with three box lengths: 8-foot (regular cab), 6-foot-4-inches (regular cab and Quad Cab), and a new-for-2009 box length of 5-foot-7-inches (Ram crew 1500). Five trim levels are available, each with a unique appearance: ST, SLT, TRX, Sport, and the top-of-the-line Laramie.
An improved frame design incorporating high-strength steel supports an all-new, first-in-segment, multi-link coil spring rear suspension that improves ride and handling characteristics without sacrificing payload (up to an estimated 1,850 pounds) and towing capability (up to an estimated 9,100 pounds).
Convenience
The all-new 2009 Dodge Ram Crew 1500 features an available first-in-segment RamBox cargo management system that provides weatherproof, lockable, illuminated and drainable storage compartments integrated into both fender sides for effortless access and convenience. Each box holds up to 4.3 cubic feet of whatever — such as five cases (120 cans) of 12-ounce beverages.
The RamBox system includes a bed divider/2-foot bed extender for oversize loads and a rail system with sliding, adjustable cleats for infinitely adjustable tie-down capability. The 2009 Dodge Ram's tailgate features a standard assist feature that reduces the effort needed to raise and close the tailgate.
Another new segment-first innovation for the 2009 Dodge Ram Crew 1500 is a pair of "store in the floor" bins with removable liners that offer even more versatile storage — large enough for ten 12-ounce beverages and ice.
There are many other convenient storage locations throughout the all-new 2009 Dodge Ram including a large upper glove box, map pockets in door panels and a configurable center console. All in all, there are nearly twice as many storage locations (38) in the all-new 2009 Dodge Ram than were in the previous model.
Technically sophisticated, yet simple-to-navigate electronic and infotainment choices include MyGIG Multimedia Infotainment System with 30-gigabyte hard drive, navigation system, and a rear-seat DVD entertainment system available in the Quad Cab and crew cab. Also available is first-in-segment live SIRIUS Backseat TV™ and segment-first surround-sound audio.
Other premium amenities include first-in-segment heated and ventilated front seats, available heated rear seats, first-for-Dodge heated steering wheel, one-touch up/down driver and passenger windows, automatic-on headlamps and dual-zone automatic temperature control — a first for Dodge Ram.
Craftsmanship
In addition to the exterior, the all-new interior of the 2009 Dodge Ram stands out with a renewed emphasis on craftsmanship expressed in premium interior appointments including six-ring instrumentation, redesigned controls, chrome accents, premium seating with improved bolsters and two-tone upholstery. An automatic-transmission floor shifter, incorporated into a configurable center console, is available for the first time in a Dodge Ram. All 2009 Dodge Ram interiors are significantly upgraded with "soft-touch" materials that feature industry-first two-tone technology and premium fit and finish. Full-width contrasting stitching is offered on soft-touch instrument panels for Sport and Laramie models.
On the exterior, the all-new 2009 Dodge Ram features a redesigned aluminum hood with a large power bulge and a forward-canted grille, imparting a "head down, ready to charge" attitude, while front and rear bumpers wrap around each body side. The rear bumper on HEMI-equipped models is radiused over chromed dual exhaust tips - a first in light-duty pickups. Attractive 20-inch wheels are available in three styles. Sills are pulled down to cover frame rails for a premium appearance. Badges are three-dimensional, rather than decals, and are designed to stand out. The sculpted Ram's-head badge on the tailgate is 250 percent larger than the previous badge.
Safety
On the safety and security front, the all-new 2009 Dodge Ram offers more than 30 active and passive safety features, including standard front and rear side-curtain air bags with Enhanced Accident Response System, knee bolsters, seat-belt pre-tensioners, Anti-lock Brake System, BeltAlert® System, and Electronic Stability Control; and available adjustable pedals, ParkSense® Rear Park Assist and ParkView® Rear Back-up Camera.
Manufacturing
The all-new 2009 Dodge Ram will be built in two locations: Quad Cab and Ram Crew 1500 models will be built at the Warren (Mich.) Assembly Plant, and regular cab and Ram Crew 1500 models will be built at the St. Louis North Assembly Plan in Fenton, Mo.

Infiniti FX (2012)

Infiniti FX

It is the sports car among luxury crossovers, the most dynamic looking car in the class and inspired in all the right places - chiefly performance. As the best-selling model in Infiniti's European range, it is also the car that has introduced the luxury automotive brand from Japan to more people in Europe than any other. It is the Infiniti FX, the perfect fusion of sports car and SUV and the car that created a whole new product category. In just four years the FX has become not just the brand icon in Europe but also the standard-bearer for the driving pleasure, peace of mind and hospitality on which Infiniti is founded.

Now it is time for the Infiniti FX to look to the future - starting here with the 2012 range. An array of finely-judged enhancements combines with recent FX developments such as its five-star EuroNCAP crash test result and available extra features ¬- including power tailgate and award-winning Lane Departure Prevention - to make the most complete, polished and appealing FX yet.

The new FX is most changed at the front, inheriting the same face as the upcoming Infiniti FX Vettel Version, which itself picks up on design cues explored by Infiniti's highly influential 2009 concept car, Essence. The new grille and revised bumper profile, together with new foglights set in chrome surrounds, define a look that is more FX than ever, reinforcing the FX's position as the most athletic-looking large crossover on the road. Inside, there are small but important changes that similarly reinforce the essential FX DNA.

Sporting appeal is ramped up on GT and GT Premium derivatives with a new and distinctive, five double-spoke design of 20-inch wheel; S versions, with the availability of Rear Active Steering (RAS) among a long list of handling-oriented features, stay with their 21-inch wheels. More choice for Infiniti FX owners is offered with the latest exterior paint colour, Iridium Blue. It is Infiniti's newest Scratch Shield finish and available exclusively on the FX. Graphite Shadow is additionally available now on all FX models.
The Infiniti FX range for 2012 is made up of four grades. The GT is the complete luxury package and the S the more overtly sporting choice, while Premium versions of both the GT and the S major on technology with a wide-ranging suite of safety and convenience features as standard. All grades are available with either a 3.0-litre V6 diesel of 175kW (238PS) and impressive 550Nm of torque, or Infiniti's charismatic 3.7-litre petrol V6 offering 235kW (320PS). The current performance flagship, the FX50 with 287kW (390PS) 5.0-litre V8, is available in S Premium guise only. Every FX is equipped with Infiniti's intelligent torque-sensing all-wheel drive system as well as a 7-speed adaptive shift automatic transmission with solid magnesium gearshift paddles on the steering wheel.
The pinnacle of the FX range, the FX Vettel Version, is due to reach its first owners early in 2013. The most powerful, expensive and exclusive Infiniti ever sold in Europe, the FX Vettel Version is a collaboration between Red Bull Racing's World Champion driver and Infiniti global brand ambassador, Sebastian Vettel, and Infiniti's Chief Creative Officer, Shiro Nakamura. Just 200 of the 420PS V8 models will be available worldwide, with reservations now being taken.
To mark the launch of the 2012 Infiniti FX range, Infiniti is embarking on a new pan-European TV advertising campaign featuring Sebastian Vettel, a long-time FX owner who describes the car as the perfect fit for his lifestyle.
FX in Europe - the story so far
The all-new FX, latest generation of a model previously sold chiefly in the USA, made its European debut at the Geneva show in 2008, forming a key part of the brand's European launch later that year. Acclaimed for rewriting the large crossover design rulebook, it quickly became synonymous with everything the new luxury brand from Japan stands for, putting Infiniti's fresh thinking on performance, design and customer service firmly on the European map.
The Infiniti FX became a hit with buyers in all corners of the continent, establishing itself as the best-selling Infiniti. The FX established something else too: by selling mostly in top S Premium grade, it began a trend for high-spec models that has characterised all Infiniti sales in Europe since then. Today, eight out of 10 FXs in Europe are fitted with Intelligent Cruise Control and Around View Monitor while virtually all (98%) are equipped with the acclaimed Connectiviti+ navigation and entertainment system.
The FX37 and FX50 were joined in 2010 by an FX powered by an all-new 3.0-litre V6 diesel engine, precursor of a diesel-engined family of Infinitis for Europe. Just as much a high performance machine as any petrol-powered Infiniti, the FX30d's massive 550Nm of torque immediately put it in the front rank of diesel-engined crossovers.
Reflecting the brand's uniquely different take on the luxury car market, Infiniti owners are all individuals, successful free-thinkers who are neither hidebound by the past nor concepts of badge snobbery. They are young by class standards (average age is 48), invariably own a business and more than 90% of them have traded up from other premium brands, most commonly BMW (followed by Audi, Mercedes and Porsche). More than 70% of FX customers already owned an SUV. Owners place design as the number one FX strength, closely followed by standard equipment, technology, acceleration, quality and interior style. Infiniti FX owners love their cars, as shown by a 93% satisfaction rating - far higher than the average for the class.
The 2012 Infiniti FX goes on sale in Europe at a time when the FX's market performance is stronger than ever, with sales up 31% in 2011 over the previous year. Germany is the FX's largest market, the top six completed by the UK, Italy, Spain, France and Belgium. Pan-European engine mix of the 2012 FX range is expected to be 90% diesel, 4% V8 petrol and 6% V6 petrol.
Exterior design
Acknowledged by many to be in a design class of its own within the large crossover sector, the FX's sports car-inspired looks and proportions continue to stand out in a market populated by much boxier shapes. Buyers consistently cite design as their number one reason for choosing the FX, with almost a third more declaring it their first priority compared with the Porsche Cayenne. For 2012, and the first refresh of the car's appearance since the FX made its debut in Geneva in 2008, the model gets more of what makes it so sportily distinctive.
Body changes are confined to the front of the car. Infiniti's trademark double arch grille has been subtly reshaped at the sides, forming a powerful new line that connects the grille more clearly with the wings and bonnet. It is a more integrated look that reinforces the dynamism by tieing the whole front end together even more tautly. The expressive design was first explored on the Infiniti Essence of 2009 - what is still a highly influential concept for the company - and has since been adopted on other models in the Infiniti range, including 2013's FX Vettel Version.
As well as the new grille and reprofiled bumper section, there is a new look lower down at the front where the foglights are now set in teardrop-shaped chrome trims. Bold new paint finishes and a distinctive new design of lightweight 20-inch alloy wheel join with the new front treatment to present what is a freshly distinctive overall appearance for 2012. In the new and only-for-FX Iridium Blue paint, the FX's undoubted street presence is taken up a notch, particularly in GT and GT Premium form. Exclusive to these models is a new five double-spoke alloy wheel designed to represent the ultimate in Infiniti high performance. S and S Premium models stay with 21-inch wheels.
In other ways the 2012 FX stays faithful to its predecessor's athletic good looks, so expressive of the model's performance personality. Dominated by its long and flowing bonnet, muscular shoulder line and coupé-like window profile, its body eschews the traditional boxy and "on stilts" 4x4 look in favour of a far sleeker profile, albeit one that still delivers all the room and versatility that buyers expect of large crossovers.
The powerful stance is heightened by a long wheelbase and wide track, leaving only vestigial overhangs, particularly at the front where the engine sits low down and far back in Infiniti's FM "front-midship" chassis. It's an arrangement that brings dynamic as well as aesthetic advantages.
Interior design
Little needed to be done to refresh an interior whose ambience, quality and comfort perfectly sum up the Infiniti ethos with its reliance on organic shapes and natural materials. So little was done. The key changes inside the 2012 FX are a switch from red to white for the needles on the dials and clearer new white illumination for the trip computer panel - a perfect illustration of Infiniti's obsession with perfection in every detail.
The Infiniti FX's interior is just as successful as the exterior design at marrying the appeal of a sports car with the passenger comforts, and space, of a luxury sedan. The FX offers high-set seats and superb all-round visibility - aided on Premium versions by Around View Monitor. Even the biggest fans of the "command" driving position will approve. Everything for the driver has been designed with utmost clarity, precision and intuitive feel in a notably driver-centric way.
Attention to detail shows in the diagonally stitched leather upholstery and elegant analogue clock, while Infiniti insists on using as many natural materials as possible - witness not just the quilted leather and Maple Wood trim, but also the wool carpet and solid metal fittings such as the aluminium pedals and magnesium gear shift paddles. The richness of the materials allied to Infiniti's modern take on traditional Japanese craftsmanship results in a cabin with a warmth at odds with the colder, more technical appeal of German rivals.
FX seats lack for nothing. The GT driver's seat comes with 10-way power adjustment, including the all-important variable lumbar support to ensure long journeys pass ache-free. The S gets sports seats featuring 14-way electric adjustment; both thigh and backrest bolsters can be moved in or out to ensure ideal cornering support. Unlike some makes, the passenger is not left out: every FX comes with an 8-way power front passenger seat. Both front seats in all 2012 FX versions feature both heating and cooling systems. In the rear, the seat backrests recline for added passenger comfort on longer journeys.
While the Infiniti FX's long wheelbase ensures plenty of legroom for up to five people and a 410-litre boot, it also allows the flagship Infiniti to double up as an effective load carrier when required. The rear seat backrests, split one-third/two-thirds, fold down to extend the completely flat luggage deck when extra cargo space is needed.
A power tailgate, standard on all versions, enhances the FX's already impressive convenience. The height the tailgate opens to is programmable so there are no concerns when operating the door in restricted spaces. For maximum ease of use, the tailgate can be raised or lowered from a switch on the dashboard, from buttons both inside and outside the tailgate, or remotely from the I-Key.
All 2012 FXs come with quilted leather seat facings. Standard interior trim is Cello Flame Maple, with black lacquer and aluminium one of very few options.
Drivetrains: V9X - Infiniti's first diesel engine
The Infiniti FX's newest, lowest CO2 engine is also its torquiest, with more pull even than the 5.0-litre petrol V8. The resultant outstanding overtaking ability goes hand-in-hand in the 2012 FX30d with signature Infiniti refinement and fuel efficiency that offers the potential of an 1100km touring range thanks to an extra-urban fuel consumption of 7.8 l/100km.
Developed by the Alliance but very much a bespoke Infiniti powerplant, the V9X is a common-rail 3.0-litre V6 with piezo injection and 1800 bar fuel pressure. Its engine block is made of compacted graphite iron (CGI) to save weight -something at which the FX is already notably better than many rivals - while delivering the strength and refinement essential for an Infiniti. CGI is up to 75% stiffer than iron but, in the case of the FX30d's engine block, weighs 22% less. A 65 degree vee angle, with the turbo mounted within the vee, ensures maximum packaging efficiency.
Smooth and free revving, this high performance engine is virtually inaudible from inside at idle and under constant load, while what noise it emits under acceleration has been specially honed for maximum sporting appeal.
A variable nozzle turbocharger boosts power to a peak of 175kW (238PS) at 3750rpm, making it among the most powerful single-turbo diesel units available. The V6's torque output of 550Nm, which peaks at just 1750rpm, guarantees effortless acceleration when it is most needed.
Paired to the standard Adaptive Shift Control (ASC) 7-speed automatic transmission, performance is impressive: top speed is 212km/h and 0-100km/h takes just 8.3 seconds. The combined cycle fuel consumption figure is 9.0 l/100km and CO2 is 238g/km.
Drivetrains: 5.0-litre V8 - power with efficiency
Infiniti's flagship engine ensures the FX50 is one of the fastest and most rewarding crossovers on the road, with a breathtaking turn of speed and the muscular exhaust note to back it up. Featuring twin symmetrical air intakes, microfinished crankshaft, lightweight pistons, super-silent cam drive chains and VVEL valve timing - Infiniti's guarantee of high power but also maximum efficiency - the V8 is an engineering masterclass.
The engine delivers 287kW (390PS) at 6500rpm, with a red-line 300rpm higher - relatively high for a V8 thanks to VVEL. The V8's torque peaks at 500Nm at 4400rpm, a flat curve below that ensuring pulling power is never in short supply.
The FX50 S Premium delivers stunning acceleration with 0-100km/h coming up in just 5.8 seconds, while the efficiency benefits of the VVEL system are shown by its fuel consumption of 13.1 l/100km (combined cycle) and CO2 emissions of 307g/km.
Drivetrains: 3.7-litre V6 - legendary sporting appeal
The FX37 in both GT and S guises is powered by Infiniti's illustrious 3.7-litre V6. Regularly honoured in independent awards the world over, the twin-cam 24-valve engine produces 235kW (320PS) at 7000rpm with 360Nm of torque at 5200rpm. This all-alloy sporting engine endows the FX with performance to shame many a sports car: 0-100 km/h takes just 6.8 seconds while the top speed is 233km/h.
The FX37's fuel economy (combined cycle) is 12.1 l/100km while the CO2 figure is 282g/km. The balance between performance and economy is born of an engineered-in efficiency whose headline attribute is Variable Valve Event and Lift (VVEL) which also features on the V8. This patented technology continuously adjusts the valves, unleashing not just great power but doing so with higher torque and improved emissions over conventional variable valve engines.
Enthusiasts will also notice another engineered-in trait of this charismatic engine: a sporting V6 soundtrack to please the keenest drivers.
Whatever the engine, all FXs are equipped as standard with steering wheel-mounted gearshift paddles, crafted out of solid magnesium - an integral part of the FX's inherent sporting appeal.
Mechanical layout
Under the Infiniti FX's assertive exterior is an equally advanced body structure, based around Infiniti's FM platform. The "front midship" layout ensures sports car-like front-to-rear weight balance and a relatively low centre of gravity, exactly what is needed for stable cornering. Together with a highly rigid but weight-saving body - aluminium doors alone save 20kg over steel - the FX provides not just superb handling but also very low levels of noise, vibration and harshness.
The double wishbone front/multilink rear suspension delivers the ideal balance between comfort and handling precision. Handling is brought into sharper focus on S variants with Continuous Damping Control (CDC) shock absorbers and (on all except the FX37) Rear Active Steering (RAS).
Unlike conventional fixed damping-force shock absorbers, active CDC suspension of FX S variants continuously alters the damping to provide optimal ride and handling whatever the road surface. The system features a driver-selectable switch with two settings - Auto and Sport.
The more driver-oriented emphasis of S models is highlighted in the FX30d and FX50 by RAS. Unlike passive rear steering systems, this Infiniti technology features precise, electric motor-driven control to turn the rear wheels up to one degree, helping generate a nimble steering response at low speeds and enhance stability at high speeds. The FX's steering is vehicle-speed sensitive and honed to provide good feedback and linear responses.
All FXs are equipped with one of the foremost intelligently-controlled all-wheel drive systems in production, Advanced Total Traction Engineering System for All Electronic Torque Split (ATTESA E-TS). An active torque management system controls a centre clutch to distribute torque front to rear according to traction requirements. The power is constantly being adjusted, from 100% to the rear to up to 50% to the front, so that grip is maximized on slippery surfaces. It's a system that comes into its own when driving on snow, mud or sand.
Crucially, this all-wheel drive safety doesn't compromise handling feel on dry roads. Unlike permanent 4x4 systems, which can deaden the steering and dull the driving dynamics, the FX's electromagnetic torque transfer system delivers a rear-wheel drive handling feel, even allowing for an element of oversteer.
Secure braking performance is provided by ventilated disc brakes front and rear, with 4-piston opposed front/2-piston opposed rear callipers. Intelligent Brake Assist (IBA) and Electronic Brake force Distribution (EBD) are standard.
Safety
The 2012 range of Infiniti FX crossovers has been designed to perform at the highest levels of both passive and active safety. EuroNCAP agrees: the independent safety authority has awarded the FX five stars for crash safety as well as scoring it a remarkable 99% in "safety assist" - a reflection of both the FX's highly advanced safety technologies and the fact that the majority of Infinitis sold feature them as standard equipment.
In addition in 2011 the FX was honoured with a rarely-given EuroNCAP Advanced Award in recognition of Lane Departure Prevention (LDP). When introduced in the FX in 2010, LDP represented a first in Europe. Standard on all FX Premium versions, the innovative technology "demonstrates a scientifically proven safety benefit for consumers and society," according to EuroNCAP.
Unlike simpler lane departure warning systems, LDP backs up its audible and visual alerts of an unintended lane departure with a dynamic intervention which helps steer the vehicle back into the correct lane. LDP only operates at speeds higher than 72km/h. The system needs to be activated by the driver each time the engine is started via a switch on the steering wheel, although the warning function of the system is automatically on.
Designed to reduce accidents caused by inattentive driving or drowsiness, LDP represents considerable extra peace of mind for FX drivers. Infiniti predicts that around 5000 deaths a year in Europe could be prevented if LDP were fitted to every vehicle.
LDP is part of an array of technology that collectively makes up Infiniti's Safety Shield, an invisible bubble of protection all around the vehicle. Safety Shield integrates different systems in order to manage all accident phases, from risk identification and avoidance to post-crash. Infiniti engineers believe a safe car is not just one that performs well in crash tests, but also one that helps the driver avoid the accident in the first place. Safety Shield is a key factor in Infiniti's aim to halve the number of fatal and serious accidents involving Infiniti vehicles by 2015.
Adaptive Front Lighting (standard on all): Bi-Xenon headlights turn into corners (by up to 17 degrees) with the steering wheel to help the driver see around bends at night. The lighting pattern and aim are controlled automatically.
Around View Monitor (standard on GT Premium and S Premium models): Ensuring complete peace of mind when manoeuvring in tight spots, Around View Monitor relies on wide-angle cameras on the car's front, back and sides to provide a 360-degree bird's eye view of any obstacles - or children - around the vehicle. GT and S models come as standard with a rear-view camera and parking sensors.
Intelligent Brake Assist (standard on GT Premium and S Premium models)
Mitigates damage in nose-to-tail crashes. If IBA detects that a collision with a car in front is imminent, it first warns the driver and then applies the brakes if the driver fails to respond.
Intelligent Cruise Control with Low Speed Following (standard on GT Premium and S Premium models): ICC ensures you are never dangerously close to the vehicle in front when the cruise control is operating. This system uses laser sensors to maintain a set distance to the vehicle ahead, autonomously slowing or accelerating the FX as required. The Low Speed Following function automatically adapts the ICC to provide the same level of protection in slow-moving driving situations such as congested city traffic.
Forward Collision Warning (standard on GT Premium and S Premium models):
FCW warns the driver when there is the risk of a collision ahead.
Tyre Pressure Monitoring (standard on all): Provides total confidence in the condition of the tyres. Transmitters inside each wheel send the air pressures of all four tyres to a dashboard display where the driver can see in an instant if there is a problem. A warning lamp automatically comes on if any one tyre falls below 75% of normal pressure.
Vehicle Dynamic Control with Traction Control (standard on all): Helps prevent skids and improve traction. Infiniti's stability control incorporates electronic safeguards against wheelspin and understeer/oversteer situations on slippery roads. The system automatically adjusts brake pressure and engine torque, helping the driver keep the vehicle on its intended path.

Mercedes-Benz C63 AMG (2008)

Mercedes C63 AMG

In the German Touring Car Championships (DTM) the new AMG C-Class ensures exciting motor racing at the highest level, and now its roadgoing sister model is celebrating its debut: the new Mercedes-Benz C63 AMG. Its AMG 6.3-litre V8 engine develops a peak output of 336 kW/457 hp and a maximum torque of 600 newton metres - unrivalled figures in this segment. Accordingly the C63 AMG accelerates from zero to 100 km/h in 4.5 seconds, while its top speed is electronically limited to 250 km/h. In conjunction with an all-new front axle, speed-sensitive AMG sports steering and the new, 3-stage ESP, the AMG sports suspension ensures both outstanding driving enjoyment and exemplary handling dynamics. A combination of expressive design, a decidedly sporty interior and a high level of everyday practicality makes the Mercedes-Benz C63 AMG a unique high-performance car. The market launch will commence in early 2008.

With the new C63 AMG, Mercedes-AMG GmbH is making a confident statement to mark the 40th birthday of the company. The new V8 flagship model is now the fifth generation of the AMG C-Class, whose family tree goes back to the C 36 AMG of 1993 - the very first vehicle developed as a cooperative venture between Daimler-Benz and AMG.

Merely the appearance of the Mercedes-Benz C63 AMG is impressive enough, with its wide, road-hugging stance. The new bonnet with its prominent power domes conceals the independently developed AMG 6.3-litre V8 engine, which develops a fulminating 336 kW/457 hp at 6800 rpm from a displacement of 6208 cubic centimetres. In this respect the C63 AMG comes very close to the 470 or so horsepower delivered by the AMG C-Class racing touring car in the DTM series. This high output also benefits the power-to-weight ratio, which is a very favourable 3.6 kg/hp.

The torque developed by the AMG 6.3-litre V8 engine need fear no comparison either. The maximum of 600 newton metres at 5000 rpm is unrivalled in this class, and the torque curve is equally impressive: from 2000 to 6250 rpm the driver always has more than 500 newton metres on tap - ideal for powerful acceleration in any engine speed range.
V8 with thoroughbred racing technology and a designer exhaust note
Introduced in 2005, the V8 engine is installed in numerous AMG high-performance cars and excels with its thoroughbred motor sports technology.
Perfect cylinder charging is guaranteed by the vertical arrangement of the intake and exhaust ducts, as well as the magnesium variable intake manifold with two integral throttle flaps. Other high-tech features include variable camshaft adjustment, four-valve technology with bucket-type tappets, a particularly rigid aluminium crankcase of closed-deck design and the low-friction TWAS coating on the cylinder contact surfaces.
Among the particular strengths of the AMG V8 engine are outstanding responsiveness and enormous pulling power - by virtue of its large displacement, it develops over 30 percent more torque than comparable engines in this performance class. Electronically controlled fuel delivery is another reason for the outstanding agility and responsiveness to movements of the accelerator. With its sporty AMG sound, which was designed-in during a series of sophisticated trials, this eight-cylinder powerpack from Affalterbach offers the unique excitement of a fast-revving, naturally aspirated engine - an audible and immediate experience whether at low, medium or high engine speeds.
In the interests of optimal reliability, the Mercedes-Benz C63 AMG has a particularly efficient water cooling system and large engine and transmission oil coolers. Located behind the large apertures in the AMG front apron, these coolers ensure non-critical operating temperatures at all times - even under the extreme stress of the racetrack.
Like all AMG high-performance engines, the AMG 6.3-litre V8 is built in the AMG engine shop on the traditional "one man, one engine" principle. This means that one technician is responsible for hand-assembling a complete V8 engine to the highest quality standards - which is attested to by his signature on the AMG engine plate.
AMG SPEEDSHIFT PLUS 7G-TRONIC with blipping function
This high-performance eight-cylinder engine has the perfect partner in the form of the AMG SPEEDSHIFT PLUS 7G-TRONIC transmission. Equipped with AMG steering wheel shift paddles and three driving modes, the seven-speed automatic transmission allows a decidedly sporty or more comfort-oriented style of driving according to the driver's preference. The different modes - "S" (Sport), " C" (Comfort) and "M" (Manual) differ in their shift characteristics and speed: gearshifts in "S" mode are around 30 percent faster than in "C", and no less than around 50 percent faster in "M" mode. Pressing a button is sufficient to activate the desired driving programme.
The new Mercedes-Benz C63 AMG is the very first AMG car to feature an automatic throttle-blipping function during downshifts. This not only enhances the driver's emotional experience - the almost completely jolt-free downshifting process also reduces the load-change responses and has a particularly positive effect when braking before bends on the racetrack.
Redesigned front axle with 35-millimetre wider track
The Mercedes-Benz C63 AMG owes its outstanding handling dynamics to the AMG sports suspension and an all-new three-link front axle design. The stiff configuration of the springs and gas-pressure shock absorbers ensures optimal road contact and low body movements when negotiating serpentine bends at speed. The new front axle has a 35-millimetre wider track - visible by the more widely flared wheel arches - and therefore ensures lower dynamic wheel loads when cornering. A number of features make for substantially more stability and precision in all driving situations: the redesigned wheel location at the front axle is 100 percent more rigid, leading to a considerable improvement in steering precision. Another benefit makes itself felt when braking, as the new wheel location ensures an immediate response even under high dynamic stresses.
In combination with completely newly configured elasto-kinematics, the new wheel location provides greatly improved lateral dynamics and allows the driver of the Mercedes-Benz C63 AMG to benefit from significantly higher cornering speeds. A larger torsion bar stabiliser, new head bearings and dampers with rebound buffer springs further enhance this stability and precision. Steering feedback is also improved by the new kinematics. The speed-sensitive AMG sports steering has a ratio of 13.5:1, but feels more direct as a result of moving what is termed the instant centre of motion at the front axle. A more rigid Hardy disc in the steering column, as well as modified steering characteristics, make a further contribution to increased precision.
The multi-link independent rear suspension has also been thoroughly re-engineered, with a twelve-millimetre wider track and more camber leading to improved cornering performance. Reinforced drive shafts and drive joints increase fatigue strength and round off the improvements to the rear suspension of the C63 AMG.
The completely newly developed AMG sports suspension combines outstanding handling dynamics with the long-distance comfort to be expected of a Mercedes - which also means that the Mercedes-Benz C63 AMG has the characteristic virtues of a genuine AMG.
18-inch AMG light-alloy wheels, 19-inch wheel/tyre combination on request
The C63 AMG is appropriately fitted with new, 18-inch AMG light-alloy wheels in a five-spoke design. Painted in titanium grey, these high-sheen wheels in size 8.0 x 18 and 8.5 x 18 are shod with wide-base tyres in size 235/40 R 18 (front) and 255/35 R 18 (rear). Even more dynamic handling is made possible by the optionally available 19-inch AMG light-alloy wheels in a multi-spoke design. The front wheels are in size 8.0 x 19 with 235/35 tyres, with 9.0 x 19 wheels and 255/30 R 19 tyres at the rear.
Generously dimensioned AMG high-performance braking system
Internally ventilated and perforated disc brakes all-round reside behind the spokes of the AMG wheels. The front brakes have size 360 x 36-millimetre discs with six-piston fixed callipers, while deceleration at the rear is by 330 x 26-millimetre discs with four-piston fixed callipers. The AMG high-performance braking system is characterised by great sensitivity and high fade-resistance.
More distinctive exterior design than ever before
It is not only in technological but also in visual terms that the new Mercedes-Benz C63 AMG is more distinctively different from the standard C-Class than ever before. The front end is dominated by the new bonnet with its two pronounced power domes, as well as the trademark AMG radiator grille with a central star and two louvres with chrome inserts. The honeycomb pattern of the grille is also reflected in the large air dams of the new, athletically contoured front apron which forms part of the AMG-specific bodystyling. The fog lamps with chrome surrounds are spaced well apart, acting together with the flared front wheel arches to accentuate the width of the car - with the striking transition from the front apron to the wings leaving a particularly strong impression. The side air vents in the front apron serve to expel the hot air from the oil coolers. If the Mercedes-Benz C63 AMG is specified with the optional bi-xenon headlamps or the Intelligent Light System, the headlamps are also dark-tinted.
Eye-catching features when viewed from the side include the 18-inch AMG light-alloy wheels, the harmoniously integrated "6.3 AMG" lettering on the front wing and the AMG side skirts. At the rear the standard LED rear lights, the AMG rear apron with its black diffuser insert and three pronounced diffuser fins, as well as the AMG sports exhaust system with two chrome twin tailpipes, provide further visual highlights that are hallmarks of the brand. The AMG spoiler lip on the boot lid reduces lift and ensures greater handling stability at high speeds.
AMG interior with new sports seats and performance steering wheel
This decidedly sporty theme is continued in the interior of the Mercedes-Benz C63 AMG, which now has special AMG sports seats with integral head restraints for the first time. The seats not only feature a new design with cross-piping and AMG lettering, but also an adaptive backrest with adjustments for the side bolsters and lumbar support. The standard upholstery in ARTICO man-made leather/AMG fabric is available in a choice of black or reef grey - or as an option the interior can be further enhanced with particularly high-grade leather in black, reef grey or black/sahara beige. Perfect handling control is assured with the new AMG performance steering wheel in a three-spoke design, which has a rim diameter of 365 millimetres and a flattened lower section. The upper section is covered in perforated leather, and two silver AMG shift paddles enable the gears to be shifted manually.

Bentley Continental Flying Spur (2005)

Bentley Continental Flying Spur

The Bentley Continental Flying Spur made its international debut at the 2005 Geneva Salon and began its global roll-out from April 2005. Sharing heart and soul with its highly successful stablemate, the Continental GT, the Continental Flying Spur is a four-door Grand Tourer born of a coupé.

The Bentley Continental Flying Spur is the fastest four-door in the company's history, and the fastest in the world, with a top speed of 195mph. It marries the excitement, power, refinement and craftsmanship of the Continental GT with enhanced luxury and space to provide a supreme combination of performance, style and comfort.

The launch of the Bentley Continental Flying Spur is a further step forward in the revitalisation of Bentley, which began in 1998 with significant investment in Crewe, the company's design, engineering and manufacturing headquarters.

The Bentley Continental Flying Spur was created at the state-of-the-art Crewe factory, where a 550-strong team of engineers has worked alongside Bentley's renowned designers, craftsmen and craftswomen. Access to parent company Volkswagen's worldwide engineering test facilities has also been of prime importance to the development of the car and the Continental Flying Spur has benefitted from the use of the group's advanced windtunnels, proving grounds and prototyping facilities.

"The Continental Flying Spur is a brilliant example of how to match world-beating technologies with renowned craftsmanship," says Bentley chairman Dr Franz-Josef Paefgen. "It is a performance car but not at the cost of comfort and as such represents a unique proposition - a sumptuous and spacious four-door Grand Tourer with the heart and soul of a high-performance coupé."

Design
If one phrase could sum up the brief for the Bentley Continental Flying Spur concept it would be: 'no compromise'. That clear but challenging ambition meant the Continental Flying Spur would need to offer the highest levels of elegance and comfort while still delivering performance and driving dynamics normally only found in sports cars.
In short it would be a sporting Grand Tourer with substantial rear legroom for passengers, a stunning interior and breathtaking cabin materials; a car capable of travelling great distances with ease while delivering immense driving pleasure - in other words, a consummate Bentley.
Design director Dirk van Braeckel created the car's bold and contemporary look at exactly the same time as its sister car, the Continental GT, thereby ensuring a consistency of image and appearance between the coupé and the equally potent four-door version.
"By designing both cars together, we could ensure that the Bentley Continental Flying Spur is unmistakeably related to the Continental GT," says van Braeckel. "They share presence and authority in equal measure. That means the Bentley Continental Flying Spur has a noticeably short front overhang like the GT and a broad, dominant bonnet and radiator grille. It is unmistakeably a Bentley."
Where the Continental GT coupé drew inspiration from the iconic 1952 Bentley R-Type Continental, the roots of the new four-door can be seen in the equally desirable and admired 1957 four-door Continental Flying Spur; the car from which the new model takes its name.
Clean, contemporary lines stand out on every surface of the new Bentley Continental Flying Spur, an effect that was a primary aim of Dirk van Braeckel and his design team, who were keen to ensure that the car was evocative, timeless and unostentatious. This design theme is key to the future direction of all Bentleys, one in which the past will serve as inspiration but won't dominate the end product. The Bentley Continental Flying Spur's look is intended to offer owners both individuality and understatement.
"One of the virtues of the Bentley brand has always been understatement," says van Braeckel. "Even in the early days, many people preferred Bentleys to other more ostentatious cars."
Where design cues have been evolved from past Bentleys, they are interpreted in a manner that befits a modern four-door Grand Tourer. Central to the Bentley Continental Flying Spur's appearance is the rounded C-pillar behind the rear doors - a motif found on many early Bentleys. This 'hockey stick' curve adds tension and sportiness to the car's profile.
The extra length of the Bentley Continental Flying Spur compared to the coupé emphasises the waistline of the car, creating the impression of a deep, solid body that offers seclusion and privacy to its occupants. The elongated profile also benefits the car's aerodynamic properties, critical when a top speed of 195mph is attainable. The body of the Bentley Continental Flying Spur is also immensely stiff (46Hz resonance frequency) for both strength and durability.
"We have paid very close attention to the air flow over the car," says Bentley's head of exterior design, Raul Pires. "The rear bumper is specifically shaped to funnel air out cleanly from the underbody diffuser and the small aerofoil lip on the trailing edge of the bootlid provides downforce and stability at high speed. The four-door has an even better drag coefficient than the Continental GT - 0.31Cd compared to the coupé's 0.32Cd."
Design process technology
Like the Continental GT coupé, the Continental Flying Spur was first designed in the computer virtual world. With all its components existing in the virtual world before a single one was created as a physical property, it was possible to see how each part interacts with all the others, highlighting problems and conflicts that might not otherwise have come to light. This process cut down development time and enabled Bentley's engineers to design in quality and consistency at a component level.
Bentley also used advanced modelling techniques at the early pre-production stages to ensure that both the exterior and interior of the car were designed to astonishing levels of accuracy. Using a technique known as Data Control Modelling, precision-machined full-scale models of the inside and outside of the car were built using composite materials that are milled to within an accuracy of 0.1mm. The result is a perfect facsimile of the new car that can be used to construct extremely accurate tools for the production stage.
Interior design
The Bentley Continental Flying Spur's interior proportions provide luxurious legroom for all passengers and an impressive canvas on which Bentley's interior design team could set to work. Throughout the interior, leather hides or wood veneers on every surface combine to give a welcoming and contemporary environment for the driver and passengers alike.
Inspiration for key elements of the Continental Flying Spur's interior came from earlier Bentleys. A deep, generous wooden waistrail runs the length of the cabin, producing a feeling of cossetting protection and opulence. Deep waistrails are very much part of Bentley tradition stemming back to the 8-litre Bentleys of the 1930s. "The use of so much prominent wood is a really distinguishing factor for any Bentley," says Henrik Nordin, interior designer. "We have managed to build this into the Bentley Continental Flying Spur but without making it feel dated or retro. Instead it feels elegant, sumptuous and subtly sporting, which is exactly the sort of statement this car should make."
Craftsmanship
Naturally, wood veneers and leather hides remain an integral part of the Bentley furniture, but they have been tailored to suit the Bentley Continental Flying Spur, proving that these most traditional materials can still convey a contemporary feel. Though craftsmanship remains as important as ever, these enduring skills have been complemented by some 21st century technology allowing, for instance, wood veneer to be dramatically curved in a way that would simply not have been possible in the past. And while the hide is still applied to the car with as much loving care as ever, it is cut using a digitised process that ensures minimal levels of wastage and optimum quality levels.
Throughout the car small but ingenious design touches highlight the difference between a Bentley and a conventional luxury saloon. The front seat headrests, for example, have been kept as small as possible to allow passengers in the rear an unobstructed view out. Even the areas behind the interior door levers and grab handles are protected by a stylish metal plate that prevents rings on fingers damaging the precious leather lining.
Interior features and technology
Bentley Continental Flying Spur owners will want for nothing inside their car, whether behind the wheel or enjoying the ride as a passenger. The car is equipped with the latest advanced cabin technology from its power-latching doors and 16-way electrically powered front seats (that are also air-cooled and heated) with new electro-mechanical lumbar control, to its four-zone climate control, LED mood lighting and advanced infotainment system.
Whether specified as a four-seat model with a centre console between two electrically powered rear seats or the five-seat cabin with full-width rear seat, passengers will experience an environment that simply cannot be found in any other car. The four-seat option cradles its rear occupants in large, sculpted seats that are electrically adjustable for optimum comfort. These seats are divided by a centre console which is trimmed in premium leather hide and wood veneer and contains the seat and climate control systems as well as a beautifully designed ashtray alongside a cupholder and storage space. Passengers in the rear can also operate the chair of the front-seat passenger, thereby ensuring maximum legroom and comfort should the front be unoccupied.
Interior key features:

• Five-seat configuration as standard with full-width rear seat.
• Optional four-seater configuration with two individual rear seats and centre console with stowage, rear climate control functions and seat switches.
• Innovative multi-function storage area in centre console of four-seater model, containing unique removable designer ashtray.
• 16-way electrically adjustable front seats incorporating climate control, three-position memory (seats, steering column, exterior mirrors) and electric lumbar control with massage facility.
• Rear outer seat positions on five-seat model incorporate climate control, heating and electro-mechanical lumbar adjustment.
• Rear centre armrest with lockable ski hatch.
• Multi-zone electronic climate control system.
• Comprehensive infotainment system includes:
  • Satellite navigation system with route guidance
  • Optional television tuner (except for US market)
  • Premium 12-channel audio system
  • Climate control operation
  • Computerised suspension control operation (damper and ride height settings).
• 6-CD auto changer in glove compartment.
• Nokia 'docking station' system for in-car phone (except for Japanese market).
• Bluetooth hands-free privacy handset in centre arm rest as a no-cost option (except for Japanese market).
• Keyless entry and keyless ignition system (US market - keyless entry only).
• Console-mounted starter button.
• Electronic park brake with move-off assist (except for US market).
• Column-mounted gearshift paddles.
• Stainless steel-faced foot pedals and driver's foot rest.
• Optional glass electric tilt-slide sunroof (non-cost option for US market).
• Comprehensive anti-theft and immobiliser systems.

Exterior features and technology
The Bentley Continental Flying Spur combines the finest Bentley traditions and craftsmanship with highly advanced automotive technology. Wherever modern solutions have been introduced on the car, however, these are never to the detriment of driving enjoyment or passenger comfort. At Bentley we don't believe in overloading our cars, or our customers, with technology that they don't need or may never use. On the Bentley Continental Flying Spur every feature content or safety system must make a case for itself before being added. The result is a car that contains a host of practical and desirable features that complement rather than overshadow the unique character of the Continental Flying Spur. What's more, the full features list is almost entirely standard, meaning customers won't be forced to trawl through an exhausting options list at additional cost. Whether you opt for the four or five-seat version, the Continental Flying Spur's full range of technology and feature content will be available to all.
Exterior key features:

• Twin bi-Xenon headlamps with integrated washer jets to front.
• Unique LED bulbless lamps to rear.
• Rear spoiler styled into bootlid operates in conjunction with underbody diffuser to provide enhanced high-speed stability, contributing to a low drag coefficient of 0.31Cd.
• 19-inch multi-spoke single piece sports alloy wheels as standard. (19 and 20-inch split-rim sports alloy wheels available as an option.)
• Traditional Bentley twin oval stainless steel exhaust finishers.
• Choice of 16 exterior paint colours.
• Full infra-red laminated glazing to all windows (dependent on market).
• Rain-sensing windscreen wiper system.
• Power-latching to all doors.

Chassis & Engineering
Bentley occupies a unique position in the marketplace. Whereas other manufacturers offer either hard-edged sports saloons or rear-passenger orientated limousines, Bentley effortlessly straddles the gap between these two extremes, building grand touring masterpieces that offer refinement and performance in equal measure. The Bentley Continental Flying Spur is no different, as member of the board, engineering, Dr Ulrich Eichhorn explains:
"All Bentleys must be able to pamper and perform when called upon. In the Bentley Continental Flying Spur you can be cruising along enjoying the highest comfort and luxury with superb ride quality. Then all you need to do is press the accelerator and the car is transformed. That is the character of the Continental GT coupé and one of our engineering challenges was to keep the family characteristics that people admire so much."
To ensure that the entire Bentley Continental range shared those qualities it was essential that both models had the right building blocks. The basis of the cars is an exceptionally stiff steel chassis and by extending the wheelbase of the Bentley Continental Flying Spur by 300mm (12 inches) the design team ensured the car had the spacious rear legroom that was a key objective.
The body of the new Bentley Continental Flying Spur is immensely stiff (46Hz resonance frequency) and this provides an extremely stable platform for the suspension and steering components for optimum on-road performance.
An increase in wheelbase helps the refinement and ride quality of any car, but that didn't stop the engineers carrying out a complete chassis retune. The Continental Flying Spur shares the same basic suspension system as its coupé equivalent - a four-link arrangement at the front and a trapezoidal multi-link rear axle with computer-controlled air springs and fully variable, electronically controlled shock absorbers in place of conventional coils. To optimise refinement and ride quality for the longer four-door model, however, significant changes have been introduced:

• Redesigned electronic dampers within the air spring units ensure a suitable blend of sportiness and refinement.
• New suspension bushes and reconfigured software are also introduced to complement the revised dampers.
• A new aluminium subframe at the rear provides a light, stiff and strong platform for the multi-link rear suspension.
• New aluminium uprights at the front lower the unsprung weight of the car and consequently improve all-round steering feel and rolling comfort.

One of the immense benefits of computer-controlled suspension is the ability to maintain a static ride height regardless of the load the car is carrying, as Keith Sharp, manager, chassis, suspension and vehicle dynamics, explains:
"By adjusting the suspension to control the car's height we can constantly ensure the optimum level of ride refinement. The other major advantage is that we can use the air suspension to change the attitude of the car at higher speeds to improve stability. We have programmed the Bentley Continental Flying Spur's suspension to lower the nose by 10mm and the rear end by 25mm at speeds over 155mph (250km/h). This reduces rear end lift at high velocities and means our car feels very stable, rather than nervous, as your speed increases."
Thanks to a continuous all-wheel drive system, the Continental Flying Spur is blessed with astonishing traction and poise whatever the weather. In standard conditions the drive is transferred equally between the front and rear axles via a highly sensitive centre Torsen differential. If, however, the differential detects a deviation in torque demand between the two axles it automatically sends more power to the wheels indicating greater grip.
As well as its advanced all-wheel drive system, the Bentley Continental Flying Spur incorporates traction control and an Electronic Stability Programme (ESP), both of which can be disabled at the discretion of the driver. These driver aids operate discreetly, offering additional security and governance over the car's dynamic potential but without being intrusive, thereby ensuring the unique Bentley driving experience remains undisturbed.
The advanced technologies used in the Continental Flying Spur's suspension were rigorously tested on proving grounds, test tracks and roads across the world. The result is a car whose breadth and capability, in any weather, on any road surface, is simply awesome. Over the course of its development the car was subjected to a drive programme that saw it complete nearly a million miles.
"When it came to prototype driving and development we utilised the finest facilities all around the world," says Dr Ulrich Eichhorn, member of the board, engineering. "The car was extensively tested at internationally recognised venues such as the Nürburgring, Nardo and the Grossglockner mountain pass. We also adopted some new development processes that married tried and tested practices with Bentley specifics. The result is a car that has been developed to the highest possible standards."
Evidence of this thorough testing process is seen in the Bentley Continental Flying Spur's revised steering. To ensure that the car handles in a way that is suitable for a luxury saloon as well as a high-performance grand tourer, a new steering rack was engineered. To improve driver feel friction was reduced in the steering column, rack and suspension ball joints. The system's responsiveness was also adapted to suit a four-door grand tourer, with a slightly lighter weighting around the centre for more relaxed driving at high speeds and a more linear increase in loading as it begins to corner. The new rack also means the Bentley Continental Flying Spur has a highly competitive 11.8-metre turning circle kerb-to-kerb - an impressive figure for a car with such generous accommodation.
Wheel and tyre choice is a vital part of the handling and dynamic characteristics of the Continental Flying Spur. The car will come with single-piece 19-inch alloy wheels as standard and will run on bespoke 275/40 R19 tyres produced by Pirelli and Michelin.
A final visual aid to help create that unmistakeable sporting presence is an optional 20-inch two-piece alloy sports wheel. This seven-spoke rim has a combination of chrome and silk finishes and retains the distinctive 'Bentley Motors' hub. The new two-piece sports wheel also wears a brand new tyre created exclusively for the larger rim and recently introduced as part of the Continental GT's optional Mulliner Driving Specification. Designed on behalf of Bentley by Yokohama, the Advan Sport 275/35 R20 tyre provides significant benefits for drivers looking for even sportier handling and improved steering feel and response.
The culmination of an intensive development programme carried out by both Bentley and Yokohama engineers, the new tyre has a lower sidewall that provides sharper turn-in feel and precision. The Yokohama Advan Sport manages to deliver increased performance without noticeable reduction in overall ride quality, meaning drivers will continue to enjoy the unparalleled luxury of the Bentley Continental Flying Spur and now benefit from its increased sporting characteristics.
Braking is provided by huge ventilated disc brakes - the largest of any production passenger car on sale today. The front discs are 405mm in diameter and 36mm wide, and the rear discs 335mm in diameter and 22mm wide. These are retarded by aluminium single-sided callipers branded with cast aluminium 'Bentley' logos.
The braking system features a Bosch anti-lock system with Brake Assist and electronic pressure distribution. The Continental Flying Spur also has a unique electronic parking brake - after the driver has applied the brake it will automatically re-apply one and five minutes later. This prevents accidental slippage should the brake discs cool after use. The parking brake system can also be operated as an emergency brake. In this instance braking is applied to all four wheels and the car's electronic safety systems remain fully operational allowing the driver to steer as normal.
The Bentley Continental Flying Spur also offers enhanced occupant safety with the use of a tyre-pressure monitoring system that constantly measures the tyre pressures in all four wheels and instantly warns the driver should a significant reduction occur.
Powertrain
The heart of the Bentley Continental Flying Spur is its magnificent 6.0-litre, twin-turbocharged 12-cylinder engine which will propel the car to 60mph in 4.9 seconds and on to a top speed of 195mph. This awe-inspiring piece of engineering was created for both the coupé and four-door versions of the Continental and delivers phenomenal power (552bhp/411kW) as well as that legendary wave of torque (479lb ft/650Nm) from low revs that is the hallmark of every Bentley.
"When the decision was taken to produce the Continental family, we knew we would need an engine that was incredibly compact and well packaged to incorporate both its styling requirements and complex powertrain," reveals Dr Ulrich Eichhorn, member of the board, engineering. "From the outset the W12 concept was created with all the group's top products in mind. That is why we had significant input into the basic architecture of the engine. This basis was then developed extensively by Bentley to meet our exacting requirements - high torque at low revs and effortless acceleration."
Brian Gush, chassis, powertrain and motorsport director, explains the unique development process:
"The engine block is made from a hypereutectic aluminium alloy with silicon concentrates that reduce friction in the cylinder bores. Aluminium pistons were also specially developed to cope with the increase forces created by the turbochargers, which were themselves created exclusively for this Bentley engine."
The 12-cylinder block has a 48-valve head with four camshafts that operate using continually variable valve-timing. Power is transmitted via a seven-bearing crankshaft to the car's six-speed automatic transmission. To ensure that the large powerplant met stringent Euro IV and US LEV emissions regulations the twin turbochargers were designed with a unique bypass valve that automatically sends exhaust gases to heat the catalytic convertors when the car is started from cold. This valve then operates as the turbocharger wastegate at all other times.
The Borg-Warner turbochargers are also the ideal solution for producing the flat torque curve that is a key characteristic of every Bentley engine, ensuring that the driver has instantly available performance without a hint of turbo lag or having to shift down through the gears. That mighty torque curve is constant, with no drop-off from its maximum output of 479lb ft (650Nm) at just 1600rpm.
Packaging all those systems was a remarkable challenge in itself. The astonishing compactness of the engine - it is just 653mm long - was a critical target and with such immense amounts of torque it was equally imperative to have impressive traction in any conditions. What was called for was an all-wheel drive system that could cope with the Continental Flying Spur's performance capability and consequently as short an engine as possible to allow room for the extra componentry.
"The internal packaging of the engine is amazing," says Francis Ellison, module leader, powertrain. "And that helped when it came to designing all the other elements of the car's powertrain assembly. Because of the performance requirements, we wanted the centre of gravity to remain as low as possible and this meant we couldn't have the front differential under the engine. Instead we placed it between the engine and the gearbox. You can only do that if you have a very compact engine to begin with, otherwise you would have a car with a very long nose."
With ideal positioning of the main parts of the powertrain, the Bentley Continental Flying Spur has a 56:44 weight distribution over the front and rear axles. Unlike rear-wheel drive cars with large amounts of power, which are forced to put more weight over the rear wheels to improve traction, the Bentley's all-wheel drive system means the weight balance can be biased towards the front, thereby improving both the agility and handling of the car.
"Because we have a close to ideal distribution of weight, the Bentley Continental Flying Spur has excellent initial grip and turn-in when you start cornering," says Dr Ulrich Eichhorn. "You also get very good high-speed stability and it is much easier to tune an inherently stable chassis like ours to be agile than to make a nervous one stable."
Work was not just carried out on the performance capabilities of the engine but also its acoustic properties. The Continental Flying Spur has a re-engineered exhaust system that provides greater refinement for a car that has a broader role than the coupé.
"We have added a cross-tube in the centre of the exhaust system and we have also optimised the exhaust valve system to get the right acoustic pattern," explains Cameron Paterson, head of engineering for the Bentley Continental Flying Spur. "The exhaust note in the Continental GT coupé was deliberately quite noticeable - it is a sports car after all. For the Continental Flying Spur we wanted to ensure more refinement when you are driving in a leisurely fashion but still create that unmistakeable Bentley sound when you are pressing on. With this new exhaust system we can achieve that by closing off one tailpipe at differing engine load levels."
The Bentley Continental Flying Spur's prodigious power is channelled through a six-speed automatic transmission built for Bentley by ZF. This is the same gearbox as used in the coupé but it has been recalibrated. The principle behind the reworked transmission is to give a more relaxed driving style but to retain the car's full performance when called upon. At most times the transmission will rely on the enormous torque produced by the engine to do more of the propulsion, thereby avoiding unnecessary downshifting and allowing the driver to enjoy the tremendous pulling power of the engine as well as giving a smoother driving experience.
However, the driver will always be just a push of the accelerator away from instantaneous response and the car's full potential. The ability of the gearbox to lock its torque converter during normal driving conditions replicates the immediacy of a manual transmission but without sacrificing any of the smoothness of an automatic gearbox.
The six-speed transmission can be left in full automatic mode or changed to a Tiptronic function that allows it to be used as a clutchless manual where gear changes take place only on the command of the driver, via either the gearlever or paddles mounted behind the steering wheel. Naturally the transmission constantly monitors the engine speeds and selected ratios to ensure that it is not possible to over-rev the engine when changing down in tiptronic mode or stall the car by slowing too much in a high gear.
These subtle but essential points sum up the character of this remarkable car. From a sound basic concept was devised a four-door grand tourer that delivers on every front. "Our job was to ensure that the car was exceptionally sporting and stable yet still refined and luxurious," says Dr Ulrich Eichhorn. "I always tell my teams that it is the concept that defines the potential but the detailed execution determines the result."
Safety
The increase in wheelbase over the Continental GT coupé means the Continental Flying Spur will react differently to the physical forces created in the event of an accident. The change in what is known as its 'crash pulse' means it has a revised crash structure between the engine and front bumper. To ensure the highest possible protection in the event of a head-on crash the car was subjected to a series of advanced simulated crashes on a super-computer as well as more standard real world tests.
Bentley's advanced Dynamic Crash Analysis (DCA) capability means much of the trial and error traditionally associated with providing a car with good impact resistance has been bypassed. Indeed, so highly developed are the procedures that Bentley's engineers can put the Bentley Continental Flying Spur through a real world crash test with great confidence that the result will vary in no major way from those predicted in the virtual world.
Nevertheless it should be understood that DCA, as with all virtual design work, will never replace real world test procedures, nor was it ever designed to. Its role is simply to ensure that by the time these tests are conducted, the product is in as good a shape as possible to meet each new challenge.
To protect its occupants, the Continental Flying Spur is equipped with a full suite of safety equipment. There are two front airbags, four side thorax airbags for the front and rear-seats and full-length curtain bags that extend to the back of the cabin. Seat-belt pre-tensioners are used for all seats and a passenger occupant sensing system in the rear seats automatically raises the rear headrests to ensure the best possible protection against whiplash injuries.
It's not just the range of safety systems that protect the car's occupants, for the Bentley Continental Flying Spur's all-round abilities mean the driver is assured of having the performance to avoid many accidents in the first place. The all-wheel drive system offers major safety advantages not only in adverse road and weather conditions, while the latest traction, stability and brake control systems offer further opportunities to avert potential danger. Similarly the powerful 6.0-litre engine means outstandingly fast acceleration and a reduction in the time spent on the wrong side of the road during overtaking. To this end, the Continental Flying Spur is specified like no other four-door in the world.
Marketing
The Bentley Continental Flying Spur perfectly complements the existing range of Bentley models. The Continental GT continues to fulfil our customers' desire for a dynamic coupé that offers the very essence of Bentley: sporting prowess and Grand Touring performance. Similarly the Arnage range represents a unique proposition: the emotional purchase of a truly bespoke, hand-built and entirely individual limousine. The Bentley Continental Flying Spur will appeal to customers seeking a sumptuous four-door Grand Tourer sharing all the virtues of its coupé stablemate: high-performance, timeless design and superb craftsmanship.
Bentley chairman Dr Franz-Josef Paefgen says the distinction between the new Continental Flying Spur and the Bentley Arnage range is simple:
"As Bentley Continental Flying Spur production begins, the Arnage will retain its true position as the most exclusive limousine in the world. If you work in a major capital city you might see a Continental Flying Spur a few times a month, but you will only come across an Arnage a few times a year. The Arnage will continue to be a bespoke car with real exclusivity."
"With the Bentley Continental Flying Spur we are opening our doors to new customers who value that unique combination of luxury, style, excitement and practicality. Nowhere else will they be able to enjoy a car that possesses all this as well as the dynamic qualities and power of the Continental GT coupé. The Continental Flying Spur promises a new motoring experience and we look forward to welcoming a new breed of discerning customers to our marque."
The business case for the new four-door is just as compelling. Bentley believes that by offering a car that appeals on both an emotional and rational level to customers it will fill a gap in the market that until this day remained empty. Bentleys are unique cars and the Continental Flying Spur holds a unique position in the market, above more commonplace saloons and below truly bespoke cars like the Arnage. Adrian Hallmark, member of the board, marketing, explains:
"We know there is a great market for a car like this. Like the original Flying Spur, the new Bentley is also purposely positioned as a premium product above a crowded market. When asking our future customers about their needs they were very clear - performance and luxury, style and practicality, inspiration and solidity, excitement and safety. The Bentley Continental Flying Spur is our response to their 'no compromise' attitude, and our desire to further the Bentley story."
Bentley is confident that although the production of the new Continental Flying Spur will naturally increase annual sales volumes, the exclusivity of marque's brand will be retained - a factor that has been crucial to its mystique since its beginning in 1919. In the 85 years since, the marque has built a heritage and authenticity based upon its understanding of its customers and the passion for what it does. Whether competing at Le Mans, creating bespoke cars for loyal clients, or introducing new members to the exclusive Bentley family, it has always been done in a manner that echoes the spirit of its founder W.O. Bentley. To that purpose, every Bentley customer will still experience the most personal treatment from his local dealer right up to the factory gates at Crewe where they can come and watch their car being built.
Conclusion
The introduction of the Bentley Continental Flying Spur marks the next step in the revival of Britain's most revered automotive marque. Following on from the hugely successful launch of its sister car, the Continental GT coupé, this stunning new car will change people's perceptions of what performance, comfort and style from a four-door grand tourer means.
And the unveiling of the Continental Flying Spur is not the end of the story. Bentley remains committed to a thrilling future model programme, one that will reflect the core values of the company, ensuring its public perception is not diluted by over-production or unnecessary niche products.
"The purity of our brand is in clear focus now," says Adrian Hallmark, member of the board, marketing. "We can behave as an independent company because the economics of our business plan are sound and we don't have to compromise our products because of short-term financial decisions. We are that rare thing in the British automotive world - a car company that is expanding and we have done so by producing models that appeal to a demanding and growing customer group.
"Our aim is to restore Bentley to the position it once owned - the creator of definitive British Grand Tourers - and the Bentley Continental Flying Spur is our next step in the fulfilment of that ambition."