Covini C6W

Covini C6W

The original idea for the Covini C6W was conceived by Ferruccio Covini in '74 and made provision for 10 inches front wheels because there where no low profile tyres at the time. The project was ditched in favour of the Soleado prototype, deemed more important, and lay dormant until the 80s when hydro-pneumatic suspension for the four front wheels where devised to optimise weight distribution under various loading conditions. High development costs and other contingencies forced the project to be delayed again. Its use of new ABS technologies and airbags in the 90s pointed in the direction of new research into active and passive safety. This aspect encouraged backing from companies for its development.

Why six wheels?
* in case of a front tyre deflation, the vehicle control is guaranteed by the other wheel next to it.
* four front disc brakes, although a smaller single area, ensure a greater braking surface; this means less overheating and a higher brake effort
* low risk of aquaplaning, due to the two foremost wheels, which wipe the water for the ones behind them, ensuring a better roadholding
* comfort is a consequence of more evenly distributed reaction forces in the supension: the reaction in case of a pot hole is divided between the four front wheels and the shudder in the chassis is limited.
* reduced unsprung weight in the wheels improves the grip. Directional stability is improved: a change of angle due to slack in the steering mechanism (in stuctures like silentblocks) is compensated by the second set of wheels.
* two additional springs and dampers provide a better handling for the vehicle.

Technical Specifications

• ENGINE: rear, longitudinal, 8 cylinder in V formation, 4 valves per cylinder, naturally aspirated, petrol direct injection Bosch-motronic.
• CAPACITY: 4200 cc
• MAX POWER: 380 PS (260KW) at 6400 rpm
• MAX TORQUE: about 450 Nm (45.9 Kgm) at 2700 rpm
• TRANSMISSION: rear wheel drive transaxle
• GEARBOX: mechanical 6-speed + reverse. Manual and electro-hydraulic steeringwheel mounted servo
• CHASSIS: steel tubular with carbon fibre reinforcements and structural parts
• SUSPENSION: independent front and rear wishbones
• WHEELS AND TYRES: front 16in wheels with 215/45-16 tyres; rear 20in with 345/25-20 tyres
• BRAKES: front and rear vented Brembo discs. Bosch servo and electronic brake distribution
• BODYWORK: glass fibre and carbon fibre
• DIMENSIONS: length 4180mm; width 1990mm; height 1080mm; wheelbase 2230mm/2750mm (to foremost/middle front transaxle); front track 1540mm; rear track 1620mm ; dry weight 1150 kg
• TOP SPEED: 300 km/h (185mph)

Read More

Cadillac CTS, 2008

Cadillac CTS, 2008

Aggressive and elegant, expressive and sophisticated, the 2008 Cadillac CTS exudes a dramatic design presence. This all-new luxury sedan not only pushes Cadillac's acclaimed design theme higher, it aims to redraw the boundaries of the normally conservative luxury sedan category. Inside and out, the 2008 CTS contradicts many traditional design conventions. CTS' design expresses its serious performance intent, yet also is more elegant and luxurious. It's a sedan in the heart of the luxury market, yet reaches for the charisma of a sports car. CTS is thoroughly new and contemporary, even while it evokes the grandeur of classic Cadillac cars.

On the exterior, there's no mistaking the five-passenger sedan's stronger stance, thanks to a two-inch wider track. Additionally, the overall shape of the CTS features a faster profile with more rake, coupled with surfaces that add elegance and grace. Borrowing from Cadillac's legendary heritage, design cues include vertically shaped headlights and tail lamps, signature light emitting diode (LED) exterior lighting, horizontal spline lines and its dihedral-shaped hood, all highlighted with many bright and jeweled accents.

Exterior: sporty sophistication meets substance
Coupled with a new overall shape, the most evolutionary dimension of the 2008 CTS comes in the form of a two-inch wider track as a result of the addition of the new, optional all-wheel-drive configuration. The wider stance gives the new model a more planted, capable and well-grounded appearance that's exemplified by much tighter tire-to-fender relationships.

The wider stance enables more tumble home - the vehicle sides are sculpted inward - delivering an appearance of rear-wheel-drive performance with a lower roof line, without compromising headroom or a roomy interior.

Dimensionally, the 2008 CTS is 191.6 inches (4766 mm) long, 72.5 inches (1841 mm) wide and 58 inches (1472 mm) in height. Wheelbase is 113.4 inches (2880 mm) with a front/rear track of 61.8 / 62.0 inches (1575 / 1585 mm).
Interior: performance and elegance combine
The 2008 CTS represents a new design theme for Cadillac interiors, emphasizing technical precision with elegant, hand-crafted details. Dramatically different from the original, the interior design is decidedly more upscale, with added ornamentation, luxury and attention to detail. Strict attention to packaging, premium materials, surface development and comfort combine to meet the discriminating tastes of luxury performance sedan buyers.

Clean, white ambient light emitting diode (LED) soft back lighting is positioned in the door pulls, foot wells and recessed between the upper and lower instrument panels. The result is a dramatic effect similar to recessed lighting used in contemporary homes.
The leather-wrapped steering wheel includes standard integrated controls for cruise and audio system.

Inside and out, the 2008 CTS exemplifies an evolution of Cadillac design that achieves a remarkable combination of luxury, technology and performance in a sedan aimed at creating the desire and head-turning quotient normally reserved for sports cars.
New 3.6L V-6 VVT, six-speed automatic join powertrain lineup
The 2008 Cadillac CTS features GM's new 3.6L direct-injection V-6 VVT engine, delivering an estimated 300 horsepower (223 kW) and 270 lb.-ft. (366 Nm) of torque. This new powerplant is a compelling mixture of power, smoothness, efficiency and technical sophistication.

The 3.6L direct-injection engine will be the top-level engine option for the 2008 CTS, joining the existing 2.8L V-6 and 3.6L V-6. Designed to operate with regular unleaded gasoline, the new 3.6-liter direct-injection V-6 produces power similar to many V-8 engines, but with much better fuel economy. 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.

The current 3.6L VVT engine that produces 258 horsepower (192 kW) and 252 lb.-ft (342 Nm) of torque will serve as the base engine in North America and will be available in rear- and all-wheel-drive layouts.
The 2.8L VVT engine will be available only on rear-drive export models of the CTS. The all-aluminum, 60-degree DOHC, four-valve-per-cylinder engine develops 210 horsepower (156 kW) at 6500 rpm and 194 lb.-ft. (263 Nm) of torque at 3200 rpm.

Chassis enhancements include all wheel drive, globally tested suspension
The 2008 CTS features a greatly revised chassis featuring a two-inch wider track and the application of all-wheel drive. The front track is increased to 61.8 inches (1569 mm), and rear track is now 62.0 inches (1575 mm). Wheelbase remains at 113.4 inches (2880 mm).

Cadillac engineers have designed and developed new geometry for both the independent short/long arm front suspension and the multi link rear suspension. Engineers implemented numerous tweaks and revisions to the suspension using extensive computer modeling, combined with development driving of prototype cars on roads all over the world, but mostly in North America, Europe and China . From famed tracks such as Germany 's Nürburgring to everyday roads in the U.S. and China, the CTS suspension was exhaustively tested and honed.
The engine cradle has six attachment points, two more than typically used on a performance sedan, to better handle heavier loads and engine vibration.

New for CTS is a tower-to-tower brace that adds cross-car stiffness and enhances the overall steering feel. This is an innovation from the high-performance CTS-V model that has been modified and adapted for use in the 2008 CTS.

The 2008 CTS features standard 17-by-8-inch aluminum wheels paired with Michelin H-rated (P235/55R17) all-season radials. The optional performance suspension includes an 18- by- 8.5-inch wheel with the all-new Michelin Pilot Sport 2 (P235/50R18) tire that can either be V- or Y- (summer) rated.

Read More

Cadillac BLS Wagon, 2008

Cadillac BLS Wagon, 2008

Cadillac reinforced its commitment to grow its brand in Europe by announcing it will add the BLS Wagon to its portfolio later this year.

Cadillac signature style
Clear, clean, crisp and sharply defined contours are Cadillac design signatures.

The BLS Wagon features jewel-like headlamps, fog lamps integrated into the body-colored bumper and a wide air intake below the grille. A narrow chrome strip runs along the side windows and the latest LED technology is used in the center high-mounted stop lamp, which is prominently positioned in the rear spoiler. Vertical tail lamps, another Cadillac hallmark, play a prominent role in defining the elegant rear proportions of the BLS Wagon.
Luxurious, flexible interior and state-of-the-art infotainment systems
The BLS Wagon interior is highlighted by a three-spoke leather steering wheel and an analog clock in the center stack. The circular instruments have white numerals and red needles on a black background.

Flexibility and versatility define the rear seats and cargo area, which are designed to support a wide variety of luxury and leisure interests.

State-of-the-art infotainment systems include high-quality audio units from American sound specialist Bose, among others; a DVD navigation system with touch-screen operation; a Bluetooth-enabled cell phone system with a hands-free kit; and remote controls on the steering wheel.

Turbocharged diesel and turbocharged gasoline engines
The front-wheel-drive BLS Wagon with a turbo-diesel and three turbocharged gasoline engines. The 1.9L four-cylinder diesel engine, with common-rail direct-injection technology, is fitted with a maintenance-free particulate filter and delivers 110 kW (150 hp) of power. The range of gasoline engines includes two 2.0L four-cylinder versions (129 kW / 175 hp and 154 kW / 210 hp), and a high-tech, 2.8L V-6 (188 kW / 255 hp) that features a twin-scroll turbocharger and variable phasing of the intake camshafts.

The BLS Wagon offers six-speed manual transmissions and five- or six-speed automatic transmissions, depending on engine. For BLS models equipped with an automatic transmission, a standard Sport Mode button allows the driver to select a sportier transmission shift pattern.

Comfort and driving dynamics
The chassis, which features Mac Pherson struts in front and a four-link rear axle, is designed to provide the agility customers expect from a luxury wagon. The chassis tuning ensures dynamic handling performance without compromising comfort and load capacity.

In Europe in the fourth quarter of 2007
The Cadillac BLS Wagon will be in European Cadillac showrooms in the fourth quarter of 2007.

Read More

Breckland Beira, 2009

Breckland Beira, 2009

Norfolk-based Breckland - part of Hong Kong-based multi-national, Riche Holdings - is vastly experienced in the development and production of high-quality, low volume specialist cars and prototypes for an array of prestigious international clients, including Mosler, and has now employed its substantial skills in the making of its own limited-production supercar.
The Breckland Beira is a hand-built, two-seat roadster with unique styling cues, tuned to produce just a whisper short of 400bhp.

Tipping the scales at some 1,400kg, the Beira's impressive power-to-weight ratio ensures invigorating performance, with the promise of a sub-five second sprint to 100kph, coupled with tremendous torque and a governed top speed of 155mph.

Beira dynamics
Breckland Beira is based on the well-developed General Motors Kappa platform, on sale in the North American market.
Breckland Beira differs in many significant respects from the GM products however, the most radical departure being the installation of the potent, 6.0-litre, LS2 V8 engine, more commonly found in Corvette and Pontiac GTO models. It replaces the four-cylinder Ecotec engine and, by comparison, produces more than twice the power of the original unit.

The mighty, fuel-injected, aluminium V8 and Tremec six-speed manual gearbox are neatly packaged under the Beira's swooping bonnet, with a bespoke wiring harness and ECU, the latter being reprogrammed to allow the V8 to deliver close to 400bhp, combined with a dual-fuel capability.
Other key considerations involved significant attention to chassis dynamics, to ensure the car corners, steers and brakes effectively with the significant increase in engine output.

To satisfy this requirement, the fully independent suspension was entirely re-engineered by Breckland in association with KW Suspension, with uprated springs, dampers and bushes, plus thicker anti-roll bars front and rear. The result is slightly less suspension compliance, but a more focused ride and handling.
Stopping power is provided by impressive, 325mm ventilated discs on all four corners, the fronts being grasped by six-pot callipers, with four-pot at the rear, both from UK specialists, HiSpec.
Steering is via power-assisted rack and pinion, whilst the dramatically styled 18" cast alloy wheels are 8.5" front and 9.5" rears, shod with Bridgestone ultra-low profile tyres. Customer options include an upgrade to 19" diameter rims and tyres.

Exterior packaging
In order to make the Breckland Beira eye-catchingly different, save weight and liberate additional luggage space behind the passenger compartment, Breckland's design engineers have totally re-modelled both the front and rear body sections in-house, using lightweight composites instead of steel, the result being a highly distinctive nose section and pronounced fastback rear.

Bespoke interior
Breckland Beira features a custom-built interior, including electric windows, air conditioning, twin airbags - in the steering wheel and in the passenger dash - combined with clear, concise instrumentation, and hand-stitched leather/Alcantara seats and trim.

Affordability
The Breckland Beira is designed very much as a high-quality low-volume, affordable sportscar for enthusiasts, and follows the highly appealing tradition of installing an easily available, American-designed V8 engine in a small, nimble, two-seater chassis to produce an exhilarating, high-performance package. Though using a tried and trusted concept, however, Beira is very much a vehicle for the 21st century, and accomplishes this with both environmental and fuel efficiency concerns in mind.

Read More

Ascari A10, 2007

Ascari A10, 2007

The British Supercar manufacturer, Ascari has produced the answer to the Ferrari Enzo FXX.

Whereas the Enzo FXX is not road legal, it was produced to be driven during track days only, the A10 is road legal so can be driven home and parked on your drive.

Designed, engineered and hand built in Banbury, England the A10 has 625bhp and weighs in at around 1200kg, thanks to its lightweight carbon fibre bodywork. Reaching 60mph in just 2.8 seconds and 100mph in less than 6 seconds, the manufacturer claims the A10 is the fastest road going production car around a race track.

The A10 is more than just a revamped KZ1, which has found success in its first year of competing in the GT3 in 2006. It has new body panels, a reworked engine and suspension, with extensive brake modifications to cope with the extra power. Some luxuries such as remote central locking, electric windows and door mirrors, climate control and a Thatcham Category 1 alarm system.

Read More

SSC ULTIMATE AERO TT, 2007

SSC ULTIMATE AERO TT

Want to drive fast? really seriously fast? you’re spoilt for choice at present – at least in terms of the machinery available, if not the roads to do it on... There’s the 253mph Bugatti Veyron, the 250+mph Koenigsegg CCXR and the Bristol Fighter T with a claimed top speed potential of 270mph, but which will be restricted to 225mph.
There’s also the Hennessey Venom Viper with a claimed top speed of 255mph.

The world’s most powerful production car, ever.
Boasting a truly gargantuan 1,183bhp, the small, little-known Washington State-based company claims a top speed capability of 273mph. In tests earlier this year on a closed section of Nevada highway the SSC managed 230mph in the two miles available, but had the originally intended 12 mile site not been hit by snow, then the Veyron could well have been humbled.

With strikingly rich paint, its all carbon composite bodywork looks like something from the mid 1990s.
There are echoes of Zonda at the front and Diablo at the sides, while at the rear function has priority over form.
There are noticeable variances in some panel gaps, but the giant alloys and big discs (more later) certainly look the part.

There’s little that’s impressive inside as fit, finish and detailing falls far short of the current supercar norm.
On the plus side the Aero TT is easy enough to climb in and out of, the leather seats are supportive, it’s reasonably spacious with ample headroom and the driving position is fine apart from the front wheel arch intruding into the footwell,

There’s something akin to a controlled nuclear explosion as the modified, twin-turbo 6,348cc Corvette pushrod V8 bursts into life.
This start-up extravaganza only lasts a second or three before the engine settles into a loud offbeat V8 burble, but this is pure, undiluted Yankee muscle.

Despite the Aero TT’s massive torque, moving away sedately from a standstill requires a delicate balance of clutch and throttle.
It’s eager either to launch like a dragster, or stall. Despite SSC’s brochure claiming the TT’s rack and pinion steering is assisted.
Manoeuvring at parking speeds required strong arms and a firm, two-handed grip on the wheel, but once rolling the SSC is easy enough to drive with a precise gearchange and direct, accurate steering, even by mid-engined supercar standards.

On the road the SSC grips tenaciously. Its nose goes precisely where you point it, when you point it, and the steel tube chassis feels suitably rigid and well-balanced. I can only guess how the car might behave when pushed hard on a track, but with so much power, rear wheel drive and no electronic traction aides, considerable expertise, and prudence, would obviously be required.

Straight-ahead visibility is good, but the massive A-pillars can be a hindrance. Rear vision is effectively zero, save for the door mirrors and rear-facing camera with pop-out screen in the radio/stereo/satnav unit.
The adjustable suspension was set somewhere between firm and rock hard and so the ride was correspondingly unforgiving.
Driving one or more of those super-wide Michelins over cats-eyes sent loud staccato bangs and solid thumps directly into the cabin. At legal speeds the exhaust is quiet enough to allow conversation, but lifting off the throttle causes an almighty cacophony from the twin-turbo wastegates.

There’s the car’s throttle response, which is like nothing I’ve experienced before.
With just the slightest pressure on the pedal the car accelerates briskly.
With just a tiny bit more it surges forward with near-terrifying urgency.
And all the while there’s a palpable sense of the immense, almost infinite power waiting in reserve.
Prod the throttle with anything less than caution and those huge rear Michelins will win gold at the Doughnut Olympics.
Fortunately, despite the massive urge available at any speed in almost any gear, the TT can potter along slowly in fifth or even sixth gear without drivetrain snatch.

Though the TT can deliver salt flat-shrinking speed, the brakes on this particular car are something of a mystery.
The brochure states that eight-piston calipers should be fitted at the front, but this one had four-piston units.
Pedal pressure required even from moderate speeds was inordinately high, with almost no feel or power.

Conversely, it’s more powerful, more exclusive, and potentially faster than a Veyron, while costing less than half as much.
And since when did all-American muscle have to dress up like posh European aristocracy? Some loud paint, serious wheels and an even louder V8 is all it really needs, and that’s what it’s got, in unprecedented abundance.
Specification:
* Engine - mid-mounted, all-alloy 16-valve V8 twin turbo
* Displacement - 6,348 cc (387.2 cu in)
* Power - 1,183 bhp (1,199 PS) @ 6,950 rpm (7,200 rpm redline)
* Torque - 1,094 lb/ft (1,484 Nm) @ 6,150 rpm
* Transmission - 6-speed manual, rear wheel drive
* 0-60 mph - 2.78 secs
* Standing 1/4 mile - 9.9 secs @ 144mph
* 60-0mph - 31.4 metres (103 ft)
* Top speed - 273 mph
* Chassis - steel tube space frame
* Body - carbon fibre composite, flat undertray with venturi tunnels
* Cd - 0.357
* Brakes - 14 inch vented, cross-drilled discs, 8-piston* calipers (front), 6-piston* (rear), (*see text)
* Suspension - double wishbone (front); upper rocker arm, lower wishbone (rear), remote reservoir, adjustable Penske dampers, coil-over springs, anti-roll bar
* Wheels - forged, 3-piece alloy, 19 x 9.5” (front), 20 x 13” (rear)
* Tyres - Michelin Pilot Sport PS2, 235/35 19 (front), 335/30 20 (rear)
* Price - $550,000 ex factory, approx £335,000 on the road in UK

Read More