Saturday, November 3, 2012

Porsche 911 GT3 Cup, 2012

  •  Porsche 911 GT3 Cup, 2012

It is the most successful race car on earth: The Porsche 911 GT3 Cup. With over 2,200 units sold, it is the undisputed number one amongst customer racing teams all over the world. Now, the Porsche 911 GT3 Cup features a 100-litre FT3 safety fuel tank, which is filled via an opening in the front bonnet. Compared to its predecessor, the vehicle is now suitable for an even wider range of endurance racing. Moreover, the new fuel tank contributes to a further improvement of the high safety standards.

The 2012-spec Porsche 911 GT3 Cup is based on the lightweight 911 GT3 RS (997) street sports car. The power unit is largely identical to the production engine of the 911 GT3 RS with the same output of 450 bhp and the same maximum engine speed of 8,500 rpm. A race exhaust system with a controlled catalytic converter keeps emissions to a minimum.

The flared wheel arches at the front axle accommodate light alloy rims measuring 9.5Jx18 with 25/64-18 Michelin race tyres. The light alloy rims at the rear measure 12Jx18 with 30/68-18 tyres. Depending on the type of racing, the Porsche 911 GT3 Cup features different rim specifications. The blade-type anti-roll bars at the front and rear are adjustable in seven positions allowing an extremely precise set-up for each race track. Exclusive to the Porsche Mobil1 Supercup which runs as support to Formula 1 is the PCCB Porsche Ceramic Composite Brake. This is also available for Porsche's road models. Compared to the composite cast brakes in the Carrera Cups and the GT3 Cup Challenges, PCCB reduces the weight of the car by around 20 kilograms.

The cockpit of the Porsche 911 GT3 Cup caters for the needs of the driver. The controls for the info display are positioned on the steering wheel which houses six switches. As in the production car, the reach and height of the steering wheel can be adjusted. The Porsche 911 GT3 Cup will be delivered to teams around the world from September and will be run in this specification for the 2012 and 2013 race seasons in selected one-make cup series. The price is 161,750 Euro plus value-added tax of the respective countries.

Currently, the Porsche 911 GT3 Cup competes in 19 Porsche brand trophy series worldwide. Moreover, it is run in various GT race series and at long distance events. The 911 GT3 Cup is the basis model of Porsche's racing vehicle range. Additionally, Porsche Motorsport offers the 911 GT3 R for championships complying with GT3 regulations and the 911 GT3 RSR built according to GT2 rules.
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Saab 9-5 SportWagon, 2012

  •  Saab 9-5 SportWagon, 2012
The much awaited Saab 9-5 SportWagon makes its world debut at the 2011 Geneva Motor Show. This five-door partner for the new 9-5 Saloon  offer a compelling alternative choice in the large wagon segment and, in many European markets, is expected to sell in even greater volumes than its four-door peer.

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Friday, November 2, 2012

Noble M600, 2010

  • Noble M600, 2010
The ethos of the Noble M600 has developed from a small team passionate about driving. This evolved from our research of the available 'supercars' most of which lean heavily on computer assistance. The use of fashionable but often inefficient gear paddle shift, over assisted brakes and inopportune traction control have all become standard features of the modern day supercar.

The philosophy behind this radical and refreshing premise is best summed up by Peter Dyson, owner of Noble Automotive Limited: 'Noble is a labour of love, of no compromises and of challenges fought. The car speaks for itself, and absolutely reflects what the Team and I envision a true drivers car should be. It is no question uniquely "out of sync" in today's world, one overrun with cars that cannot make up their minds as to whether they want to be a car that rewards or a car that gives hollow praise by electronically 'covering' the errors.'
Designed and engineered with a purity that rewards driver skill, the Noble M600 is neither dictated to nor hindered by unnecessary computer assistance. It puts you back in the driving seat.

The development of the Noble M600 has been an incredibly intense and rewarding journey, a journey in its literal sense, we shipped the development prototype to the USA.

Crossing the continent from East to West we experienced the most dramatic and demanding of climates and terrains in order to prove and test the efficacy and engineering of the Noble M600. In company, for comparative purposes, with a Porsche Carrera GT and, for some of the journey, a Ferrari Enzo. We drove from Chicago westward; the journey included every type of environment, from the incredibly hot Death Valley in California to the mountains and snow of Utah, from the infamous Pikes Peak to the Bonneville Salt Flats, and finally, to a hot and dusty race track in Phoenix Arizona where the Noble M600 was tested and evaluated against some of the fastest and most respected supercars in the world.

Nearer to home, in the UK we completed a full wind tunnel aero program. Climatic wind tunnel testing and durability program. Acoustic noise, vibration and harshness testing. Four post rig for damper and suspension tuning and thousands of miles of both road and track testing.

Design is of course subjective, beauty is certainly in the eye of the beholder. However there are certain design absolutes, particularly when creating a supercar featuring such massive power and performance, which dictate, in order to have full aerodynamic and cooling efficiency certain design criteria must be met.

It is our belief that form should always follow function, there is much in the philosophy 'if it looks right it probably is right'.

Utilising extensive wind tunnel testing we have strived to maintain the form to be as minimalist as possible whilst providing the ultimate aerodynamic and cooling efficiency. Nothing is cosmetic; every element of the shape and design is intrinsic to the effectiveness of the performance.

Noble Automotive take great pride in our reputation for the excellent ride and handling of our performance cars. We firmly believe that the chassis is the fundamental foundation of any performance car. This is particularly the case with cars which do not feature a great deal of computer technology. Computer assistance can often mask deficits in the chassis design and it is not until these electronic driver aids are turned off that the flaws are revealed.

There is no engineering logic which dictates that precise and effective handling should be to the detriment of comfort and ride quality. We believe that an effectively designed and engineered chassis should be able to combine both high speed capability and driver comfort. Our engineering, based on a 'back to basics' ethos, devotes a huge amount of time and resources in ensuring that the chassis is as efficient and effective as possible. This is ably demonstrated by the Noble M600, the high speed handling is superb and the ride is both comfortable and smooth.

The chassis built by hand for both safety and efficiency features:
    * Stainless steel and aluminium tub construction with an integral safety cell.
    * High 'H' point sill sections for side impact protection.
    * Rear crash structure.
    * Front boot carbon composite crash structure.

The Noble M600 has a massive 650bhp available, this amount of power, or indeed the power delivery, is not always either appropriate or required, however with the Adaptable Performance Control function you can select the power output to reflect both the location and suitable driving conditions.

The Noble M600 features three APC settings, the chosen setting is displayed on both the APC dial and the dashboard display. The APC adjusts not just the power output but also tailors the boost curve, traction and throttle response relative to the selected mode.

ROAD: This is the 'comfort' setting and represents circa 450bhp, this also supports full traction control and a gently progressive boost curve and throttle response.

TRACK: This is the mid-range power setting circa 550bhp, this setting features a little less intrusive traction, a steeper boost curve and more initial response to the throttle.

RACE: This is the full power setting of circa 650bhp, this allows increased wheel slip, an aggressive boost curve and a heightened reactive throttle 'tip in' to allow effective and responsive heel and toe operation.

Note: The three power settings are titled merely to title and denote the power delivered, the literary terms Road, Track and Race in no way reflect recommended use or location.


In keeping with our ethos, we were determined to give the purest and most rewarding drive possible.

In our research with other performance marques we noted that brakes were often over assisted, this resulting in a lack of 'feel' and less capability for modulation at high speed.

The brakes, developed for the Noble M600 in partnership with Alcon, feature semi-floating front disc with cast aluminium alloy monobloc calipers. The monobloc six piston front and four piston rear caliper designs ensure high strength with low weight and provide a firm brake pedal in all driving conditions. Caliper bore sizes are staggered to ensure even pad wear and the pin mounted pads provide low threshold pressure and low noise. The calipers clamp 380mm front and 350mm rear ventilated discs both of which are mounted to lightweight aluminium bells. Friction is provided courtesy of Pagid performance pads.

The wheels, manufactured by Speedline in Italy, are exclusively designed for the Noble M600, featuring forged aluminium alloy 9Jx19 fronts and 12Jx20 rears. Tyres are Michelin Pilot Sport 255/30-19 fronts and 335/30-20 rears.

The Noble M600 is primarily designed for speed and handling however this is not at the expense of either comfort or practicality.

The cabin features a traditional British hand built finish, with your choice of leather or Alcantara. Natural finished polished carbon door cards and centre console, hand turned knobs and bezels and fine quality wool carpets bound to the edge with leather.

The seats, designed and created exclusively for the Noble M600, are of lightweight carbon fibre composite construction which can be bespoke upholstered to individual requirements. The seats also feature carbon fibre inserts for the optional five point harnesses.

The 330mm flat bottom steering wheel is also hand stitched and can be finished in either suede or leather.
The luggage space, situated to the front, is fully carpeted and bound in leather and is both spacious and practical. We also offer the option of a beautiful calf leather travel set bespoke to the luggage area.

We believe that every Noble M600 should reflect both the personality and individuality of the owner.

The Noble M600 is hand-built in England and is finished to the clients exact cosmetic requirements. Each M600 will carry on the dashboard an identification plate featuring the unique build number.
During the build the customer will be invited to view the progress of the build and to meet those engineers and personnel involved in its creation.

It is our belief that a personal relationship between the customer and manufacturer is one of the huge benefits of low volume hand crafted motor manufacturing.

    * Top Speed: 225mph (estimated)
    * 0-120 mph: 8.9 seconds
    * Engine: Yamaha V8 4439cc Twin Turbo
    * Power: 650 bhp @ 6800 rpm
    * Torque: 604 lb ft @ 3800 rpm
    * Power to Weight: 520bhp per tonne
    * Transmission: Graziano 6 speed manual
    * Installation: Mid, longitudinal, rear wheel drive
    * Chassis: Stainless sheet steel tub with tubular space frame
    * Body: Carbon Fibre Composite
    * Steering: Power assisted rack and pinion
    * Suspension: Independent double wishbones with coil over Multimatic shock absorbers, front and rear roll bars
    * Brakes
          o Front: Alcon 380mm semi-floating discs with six piston calipers
          o Rear: Alcon 350mm discs with four piston calipers
    * Wheels: Speedline forged aluminium alloy
          o Front: 9Jx19
          o Rear: 12Jx20
    * Tyres: Michelin Pilot Sport
    * Front: 255/30-19
    * Rear: 335/30-20
    * Fuel Capacity: 73 litres
    * Wheelbase: 2540 mm
    * Weight: 1250 kg
    * Track: 1578 mm
    * Length: 4360 mm
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McLaren MP4-12C, 2011

  •  McLaren MP4-12C, 2011
The McLaren MP4-12C is revealed as the first in a range of high-performance sports cars from McLaren Automotive, the independent car division based at the McLaren Technology Centre in Woking, England. The 12C, and future models within the range, will challenge the world's best sports cars, benefiting from the expertise and virtuosity of the McLaren Group.

Twenty years of sports car design, engineering and production combined with inspirational success in Formula 1 have driven Ron Dennis, McLaren Automotive Chairman, to announce his plans for the ultimate line-up of technology-led and customer-focused performance cars for the 21st century. The rules in the sports car world are about to be re-written.

Through a rich modern history, McLaren's automotive division has already built the world's most critically acclaimed supercar, the McLaren F1 (1993-1998) and the world's best-selling luxury supercar, the Mercedes-Benz SLR McLaren (2003-2009). McLaren Automotive now looks to the future with a new range of revolutionary sports cars.

At its heart, the McLaren MP4-12C features a revolutionary carbon fibre chassis structure, the Carbon MonoCell: the first time a car in this market segment is based around such a strong and lightweight racing car engineering solution and the first time any car has ever featured a one-piece carbon fibre structure.

This step change in sports car design means that the 12C introduces new standards not just in handling, ride and outright performance, but also safety, economy and practicality in an already competitive sector.

The first car from the new company, the McLaren MP4-12C, is a high performance two-seat mid-engine model in the 'core' sports car market segment for cars costing between £125,000 and £175,000. The 12C is pure McLaren, featuring no carryover parts from any other car, and will be produced by McLaren in the UK. It goes on sale through a dedicated, worldwide retailer network in early 2011.

Inside out
The heart of the new car is the Carbon MonoCell. McLaren pioneered the use of carbon composite construction in the 1981 Formula 1 MP4/1 model and set a trend that all Formula 1 teams have followed. The company brought carbon fibre to road cars for the first time with the 1993 McLaren F1 and then built on this experience with a carbon fibre chassis and body on the SLR manufactured to the same exacting standards, but in higher volumes.

So, until now, carbon chassis have remained the preserve of the most expensive exotic cars; a purchase for the super-rich where costs are driven by the complexity of carbon fibre chassis design and build.

The 12C changes this by introducing the advantages of carbon composite - light weight, high strength and torsional rigidity, and longevity - to a more affordable sector through its revolutionary engineering as a one-piece moulding. Never before has a carbon fibre chassis been produced this way.

The 12C MonoCell not only brings dynamic benefits, but also offers fundamental engineering opportunities that form the basis of the car's unique character. It has been designed to allow a much narrower structure overall which in turn contributes to a more compact car that is easier to position on the road and more rewarding to drive.

Not only is the 12C unique in its class by offering carbon technology, it also has the highest specific power output as well as extraordinary power- and torque-to-weight ratios. Furthermore, the Proactive Chassis Control system offers groundbreaking handling and ride comfort while an intense focus on occupant packaging offers new levels of comfort and everyday usability.

Antony Sheriff explained. "With the 12C we are redefining the relationship between performance and practicality, as well as performance and efficiency, achieving leading positions in both. We have designed this car from the inside out. We have a saying in McLaren - 'everything for a reason' and the 12C will surprise people in many ways.

Pure McLaren
All the parts of the McLaren MP4-12C are bespoke and unique to this car. Everything from the engine right down to the tailor-made switches and buttons is pure McLaren: nothing has come from another manufacturer's parts bin.

The 12C is powered by a bespoke McLaren 'M838T' 3.8 litre, V8 twin-turbo engine producing around 600bhp, driving through a McLaren seven speed Seamless Shift dual clutch gearbox (SSG). It is targeting not only new standards for power and performance in its sector, but also class-leading fuel economy and CO2 emissions; supported by McLaren's experience of active aerodynamics to aid cooling, grip, handling and road holding.

Adding lightness
Weight is the enemy of performance in every area of car design. It affects acceleration, speed, handling, fuel consumption and CO2 emissions - everything. McLaren Automotive engineers pursued weight saving obsessively. For example:
  • The Carbon MonoCell not only reduces the weight of the structure but also allows for the use of much lighter weight body panels.
  • The close position of the driver and passenger allows a narrower, lighter body while giving improved visibility with a clearer perception of the car's extremities.
  • Brakes with forged aluminium hubs save 8 kg and weigh less than optional carbon ceramic brakes.
  • Lightweight exhaust pipes exit straight out the rear of the car, minimizing their length and weight.
  • Airflow-assisted Airbrake deployment dramatically reduces weight of the Airbrake activation system.
  • Small, compact downsized engine coupled to lightweight compact SSG minimizes vehicle length, weight and polar moment of inertia.
  • Significant weight was pared off the alloy wheels through intensive Finite Element Analysis of wall thicknesses.
  • The engine cooling radiators were mounted at the rear, as close to the engine as possible, to minimize the pipework, the fluids contained within them, and therefore weight. They were also mounted in car line to minimize vehicle width.

Design: everything for a reason
The McLaren MP4-12C design follows similar principles to McLaren's Formula 1 cars, and the legendary McLaren F1, where everything is for a reason and all lines, surfaces, and details are designed with a job in mind as much as styled. This ensures that the 12C communicates its engineering through its styling and will remain timeless as a piece of automotive design.

The 12C's body has been styled to support sector-leading levels of downforce; downforce that then subsequently contributes to sector-leading levels of lateral grip and stability. Air flow has been manically managed to support all performance figures and light weight targets. For example, placing the radiators adjacent to the engine keeps the car narrow and reduces weight. However, this results in a huge challenge of ensuring ample air flow to the radiators. The result? The large side air scoops and integrated turning vanes that are dramatic, but purely functional. No larger or smaller than required.

The market opportunity for McLaren
The market for high performance sports cars has grown substantially since the turn of the century. McLaren divides the market into segments that encompass both more comfort-orientated GT cars and the hard-edged supercars for road and track use.

The 'core' segment runs from around £125,000 to £175,000 featuring such cars as the Ferrari 458, Lamborghini Gallardo, Porsche 911 Turbo, Bentley Continental GT and Aston Martin DB9. A second segment is the 'high' category with prices ranging from £175,000 to £250,000 and consists largely of front-engined GT cars such as Ferrari 599 GTB and Ferrari 612, with just one mid-engined contender, the Lamborghini Murcielago.

The final segment is the 'ultimate' group, a sector more or less initiated by the McLaren F1 in 1993 and now populated by a select group of cars including the Mercedes-Benz SLR McLaren, Bugatti Veyron, and cars from the likes of Pagani and Koenigsegg that followed legends such as the Porsche Carrera GT and Ferrari Enzo. In 2011, McLaren will bring technology and performance exclusive to this 'ultimate' sector into the 'core' segment.

The name of the new McLaren sports car is MP4-12C.
What does this signify? As one might expect at McLaren, everything has a purpose and the nomenclature is no exception.

    * 'MP4' has been the chassis designation for all McLaren Formula 1 cars since 1981. It stands for McLaren Project 4, resulting from the merger of Ron Dennis' Project 4 organisation with McLaren.
    * The '12' refers to McLaren's internal Vehicle Performance Index through which it rates key performance criteria both for competitors and for its own cars. The criteria combine power, weight, emissions, and aerodynamic efficiency. The coalition of all these values delivers an overall performance index that has been used as a benchmark throughout the car's development.
    * The 'C' refers to Carbon, highlighting the unique application of carbon fibre technology to the future range of McLaren sports cars.

The elements of this name represent everything that the McLaren MP4-12C stands for:
    * 'MP4' represents the racing bloodline
    * '12' represents the focus on complete performance and efficiency
    * 'C' represents the revolutionary Carbon MonoCell

A carbon fibre heart
Light weight and performance are defining philosophies at McLaren. But outright power alone is of little significance if a car's weight saps output or if that power is unmanageable and compromises the driving experience or results in unacceptable emissions.

Fundamentally, it is critical to keep weight as low as possible. Increased customer demands for safety and advanced features all mean that shaving weight is ever more difficult. However, at McLaren saving weight remains a passion and at the heart of the McLaren MP4-12C is a carbon fibre composite chassis: the Carbon MonoCell.

This revolutionary structure is the automotive version of a McLaren innovation that started with Formula 1 back in 1981 and delivers both weight savings and performance gains. It is a technology cascade in which McLaren brought carbon composite technology from the aerospace industry to make the MP4/1 F1 car, the first Formula 1 car to benefit from the strength, weight and safety of carbon fibre.

McLaren's Formula 1 carbon fibre technology then offered the company the opportunity of applying its expertise to road car applications. The first ever road car to be constructed of this material was the McLaren F1 produced in 1993, albeit in small numbers. The F1 was followed by the Mercedes-Benz SLR McLaren that also shared this rare expertise.

Only a handful of other cars in the market offer such technology today and all of them lie in the 'ultimate' segment. No manufacturer has brought the advantages of carbon composite technology to a more affordable sector of the market. But the 12C does, through engineering passion and a relentless pursuit of efficiency.

So, McLaren did it first with the F1, the world's fastest car for many years, then in the highest volume with SLR, which almost doubled the volume of the next highest produced carbon fibre-based high performance sports car by selling over 2,100 units. Now, through revolutionary one-piece moulding of the MonoCell, McLaren brings a carbon composite chassis down to the 'core' category, where currently only traditional metal structures are offered.

The advantages this technology brings are light weight, high torsional rigidity, a very strong safety cell, low perishability, ease of repair and extreme dimensional accuracy.

The 12C MonoCell weighs less than 80 kg. Carbon fibre contributes to the car's low overall weight and it forms the structural basis for the whole car. The tub's torsional rigidity is considerably stiffer than a comparable alloy structure.

This inherent lack of flex means the unique front suspension system, which is mounted directly onto the MonoCell, requires less compromise for flex of the suspension itself. Therefore, it is easier to develop the unique balance between fine ride and precise handling that McLaren has targeted. The MonoCell also offers greater occupant safety. It acts as a safety survival cell, as it does for a Formula 1 car.

Carbon composites do not degrade over time like metal structures that fatigue. One is able to get into a 15-year-old McLaren F1 and there is none of the tiredness or lack of structural integrity that afflicts traditional cars that have suffered a hard life. The 12C will feel as good as new in this respect for decades.

And in the event of an accident, the light weight aluminium alloy front and rear structures are designed to absorb impact forces in a crash and can be replaced relatively easily. Aluminium extrusions and castings are jig welded into the finished assembly and bolted directly to the MonoCell. Cars with full aluminium chassis use their structure to absorb and crumple on impact, which implies more fundamental damage (and expense) to the whole structure, including the passenger cell, in a major accident.

Powertrain: pure McLaren
The McLaren MP4-12C is powered by a twin-turbocharged, 3.8 litre 90° V8 engine - the 'M838T'. This marks the start of a new era in 'core' segment sports cars - smaller capacity, lighter weight, higher efficiency and more economical power units. The engine has the highest specific power output in its segment which, when allied to its low weight carbon composite chassis, delivers exemplary power- and torque-to-weight ratios.

'M838T' is a unique McLaren power unit, developed specifically for the 12C. It is compact, lightweight, very stiff, and offers an uncompromising combination of very high performance and good driveability, with excellent economy and CO2 emission values.

Taking power and emissions in combination (measured by its horsepower to CO2 ratio), the 12C delivers its power at greater efficiency than any other car on the market with an internal combustion engine, including hybrids.
The McLaren engine revs to 8,500rpm, has quick transient throttle response and delivers its abundant torque throughout the rev range. A staggering 80 per cent of torque is available at below 2,000rpm, ensuring great driveability and no need to floor the throttle to deliver performance.

And it delivers a great soundtrack to highlight the engine's performance, flexibility and driveability. The sound of the engine has been thoroughly engineered through exhaust manifold design and tuning of the exhaust and intake systems to deliver a unique engine note.

The high level exhaust pipes exit through a mixing box, rather than a conventional and heavy silencer box. All parts of the exhaust system up to the mixing box feature sandwich layer heat-shielding that helps reduce heat from the engine bay. In just an 18mm gap, exhaust gas temperatures reduce from 900°C to 300°C.

The engine drives the rear wheels through two wet clutches and a McLaren-developed seven speed Seamless Shift dual clutch gearbox (SSG).

The Seamless Shift technology offers variable programmes ranging from 'normal' for road use and 'sport' for quicker changes still, right up to a lightning quick high performance mode. In addition an 'automatic' mode, 'launch control' and 'winter' modes can be selected, the latter changing all electronic functions to suit low friction conditions and delivering maximum driver aid and support. There is no traditional manual transmission offered; the two pedal layout offered further scope to create a narrow, and therefore light, car.

The 12C's SSG is a development on the automated and sequential manual gearboxes with paddle shifts that proliferate in the car market today. The character of the transmission will engage even experienced drivers with its responsiveness and its contribution to the whole dynamic package.

With minimal torque loss, there is none of the lurch, hesitation or unpredictability that characterise traditional automated-manual transmission systems.

Design of the SSG system was driven by a demanding mechanical package that not only reduced weight and improved dynamic control for the entire vehicle, but also delivered driver benefits.

It is lightweight and compact in design and positioned in exactly the best location. The input shaft lies very close to the output shaft to help position the entire powertrain low in the vehicle. Twin secondary shafts ensure any rear axle weight overhang is minimised and rear crash performance is uncompromised. The bespoke SSG is further complemented by an entirely new control system.

This obsessive attention to detail comes as second nature to McLaren, but is not just there to satisfy the engineers' passions. McLaren's designers have also engineered the system to work seamlessly with the driver.

The system reduces weight and benefits packaging targets, but also ensures that driving programmes and shift strategies take the driver's own inputs and uses them to directly control the engine's torque and speed to deliver performance, economy or comfort as requested.

Gears are changed using a Formula 1 style rocker shift that pivots in the centre of the steering wheel. It is actuated on either side of the steering wheel (pulling right changes up, pulling left down).

As with the McLaren Formula 1 car, a shift can be actuated either by pulling or by pushing on the rocker. The rocker moves with the steering wheel, rather than being mounted on the steering column, so that if a gearchange is needed while lock is being applied the driver does not have to fumble around to change gear.

The rocker itself incorporates an innovative feature created by McLaren engineers called Pre-Cog. The name stands for pre-cognition, literally 'foreknowledge'. The rocker on the 12C has two positions with a slightly different haptic (or feel) for each. The driver applies first pressure to the rocker and it informs the gearbox to get ready to swap ratios, thereby saving time - latency - between the message being sent and the gearbox being primed to act. The second pressure confirms that the gear should be changed and the torque handover is completed in milliseconds.

In practice the latency of the shift is virtually zero, the actual gear change time is very fast and the level of impulse can be varied according to the gearbox mode. Considering that McLaren was the first Formula 1 team to introduce seamless shift gearchanges into motor racing, it was a natural step to develop such a bespoke transmission to its sports car project.

Chassis: Proactive control
The suspension for the McLaren MP4-12C breaks new ground, offering hitherto unseen levels of roll control and grip (an almost flat cornering attitude, depending on the programme selected).

Although such track-like responses would normally imply a rock-hard ride, the 12C delivers compliance and ride comfort more akin to an executive saloon car. The mix of occupant cosseting and sporting potential is truly unique. The 12C offers the driver both class-leading ride comfort and class-leading performance.

The whole chassis package produces not only a unique relationship between ride and handling, but also astonishing lateral grip and outstanding traction. The 12C is poised and balanced whether negotiating high or low speed corners, during direction changes, under heavy or light braking and on tightening or opening corners.
The trick behind blending such opposing objectives lies in the innovative Proactive Chassis Control system, uncompromised geometry, and weight distribution.

The suspension is based on double wishbones with coil springs. The dampers are interconnected hydraulically and provide adaptive responses depending on both road conditions and driver preference.
The Proactive system features adjustable roll control which replaces the mechanical anti-roll bars that have been a standard feature of road cars since time immemorial. It allows the car to maintain precise roll control under heavy cornering while decoupling the suspension in a straight line for excellent wheel articulation and compliance.

There are three suspension modes that are selected on the Active Dynamics Panel. As with the powertrain adjustment, there is a 'normal', a 'sport' mode and a high performance mode which adjusts numerous parameters in the system.

Not only is the Proactive suspension a unique application that delivers absolute benefits to driver and passenger, but it is also another example of McLaren's drive to achieve all-round performance goals from core engineering targets.

For example, the unique blend of a compliant ride with ultra-sharp handling also delivers ownership benefits as it protects suspension bushes from wear and tear, with McLaren's research suggesting a potential for up to ten times more mileage than on some competitor cars. Also, the hydraulic pump that supports the dampers is the same pump that supports the electro-hydraulic steering system. Why use two pumps when one - small and lightweight - pump will do?

The powertrain packaging also contributes to the 12C's handling prowess.
The engine is mounted low down in order to lower the centre of gravity while the radiators are rear-mounted and reduce weight by saving on long piping to and from the engine (and the fluids they would hold). The value of rear-mounted radiators is key to the 12C's handling and balance. The more weight that can be concentrated within the wheelbase and towards the centre of gravity, the lower the polar moment of inertia, thereby improving corner turn in.

Another feature that helps the 12C to handle at a new level is a development of an electronic system used by McLaren's 1997 MP4/12 Formula 1 car, - Brake Steer. In essence, it is a system that brakes the inside rear wheel when the car is entering a corner too quickly to make the desired radius. Under normal circumstances the front would wash away wide of the apex the driver wants to touch: in other words, the car is in a state of understeer.

Brake Steer manages the tendency of a car to wash out and brings its nose back on line. It assesses the steering angle to determine the driver's intended course and applies the inside rear brake to increase yaw rate and resume the desired course.

The system also works on acceleration out of a corner when the inside rear has a tendency to spin, allowing the driver to put power down more quickly. It controls what a limited slip differential would do and obviates the need for such a complex and heavy unit, thus saving more valuable kilos.

The standard brakes for the 12C reduce overall vehicle and unsprung mass. McLaren has developed a composite braking system that uses a forged aluminium bell that attaches to the cast iron disc. This solution maintained the excellent brake feel of a cast iron disc while saving 8 kg. Carbon ceramic brakes will be available as an option, offering fade-free braking performance during high performance driving, but the standard composite brake system is actually lighter than the larger carbon ceramic units.

The design of the standard cast alloy wheels (19" front, 20" rear) was driven by McLaren's light weight objectives: the light weight styling was agreed in concept, then the wheel was tuned using Finite Element Analysis to take a further 4 kg out of the wheels. Bespoke Pirelli tyres have been developed in conjunction with McLaren specifically for the 12C.

An array of electronic aids is fitted to the 12C that will assist and protect the less-experienced driver, or when conditions challenge even the best. These include ABS, ESP, ASR traction control, Electronic Brake Distribution, Hill Hold and Brake Steer. The level of intervention varies according to the handling mode selected.

Design: everything for a reason
The McLaren MP4-12C has been designed around a demanding mechanical package that puts emphasis on aerodynamics, compact dimensions, performance and efficiency, practicality and comfort. Although the design of the 12C was driven by aerodynamics, it aims to remain contemporary and elegant throughout its lifetime as well as distinctive among its peers.

The overall design theme supports engineering aerodynamic ambitions. Purity of lines then give the car its character. Successful car design is based on proportions and McLaren's styling team, whilst driven by the demands of the purest airflow, honed a mix of concave and convex surfaces that present balanced proportions and a feeling of lightness. Nothing is out of place on the car and surfaces interact smoothly and with purpose; surfaces that are integrated into the whole of the car along two continuous lines that flow round the body.

The front is very low since it does not have to house large engine cooling radiators, two of which are mounted longitudinally at the sides. This offers the added benefit of segment-leading space for storage under the bonnet.

The 12C's face is dominated by large and distinctive air intakes and bi-xenon headlights with LED running lights inspired by the form of the McLaren logo. The McLaren logo itself also graces the bonnet of a car for the first time.

Illumination from the running lights bleeds into three distinctive gills just above the headlamps. The windscreen is deep and low for superb forward visibility and redolent of the McLaren F1: in wet weather it is swept by a single weight-saving pantograph wiper blade, as was the F1.

From the side, the 12C cannot be mistaken for another sports car. The dominant side air inlets act as turning vanes and help direct cooling air over the side radiators. This shape was designed and optimised using McLaren's extensive computational fluid dynamics capability. Likewise, the scalloped shoulders drive airflow to the airbrake, thereby enhancing its effectiveness in the aerodynamic package.

The other prevailing design characteristics are the dihedral doors (a hereditary gene from the McLaren F1), which has a clear purpose, like every other element of McLaren's design ethos.

The concept of dihedral doors is simply to allow the driver and passenger to get into and out of the car as easily as possible as well as allowing a smaller door opening than would otherwise be necessary.

The simple act of moving the door forward and upwards invites the driver to step across the sill and sit in the car more easily. In tighter parking situations, dihedral doors allow ingress and egress in a situation where another car has parked too closely. In traditional door systems a huge parking space is necessary to permit the doors to open wide enough.

With its single hinge, the dihedral doors offer weight-saving features and are unique to the McLaren brand. As is the unique handle-free door entry system.

The 12C's rear is unique. It has an aggressive, business-like appearance with its downforce-optimised rear diffuser. The exhaust pipes exit high and in the centre of the car and the rear end is open to ensure efficient evacuation of hot air from the engine bay. The engine itself is visible through the top deck. The LED tail light clusters do not dominate the rear and are hidden behind horizontal black bars. They are only visible when illuminated: the two upper bars light up as LED brake lights and turn indicators.

Aerodynamic efficiency drove the 12C's design. High downforce helps maintain traction, cornering ability and stability while low drag aids top speed and acceleration. It has a completely flat underbody and smooth upper body surfaces to yield a highly effective drag coefficient and generate very high levels of balanced downforce at high speed.

A nose splitter gives more downforce at the front while guide vanes near the front and rear wheels help to increase downforce with minimal drag penalty and direct air towards the all-important diffuser at the rear.

The active Airbrake is another innovation that made its debut on the F1 supercar and was also incorporated into the SLR. It deploys hydraulically under braking, or when the driver wants to trim the car for increased downforce by using a switch on the Active Dynamics Panel.

Under braking, a piston operated by transmission hydraulics raises the Airbrake to a certain angle. Once a small amount of wing angle is pushed into the airflow, the centre of aerodynamic pressure forces the bottom of the 'wing' back. In this way, it raises the airbrake to maximum angle using the 'free' airflow rather than relying on another mechanical device.

The Airbrake moves the centre of pressure of the 12C rearwards, whereas it would normally move forward under braking. It improves yaw stability under braking and allows the brakes to work more effectively due to increased downforce. It is also a weight-saving solution that took almost 50 per cent of weight out of the mechanism.

Overall, the 12C is lower, shorter and narrower than key competitors, but has much shorter front and rear overhangs due to its longer wheelbase - a layout that promotes stability and assists handling response.

Inside: it all starts with the driver
Packaging was fundamental to the McLaren MP4-12C design challenge. Externally, the car had to be compact, yet internally it had to offer an unparalleled driver and passenger environment where comfort and driving enjoyment at all levels were not compromised.

But the creativity of the interior design itself aimed to set new standards. The whole focus is on making the 12C cockpit a uniquely comfortable and functional space. The design offers a symmetry that wraps around the occupants and makes them feel not only physically, but also emotionally comfortable.

The interior is extremely space efficient and is designed to accommodate 98th percentile adults in comfort. This has been partly achieved by the 7 inch touch screen telematics system oriented in 'portrait' mode. This is a first for the automotive industry and is more intuitive than 'landscape' orientation - we read down a page and our mobile telephones and other personal information devices are configured this way.

This is one of the many reasons the 12C design is able to buck the trend towards ever wider sporting cars. The innovative information centre provides all normal telematics functions such as audio, navigation and telephony, while providing some new features never before seen in a car. Meridian, the renowned producer of state-of-the-art sound systems, is developing its first ever in-car system for the 12C.

McLaren designers paid great attention to all-round visibility for both safety and driving precision.
The low cowl gives a full six degrees downward vision from eye height and, importantly, allows the driver a clear view of the front of the car. The view of the top of the front wings, with the highest point positioned directly above the centre of the wheel, also facilitates perfect placement of the 12C in a corner. Rear vision is excellent too and an internal buttress with a rear three-quarter glass provides a clear rearward view.

The steering wheel is probably the most important sensory item for any driver. Apart from the feel and feedback from the front wheels, the actual grip and design of the wheel itself is paramount. The steering wheel is 'clean' - there are no buttons to distract the driver. It also needs to be small and very tactile.

McLaren designers and engineers found the solution to the steering wheel design challenge under their own roof. Having employed an advanced and compact airbag, the steering wheel design was then inspired by McLaren's racing expertise.

The steering wheel grip of the 12C is as technically precise as a McLaren racing driver's wheel.
This is because past Formula 1 championship-winning drivers' grips were modelled and scanned and the most effective feel and thickness of their wheels was replicated for a high performance road car.

Such attention to detail is to be found throughout the McLaren 12C's interior and the car does not suffer an over abundance of switches, knobs and dials.

The layout and ergonomics of the interior are aided by the 12C's packaging. The driver and passenger sit closer together, giving the driver a better feeling of control for placing the car on the road accurately as well as leaving more room between the driver and the door panel. This allows not only more space for arm movements during hard driving, but also provides space for an additional 'door console'.

Like the McLaren F1, the driver has controls on both sides, which allows for a rational positioning of switches:
    * Climate controls on each door console
    * Telematics on the upper centre console
    * Active Dynamics Panel on the middle centre console
    * Transmission and minor controls on the tunnel console
    * Trip computer and cruise controls on steering column

As such, all groups of controls have their own place and are accessible within a hand's distance from the steering wheel. The instrument cluster has a large central tachometer and digital speed readout. Behind the steering wheel (and moving with it) is a Formula 1-inspired rocker for changing gears. It has been engineered to deliver a Formula 1 haptic. The science of haptics has been applied to all the controls in order to generate a consistent and high quality feel. All the controls are bespoke, designed exclusively by McLaren, and not a single one has come from the parts bin of another manufacturer.

The Active Dynamics Panel provides two rotary switches and four push buttons:
  • 'Start/Stop'
  • 'Active' activates all the dynamic controls.
  • 'Winter' sets powertrain, suspension and electronic aids to maximum driver support.
  • 'Launch' initiates the launch control system.
  • The two rotary switches control 'powertrain' and 'handling', each having three position settings for normal, sport and high performance driving modes.
  • 'Powertrain' changes throttle response, gearbox strategy, shift times and impulse (how much one can feel the gearchange). The coaxial 'Manual' button controls use of manual gearbox functions.
  • 'Handling' changes stability control, steering weight, suspension firmness and roll stiffness. The coaxial 'Aero' button allows the driver to deploy the airbrake for increased downforce.

The supportive, light weight seat is comfortable and electrically-adjustable for height. There is plenty of stowage space in the car with a shelf behind the seats big enough for small bags and a 'floating' centre console that leaves space beneath for a large storage container.

The interior's simplicity belies a world-class level of comfort and safety features that will include a full quota of airbags, fully automatic dual zone climate control, sophisticated telematics and audio systems, parking sensors, trip computer, cruise control and electric memory seats.

Testing and simulation
McLaren has developed one of the most sophisticated driving simulators in the world. It is an immensely powerful tool that can be used to predict handling, performance, and a multitude of other dynamic properties.

The simulator was initially designed to improve the performance of the Formula 1 cars. But it has also been used intensively in the design and development process for the 12C, where modelling offers the opportunity to test likely outcomes without having to build a component that might turn out to be inadequate. It saves both money and time and it is perhaps the most effective technology transfer from Formula 1 to road cars; the handling and suspension of the McLaren MP4-12C was developed using exactly the same tools and techniques as the McLaren Formula 1 cars.

The crash test requirements are a good example of how simulation helps speed up development. Long before the first Carbon Mono Cell had been constructed, the design had been through hundreds of passive crash test simulations. When the time came to submit a real world crash test, the 12C passed with flying colours.

Simulation didn't stop at the design stage. Although over 20 prototypes have been built for an exhaustive test programme around the globe, the simulator remains a key tool and a differentiator from most competitors.

Different engineering teams have cars undergoing specialized testing including hot weather in Bahrain in the height of the 2009 summer, cold weather testing in the Arctic, engine development, gearbox calibration, electrical testing and ride, handling and durability programmes.

Before the first prototype was available, the dynamic test team, aided by professional racing driver and McLaren test driver Chris Goodwin, tested early parts on the simulator as well as a development chassis and various engine mules. When dynamic testing started, development and constant refinement of engine, gearbox, tyres, aerodynamics, braking, steering and suspension began in earnest to match all projected values and targets.

The testing programme moved into a more 'aggressive' phase following the principles of Formula 1 testing where a car and dozens of people maximise track time during the day and work on improvements overnight. The principle is 'why test one thing when you can do ten'. Prototypes went to a test track for six weeks with all the experts and suppliers. The car followed a rigorous regime of testing almost 24 hours a day, seven days a week for six weeks. This turbocharged programme accelerated the development time.

The production process for the McLaren MP4-12C will enable McLaren to build on its recent success of record production volumes and quality for a luxury supercar with the SLR.
The McLaren Production System brings a large scale lean production mentality into a small-scale, flexible operation. The process is championed by Production Director, Alan Foster's experiences at Japanese and European car manufacturers.

12C volumes remain low, but  require a change of mindset for McLaren's production line teams as the company moves to higher volumes. But the build process still focus on craftsmanship, a hand-built philosophy but with a lot of science behind it. Quality gates ensure that a car cannot leave a work station until everything is completed perfectly.

McLaren  maintain its high standards of final approval before a car can be released.
The build of prototypes has already proven the robustness of this approach because investment in the manufacturing assembly fixtures that actually be used in production has already prepared the team and shown the build process to be on track. The 12C station cycle times have already been reduced by almost a further 20 per cent through knowledge gained from building the prototypes. In short, the risk has been removed from the production process so that final production quality will be guaranteed.

Aftersales, retail distribution, personalisation
Not only is McLaren establishing a new company, a new production plant, an all-new high performance sports car engineered and developed in house.. it's also building a global network of retail distribution partners.

This small number of super operators deliver the dedication and purposefulness necessary to ensure an ownership experience for the 12C that is as good as the car itself.

Ease of repairability, low-cost of servicing and maintenance, and availability of parts are of paramount importance to this customer relationship and have been key targets since the beginning of the 12C project. McLaren aims to offer segment leading performance here too. The principle being that a high performance sports car should not just be a pleasure to drive, but also to own; a car that is efficient to run and own retains its residual value and ensures its owner becomes a repeat purchaser.

Early planning indicates that 25 per cent of sales made in the UK, 25 per cent in the USA and the remainder to the rest of the world, notably Germany and mainland Europe, the Middle East and some Far Eastern countries. Though the McLaren MP4-12C has a comprehensive standard specification, customers for such an exclusive car want to have the ability to specify bespoke items, interiors and special equipment for their own car. McLaren has extensive experience of meeting these needs for McLaren F1 and SLR customers.
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Thursday, November 1, 2012

Lamborghini Gallardo LP560-4, 2013

  • Lamborghini Gallardo LP560-4, 2013

At the 2012 Paris Motorshow Automobili Lamborghini is presenting the most successful super sports car of its entire history with a new design - even more aggressive, and more extreme: the new Lamborghini Gallardo LP560-4 and the LP570-4 Edizione Tecnica. The new Gallardo LP560-4 - equipped with permanent four wheel drive- has a new front end and a new rear, while top models in the Gallardo line-up,the LP570-4 Superleggera and the LP570-4 Spyder Performante, will be offered also as the further enhanced Edizione Tecnica. The six models of the Gallardo family are now clearly differentiated and can be customized perfectly to suit every type of driver.

The new Gallardo models will be available at Lamborghini dealerships from November 2012.

The new Lamborghini Gallardo LP560-4
The unique design with its razor-sharp lines is one of the key factors in its great success worldwide. Nearly 13,000 units have already left the Sant'Agata Bolognese factory.

The Gallardo design has now been further accentuated in the new Lamborghini Gallardo LP560-4. The new front end is characterized by triangular and trapezoidal forms - two shapes that are highly typical of the Lamborghini design language. Divided by diagonal elements in body color and in black, the overall look of the front end is broader and more forceful, giving it an even stronger bond with the road.

To complete the new look larger air intakes have been created ahead of the front wheels and the new 19-inch "Apollo polished" alloy wheels, painted in matt black and featuring precision-machined spokes in polished silver.

Also new is the even more dynamic rear end design on the Lamborghini Gallardo LP560-4. The triangle and trapezoid are, of course, the characteristic design elements here, too. The air outlet for the power unit now has now a wider surface area, which improves its thermodynamic efficiency. A new Style Package is available as an option and offers high-gloss black paintwork on the underside of the front spoiler, front and rear grilles and the transverse element of the rear trim to give the Lamborghini Gallardo LP560-4 an even more powerful look.

The new Lamborghini Gallardo LP570-4 Edizione Tecnica
With a more determined lightweight design, a focus on high performance and a purist look, the LP570-4 Superleggera and the LP570-4 Spyder Performante mark the very pinnacle of the Gallardo family. As Edizione Tecnica, they benefit from a further improved equipment level and an even more individual look. Features of the Edizione Tecnica include the fixed high rear wing, as well as brakes in carbon-ceramic technology. They combine low weight with outstanding fade resistance and durability. The power to weight ratio down to an outstanding 2,35 allows the car to be taken as one of the best references in the segment.

The Edizione Tecnica underscore sits very special look with three new exclusive optional color combinations, whereby the entire roof arch and front air intakes are painted in a contrast color. The available shades are: Nero Nemesis (matt black) body with Arancio Argos (orange) pillars and front air intakes, Bianco Canopus (matt white) body with Arancio Argos pillars and front air intakes, and Arancio Argos body with Nero Nemesis pillars and front air intakes.

In addition to this, all the new Gallardo models can be customized to a virtually limitless degree with the exclusive and well known: "Ad Personam" Lamborghini program.

The new LP560-4 and the Edizione Tecnica for the LP570-4 Superleggera and Spyder Performante, underline - even in terms of design - the differences in mechanical and driving experience among the four-wheel drive versions of the Gallardo range.

In fact, beside the Gallardo four-wheel drive, the two-wheel drive Gallardo LP550-2 in Coupe and Spyder format are still available. With its purist rear-wheel drive, it appeals to drivers that prefer a highly active and engaged driving style. The Gallardo LP550-2 offers the unique design and performance of a Lamborghini in a simple and uncomplicated form.
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Citroen DS5, 2012

  • Citroen DS5, 2012
Building on 90 years of innovation, the Citroën brand has extended its product offer and developed a new line to stand alongside its main range: the DS line. Today comprising the Citroën DS3 and DS4, the DS line targets customers looking for radical and assertive cars and seeking a resolutely modern approach to premium products.

The Citroën DS5, set for launch in late 2011, is a new phase in the development of the DS line. The innovative and visionary model fits perfectly with the brand's "Créative Technologie" baseline and features even bolder choices in style, architecture, sensations and refinement. The Citroën DS5 experience is about fully embracing the pleasure of driving an outstanding vehicle. A singular creation, the Citroën DS5 surprises and appeals with:
  •     its styling: boasting an audacious body and inspired style, the DS5 is an aerodynamic sculpture that expresses the finest in Citroën expertise. It features authentic materials including club leather and aluminium, together with unique upholstery such as the "watchstrap" seats that embody the finest in French-style luxury. Extraordinary, bewitching and attractive, the Citroën DS5 appeals, naturally.
  •     the intelligence of its design: the Citroën DS5 is an extraordinary vehicle that proposes a new take on the premium segment while combining compact body dimensions with a spacious interior. It goes beyond traditional compromises between aesthetics and user features, marrying driving pleasure with shared well-being.
  •     its technologies: it also features the finest Citroën technology, including intelligent traction control, a second-generation lane departure warning system, automatic activation of the high-beam function depending on surrounding traffic, head-up display in colour on a blade, and a reverse parking camera. The Citroën DS5 will also be the brand's first model available with Hybrid4 full-hybrid diesel technology, combining strong performance (200 bhp, four drive wheels) and all-new driving sensations (electric power in the city, acceleration boost in "Sport" mode) for CO2 emissions of just 99 g/km.
  •     its road performance: like the Citroën DS3 and DS4, the DS5 offers a dynamic yet serene drive in all circumstances. The car's unique road feel gives drivers the feeling that the wheels are at their fingertips.
  •     its spirit: with its strong emotional content, the Citroën DS5 invites passengers to take part in an amazing onboard experience, with a cockpit-inspired driver's station where dream and reality meet.

The DS line, comprising the DS3, DS4 and DS5, is produced in France and sold internationally. The Citroën DS5 will be launched in Russia, Latin America and China in 2012.

Innovative and visionary, the Citroën DS5 openly states its difference. It is an object of pleasure, an emotional vehicle that stirs the imagination, transforming each trip into a unique journey.

An aerodynamic sculpture
The Citroën DS5 had a bold source of inspiration: the C-SportLounge concept car. The objective for the Marque was to go even further with the real production vehicle.

The Citroën DS5 surprises. By its style, by its singular proportions and by its instantly recognisable silhouette. The one-in-a-million body looks like a shooting break possessed by the spirit of a Gran Turismo.

A unique creation, the Citroën DS5 is an aerodynamic sculpture made of now flowing now taut lines, promising the onlooker an amazing drive.

The front end instantly identifies the Citroën DS5 as a member of the DS family with an oversized air intake, a wide, chrome-plated grille housing the chevrons, and an incisive gaze underscored by the LED light signature.

The Citroën DS5 fully expresses its personality in profile. The body exudes vitality and the promise of a well-appointed interior. The sculpted sides catch the eye and create a play of shadow and light. The light is reflected by a slender chrome sabre running from the tip of the headlamp to the front windows. The sabre, cast in one piece, signs the exterior styling of the Citroën DS5. The shadow of the flanks is cradled in the recessed curves of the rear wing, a distinctive characteristic of DS line vehicles.

The rear view further underlines the rank of the Citroën DS5 on the road. The car sits squarely on wide tracks, underlined by twin exhaust pipes built into the rear bumper and highlighted by a rear signature of six light guides.

The design approach of the Citroën DS5 combines these good looks with aerodynamic efficiency. The side air intakes on the bumper visually widen the front end while channelling the air flow around the wheels. The one-piece polycarbonate quarter-light features built-in aerodynamic deflectors. The result is an extremely aerodynamic design, with a Cx of just 0.29 and an SCx of 0.69 m2.

Powerfully bewitching with its sharp gaze, amazingly attractive with its refined detailing, and definitively extraordinary with its daring silhouette, the Citroën DS5 appeals, naturally.

Elegance down to the last detail
The body is cloaked in an alternation of chrome-finished details (side strips, double tail pipe, sabre) and gloss blacks (front and rear bumper strips, window weather strips), together with generously sized diamond-effect alloy wheels (from 16 to 19 inches) whose design expresses movement.

The Citroën DS5 is available in eight body colours, and the chrome work also comes in a smoked version called "Dark Chrome".

Charismatic cabin
Charisma and appeal are in abundance inside. The Citroën DS5 expresses its singularity with a uniquely styled cabin, inspired by the world of aviation and fully delivering on the promise of the exterior styling.

The cockpit roof is the most symbolic feature. A new interpretation of the sunroof adapted to the Citroën DS5 universe, the cockpit roof is divided into three wells of light (0.58 m2 of glazed area), each one of which can be covered individually, and creates an original light signature day and night.

The driver-focused driving position combines the posture of a coupé with the style of a Gran Turismo. Highlights include a wraparound dashboard, vertical steering wheel with a broad wheel centre, driver-oriented information, and a wide central console with a small gear stick positioned in the natural continuation of the driver's forearm.

The main controls are grouped in the centre of the vehicle in two central consoles, one positioned lower down and one on the ceiling, equipped with buttons, thumb wheels and special toggles, to be handled with a pilot's touch. A feast for the imagination.

The Citroën DS5 also benefits from Citroën's finest expertise in quality and refinement. It boasts authentic, premium materials such as finest-grain club leather and aluminium touches, some with a rubbed finish. The seat upholstery - including "Sportlounge", combining vitality with refinement, and "Watchstrap", a true signature of the DS line - is unique on the market. The specially designed central console uses multiplex technology that offers considerable stylistic liberty. Citroën expertise is visible in the great care paid to each detail.

Motorists increasingly are looking for cars that are easy to use day to day while fully delivering on driving pleasure. The architecture of the Citroën DS5 was designed to reconcile fun at the wheel with comfort, and aesthetics with practicality.

Compact and roomy
The Citroën DS5 is an outstanding car with an intelligent design that transcends the usual compromises between driving pleasure and shared well-being. This daring challenge was met with out-and-out success.

    At 4.53 m long (25 cm shorter than a Citroën C5 saloon), 1.85 m wide and 1.51 m high, the DS5 is sleek and compact. This compact design brings two advantages: more agility and responsiveness but also improved fuel consumption and lower CO2 emissions.
    The compact exterior in no way undermines cabin comfort. On the contrary. The Citroën DS5's generous boot volume, of up to 468 litres VDA, rivals that of a Sportwagon. The DS5 also has five real seats, five doors and saloon-like rear accessibility and spaciousness.
    Alongside the usual storage areas, including the glovebox and those in the door panels, the central console has a 13-litre double storage compartment under the armrest. The upper part of this compartment features Jack and USB sockets for connecting mobile devices unobtrusively. The lower part, cooled and lighted, can hold a 1.5-litre bottle. The upper console on the cockpit ceiling includes two eyewear storage areas that push open, while the driver gets a storage compartment located next to his or her left hand.

A show on the road
Cabin lighting plays a key role in the Citroën DS5 onboard experience. The LED-based interior lighting gradually lights up the cabin. The driver simply pushes the hands-free start-up button to bring the cabin to life. The transparent colour head-up display is deployed to display essential driving information, the three digital pads and instrument cluster needle spring into life. The ambient lighting creates a display of intermittent reds and whites around the driving position: red for the "radio" and "navigation" zones and the door-opening controls, and white for the cockpit console, air conditioning and hybrid thumb wheel… You're already on the road.

A velvet-smooth atmosphere
The amazing experience on board the Citroën DS5 is also a result of the velvet-smooth atmosphere, with cushioned, dull sounds. Acoustic treatment on the DS5 is similar to that of other recent Citroëns, with excellent insulation from exterior noise, filtered road noise and suppressed wind noise.

To achieve this result, soundproofing and sound absorption applied as close as possible to the sources of the noise. Each part of the Citroën DS5 was acoustically treated:
  • The body and opening panels (stiffness, polycarbonate rear quarter-light, laminated side windows, reinforced structure of windscreen pillars).
  • The engine compartment (absorbent material in scuttle vent, on mud flaps, suspension support, brake amplifier, engine shield).
  • The cabin (absorbent material in dashboard, air conditioning, entire air extraction system, upholstery sealing).

Onboard technologies
Together with comfort equipment, including dual-zone automatic air conditioning with three air flow levels (soft, medium, intense), the Citroën DS5 is available with a comprehensive range of audio and telematics equipment to enhance travelling comfort:
    The USB and Jack connection are built in to the central armrest, for connecting mobile devices unobtrusively. The mobile device is then controlled using the audio system controls. The Citroën DS5 is also available with a 12V socket located behind the central console.
    The audio system features ARKAMYS acoustic processing software for spatialised sound, producing authentic sound and distributing it evenly throughout the cabin.
    For even more impressive musical sensations, a high-end hi-fi system has been developed with DENON. Comprising ten speakers (including an amplified subwoofer in the boot, a central channel in the dashboard and two tweeters in the rear doors) and a digital amplifier, the new system creates a vast sound landscape in the cabin that is well-positioned, consistent and true to the recordings. It reproduces extreme low bass, treble and low medium sounds as faithfully as possible.
    The Citroën DS5 can also be equipped with the latest-generation in-car MyWay navigation. The system includes a high-resolution 7-inch colour widescreen, internal memory where mapping data is stored, speed limit sign reminders, and Bluetooth audio streaming for listening to music files stored on mobile phones.

Accessories for enhancing car travel
The Citroën DS5 is available with a range of accessories for enhancing car travel:
  • A 230 V/USB socket is available on all trim levels for charging laptops, musical devices, cameras and mobile phones.
  • Citroën WiFi On Board enables passengers to use the web during car travel. The WiFi box features a wireless connection for four devices simultaneously and works with the SIM card of the customer's internet 3G/3G+ key subscribed with the operator of their choice. Passengers can use the web connection to access their emails, instant messaging services, practical information and online games, all at the same time.
  • A multi-player Philips DVD equipped with two independent attachable screens ensures relaxed long journeys while bringing entertainment to the rear passengers.
  • Lastly, a multimedia support compatible with most screens measuring up to 13 inches or 330 mm (ideal for iPads, DVD players and Netbooks) can be fitted on the stalks of the front headrest and inclined for enhanced viewing comfort.

The Citroën DS5 features the very best in technology to provide an easy and relaxed drive combined with satisfying at-the-wheel sensations.

Technology for driving
For stable and efficient road manners, the Citroën DS5 is fitted with electronic brakeforce distribution, emergency brake assist and ABS, as well as a new Citroën innovation, intelligent traction control, combined with ESP for optimum vehicle control in the most delicate driving situations..

The DS5 is also equipped as standard with the Citroën eTouch service to remain connected in all circumstances. eTouch is a secure and free system available 24/7 using a built-in SIM card, notably including localised emergency and assistance calls (depending on country) to get the emergency services to the car as quickly as possible in the event of an incident or accident. Citroën eTouch features two additional services via the web: a virtual maintenance manual, for alerts on mechanical or safety incidents and information on upcoming servicing, and an eco-driving service, for monitoring fuel consumption and CO2 emissions.

In true Citroën spirit, the DS5 is a concentrate of simply obvious technologies. It was designed with useful and intuitive innovation in mind to make driving easier. Together with tried and tested technologies such as hill-start assist, an electric parking brake, parking assist and a programmable speed limiter-cruise control, the Citroën DS5 is fitted with:
  •     automatic high-beam lamps. A miniature camera built into the interior door mirror processes the images received to manage the automatic high beam lights, switching them on and off as necessary, in line with ambient lighting and traffic conditions, for stress-free driving at night.
  •     a second-generation lane departure warning system, with enhanced predictive capabilities. Lane departures, signalled via a vibration in the driver's seat, are detected by a miniature camera built in to the rearview mirror and road-line recognition technology based on digital imagery. This technology is used to counter the problem of drowsiness at the wheel.
  •     colour head-up display. A transparent blade, rising up when the car is started, projects essential driving information (speed, speed limiter-cruise control settings and navigation settings) in the driver's direct line of sight. For Hybrid4 models, when the vehicle is running without consuming fuel, the display changes colour from white to blue, encouraging an ecological driving style. Drivers are left to concentrate on the essential.
  •     reversing camera. Working with the MyWay navigation system, the reversing camera sends a colour image to the navigation screen. Using visual markers (red lines for the limits of the rear bumpers and blue lines for maximum wheel turn), drivers can manoeuvre their vehicles in complete safety.
  •     fog lamps with static cornering lights. This system adds an extra beam when cornering to increase visibility of the inner part of the bend or intersection by up to 75° to the left and right of the car. This equipment springs into action automatically when the driver uses his indicator or when the steering wheel turn exceeds 60°.
  •     hands-free access and starting. Drivers enter and start their vehicle with simple, intuitive actions while keeping the key on their person. The electronic key is detected when approaching the vehicle, the doors open and close with just the slightest brush against the handle, and the car starts with a simple push on the START button.

Dynamic road performance
The Citroën DS5 provides all-new driving sensations with a unique at-the-wheel experience combining dynamic handling and ride comfort:
  • The springing and damping settings provide a perfect "read" of the road while remaining easy to control. The dynamically tuned Citroën DS5 gives occupants the impression of being glued to the road while bringing passengers a feeling of safety in all circumstances.
  • The precise and direct steering of the Citroën DS5 contributes to the car's dynamic feel. With hydraulic electric pump assistance, it offers a gradual and hearty response without being too delicate, especially on straight lines.
  • Lastly, along with active safety equipment (EBD, EBA, ABS, ESP, intelligent traction control), the Citroën DS5 has powerful brakes with a firm response, thanks in particular to 340 mm-diameter front brakes on most versions.

Four fuel engines
The third model of the DS line will be available on launch with two Euro V diesel engines equipped with particulate filters: the e-HDi 110 Airdream (EGS6), with new-generation Stop&Start micro-hybrid technology reducing CO2 emissions by up to 15%, and the HDi 160 (6-speed manual or 6-speed automatic), boasting remarkable performance for a pleasant and safe drive.

The Citroën DS5 is also powered by two turbocharged petrol powerplants with direct injection, both of them Euro V compliant and developed with BMW: the THP 155 (6-speed auto) and the THP 200 (6-speed manual). The THP 200 offers a remarkable drive with power of 147 kW and maximum torque of 275 Nm at 1,770 rpm.

The first Citroën with Hybrid4 technology
The DS5 is the first Citroën fitted with full-hybrid Hybrid4 technology combining the on-road performance of an HDi diesel and the efficiency of electric power. The system provides heady driving pleasure - with 200 bhp, four drive wheels, electric mode in cities, accelerator boost - along with extra low CO2 emissions, at just 99 g/km.

The originality of the Hybrid4 system lies in a blend of several technologies:
  • a 2.0 HDi 160 DPFS internal-combustion engine,
  • Stop&Start system with a second-generation reversible alternator,
  • automated 6-speed manual gearbox with optimised shifts,
  • permanent magnet synchronous motor located on a special multi-link rear axle developing power of 27 kW (37 bhp),
  • the Power Train Management Unit, which automatically manages the settings of the two engines with a view to reduced fuel consumption.
Hybrid4 technology offers several different driving settings. Using the thumb wheel on the central console, drivers choose from one of four modes: Auto, ZEV, 4 Wheel Drive and Sport.

    "Auto" is the default setting. To optimise fuel consumption it automatically handles switches between the fuel engine and the electric motor.
    "ZEV" (for Zero Emission Vehicle) is for driving with the electric motor only, for speeds of up to 60 km/h. Range in ZEV mode is between 2 km and 3 km, after which the car automatically switches back to "Auto".
    "4 Wheel Drive" is used when drivers need enhanced grip at low speeds. The front wheels are powered by the internal-combustion engine and the back wheels by the electric motor. Ideal for tough ground and low-grip situations such as snow, mud and sand.
    "Sport" provides extra responsiveness and vitality by making maximum use of the electric motor on top of the fuel engine. Accelerations and gear changes are revitalised by an electric "boost".
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