Audi A3, 2013

 

 

 

 

•  Audi A3, 2013

In 1996, Audi launched the premium compact segment with the A3 - now the third generation of the successful model is ready at the starting line. The new A3, which will debut at the 2012 Geneva Motor Show, is a high-tech car full of innovations in all areas. Versions with hybrid and alternative drive systems such as natural gas and Audi e-gas are currently in development. A version with an exceptionally efficient 1.6 TDI engine will launch on the market in 2012; it consumes just 3.8 liters of diesel/100 km (61.90 US mpg), which is equivalent to 99 g/CO2 (159.33 g/mile).

Audi ultra lightweight technology has helped to trim weight in the body of the appealing three-door car - compared to the previous model, the new A3 is now 80 kg (176.37 lb) lighter. The chassis is tuned for a sporty and agile driving style. The engines are powerful yet highly efficient, the interior offers an ambience of dynamic style. In driver assistance systems and infotainment, the new A3 offers a portfolio of technologies that redefines standards in the segment.

The car's styling visualizes the sporty character of the new A3; it gives the 4.24 meter (13.91 feet) long three-door model a powerful stance on the road. Sharp edges provide the outlines for dynamically curved sheet-metal surfaces. The overall vehicle length was kept identical to the previous model, while the wheelbase grew to 2.60 meters (8.53 feet), and the angle of the C-pillars was made low like that on a coupe. The single-frame radiator grille that is typical of Audi dominates the look of the front end. As an option, Audi can supply headlights in xenon plus technology together with LED daytime running lights; in this case, the taillights are also equipped with LEDs. Later on, full LED headlights will extend the range of features - and will be a first in the compact car segment.

Audi's consistent application of its ultra lightweight construction principle has produced a new A3 1.4 TFSI that weighs just 1,175 kg (2,590.43 lb) - making it significantly lighter than cars of the competition. The front fender and engine hood are made of aluminum; the car body also integrates a high share of ultra high-strength and hot-formed steels.

The completely redesigned interior of the Audi A3 appeals with the horizontal lines of an instrument panel that appears to float, trendsetting quality of materials and workmanship as well as clear ergonomics. The four round air vents, elegant control panel of the standard air conditioning system and the instrument cluster are all highlights here.

The color display of the driver information system (standard on the Ambition and Ambiente equipment lines) presents graphics in highly detailed 3D images.

The electrically retractable MMI monitor - with a seven-inch diagonal in the top version - is only eleven millimeters thick (0.43 inches). The new electromechanical parking brake creates space on the console over the center tunnel for the terminal of the optional MMI operating system. In its full version - MMI navigation plus with MMI touch - the upper side of its rotary pushbutton is designed as a touchpad - another ergonomic innovation. The driver can input letters and numbers by finger motion as in the Audi full-size class.

Audi is offering the Attraction, Ambition and Ambiente equipment lines as selections on the new A3; they let the customer choose the specific vehicle character they are looking for. Designers have developed attractive colors and materials for each of the versions. Customers can choose from among many sporty and convenient options that extend up to adaptive lighting, magnetic ride suspension and a panoramic glass sunroof.

Other technical area in which the new Audi A3 is extending its leadership role is in its new high-performance driver assistance systems. They range from radar-assisted adaptive cruise control to Audi side assist, Audi active lane assist, traffic sign detection, park assist and the Audi pre sense basic safety system. None of our competitors offers a similar portfolio of such systems.

In the infotainment area too, the innovative modular architecture hosts a whole array of components. It includes the sound system from Bang & Olufsen and MMI navigation plus. They are ideally complemented by the Bluetooth online car phone with WLAN hotspot. It gives passengers access to the Internet while traveling; for the driver, there are customized online services that make up the Audi connect package. The new Audi A3 will launch with three four-cylinder engines, all of which are essentially new developments. The two TFSI engines and the TDI work with 1.4, 1.8 and 2.0 liters of displacement. Their power levels are 90 kW (122 hp), 132 kW (180 hp) and 110 kW (150 hp). Compared to the previous model, fuel economy of the new A3 was improved by about 12 percent on average - with some engines the savings are even greater.

The 1.8 TFSI operates together with a standard seven-speed S tronic; the 1.4 TFSI and 2.0 TDI are paired with a six-speed manual gearbox. In each case, engine power is always transferred to the front wheels; quattro permanent all-wheel drive - and other engines, including a 1.4 TFSI engine with innovative cylinder on demand technology from Audi - will follow over the course of the next few months.

The chassis of the new A3 combines sporty driving fun with good comfort and impressive stability. The wheel suspensions form the foundation here, and the finely tuned power steering system has a highly efficient electromechanical drive. The ESC stabilization control integrates the electronic limited slip differential - which makes handling even more fluid and safe at performance limits when driving through curves.

The optional Audi drive select system (standard on the Ambition line) lets the driver vary the operating modes of key components - such as steering, the accelerator pedal and transmission characteristics (with S tronic) - for a customizable driving experience. It also incorporates the optional adaptive shock absorbers; they utilize magnetic ride technology from Audi. Wheels range from 16 to 18 inches in diameter.

The new Audi A3 will go on sale in the spring, and first deliveries to customers will be this summer. The base price of the A3 with the entry-level engine, which will follow around the end of the year, will be 21,600 euros in Germany.

Exterior design
The new Audi A3 was designed with succinct lines, and its dimensions are compact. Its length of 4,237 mm (13.90 feet) and height of 1,421 mm (4.66 feet) are practically the same as on the previous model. And yet its proportions are sportier: The car's wheelbase grew by 23 mm (0.91 inches) to 2,601 mm (8.53 feet). Its front overhang is now shorter, and its width increased by 12 mm (0.47 inches) to 1,777 mm (5.83 feet).

The A3's progressive formal language visualizes all of the passion with which Audi engineers produces automobiles. The defining element at the front is the very sculptural single-frame radiator grille with its six corners; the engine hood continues its lines. Large air intakes at the front reflect the power of the engines.

The headlights are flat and integrate a wave-shaped lower edge. As an option, Audi can deliver xenon plus units; the LED bands that form the daytime running lights make the A3 unmistakable - especially at night.

On the sides of the body, the sharply delineated tornado line - another classic element of Audi design - gives structure to the area below the windows. Above the side sills, this dynamic line rises sharply upward.

Dynamically flared metal surfaces and large wheel arches lend a powerful appearance to the new Audi A3. The low angles of the slender C-pillars and the roof that sweeps back into a modest spoiler convey the sporty look of a coupe.

Styling at the rear with the spoiler edge above the diffuser emphasizes the width of the new premium compact. The split taillights - in LED technology when equipped with xenon plus headlights - show a variation on the inner architecture of the front headlights. The trunk lid has a sculpted, three-dimensional look. The new A3 sports either one or two tailpipes on the left side in its diffuser insert, depending on the engine type.

13 paint colors are available, and an optional high-gloss package offers visual highlights. The S line exterior package with its distinctive accents will appeal to sport-oriented customers in particular.

The Audi ultra lightweight construction principle
Ultra lightweight construction has long been a success formula and a hallmark of the Audi brand. By no means is it limited to a specific material; instead, the motto is: "The right material in the right place for optimal function." True to this maxim, engineers developed a multi-material body for the new A3.

Components made of form-hardened and hot-formed steels form a strong structure in the underbody area, A- and B-pillars and the roof arch. In many other body areas, high-strength and ultra-high-strength steel grades are used. The engine hood and fenders are made of aluminum, which saves over nine kilograms (19.84 lb) in weight.

The lightweight body and downsizing engines produce large secondary effects in the overall vehicle; many components of the chassis, the exhaust system and interior have reduced weights. The A3 1.4 TFSI weighs just 1,175 kg (2,590.43 lb) - which is 80 kg (176.37 lb) less than the previous model and sets an impressive standard in the premium compact class.

The body of the Audi A3 exhibits other strengths. It has a high degree of impact safety; it is rigid and acoustically comfortable; a sound-insulating windshield is standard equipment, and numerous other measures were taken to reduce interior noise in the new A3, even at high speeds.

Aerodynamic refinements, including a covered underbody and engine compartment, result in a low Cd value of 0.31.

Interior and equipment
The sporty-progressive lines of the exterior are also reflected in the interior of the new A3. As in large Audi models, the cockpit wraps around the driver in a curve. The instrument panel is slender and level; it appears to hover above the visually lightweight centre console that is angled towards the driver.

The high-end impression conveyed by the interior of the new A3 was created by the capable hands of Audi designers who selected its colors and materials, and it is a reflection of the Audi's stringent quality standards. The interior layout is different for the different equipment lines - Attraction is the modern, Ambition the sporty and Ambiente the luxurious variant.

Audi delivers the interior in the quiet colors black and titanium gray; as an alternative, fresh accents are created by pashmina beige, chestnut brown and capri orange. There are optional seat covers in different qualities of leather and a leather/Alcantara variant. The S line sport package offers many exclusive details and a black look throughout the interior. The Audi design selection capri orange opens up a new, highly contemporary color world.

The rear seating area of the new Audi A3 offers space for three persons, and easy entry is a standard convenience feature. The newly developed front seats offer excellent support and contours; their low mounting positions emphasize the sporty character of the three-door car. The driver takes a seat behind a new steering wheel design that has three or four spokes, depending on the equipment line, and shift paddles; multifunction keys are available as an option.

Fine details highlight the interior. The four large, round air vents in jet design are classic elements, and they serve a secondary innovative function: Simply by pulling the nozzle along its axis, the air stream can be adjusted from draft-free wide dispersion to a directed stream of ventilation air. The air conditioning control panel has a fascia in Piano finish black.

The new type of molded decorative panels on the contoured front of the instrument panel and in the doors can be delivered in aluminum as an option.

Intuitively simple user interfaces - this is one of Audi's competence domains. All of the buttons, switches and controls are positioned precisely where one expects them. The display of the driver information system (in color on the Ambition and Ambiente lines) positioned between the two large round instruments shows all key information, some in richly detailed 3D graphics - which generates a fascinating effect.

The trunk of the new Audi A3 offers a basic capacity of 365 liters (12.89 cubic feet); cargo capacity grows to 1,100 liters (38.85 cubic feet) when the split rear seatbacks are folded. The cargo floor can be placed on two levels - either for maximum volume or alternatively as a level cargo floor. As an option, Audi can supply a load-through hatch with ski sack, a reversible mat and a storage package for the interior and the trunk.

In all equipment lines, the new Audi A3 offers a standard air conditioning system with manual control, height adjustable front seats, on-board computer with efficiency program and a full package of safety restraint systems; the seven airbags include a knee airbag for the driver. In the A3 Ambition, standard features include front fog lights and highly adjustable sport seats.

Audi also offers many attractive extras. They include the LED interior lighting package (standard in the Ambiente), a panoramic glass sunroof, sport seats, heated seats, convenience key for keyless vehicle access, deluxe automatic air conditioning with economy mode, auxiliary heating and adaptive light for the xenon plus headlights, which can be supplemented with variable headlight range control.

The new Audi A3 arrive at dealers in Germany starting in summer 2012. The entry-level version, which will follow around the end of 2012, is listed at a price of 21,600 euros.

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Aston Martin V12 Zagato, 2013

•  Aston Martin V12 Zagato, 2013

The final design signed-off and engineering development work progressing apace, Aston Martin reveals the first images of the new Aston Martin V12 Zagato (road car) scheduled for production later in 2012.

The Aston Martin V12 Zagato is the pinnacle of the Vantage range. It is also the latest expression of a successful creative collaboration that has given rise to a series of striking GT cars over the last half-century, the original and most iconic of which being the DB4GT Zagato. Not only does this masterpiece rank amongst the most desirable, collectable and valuable cars in history, its 50th anniversary provided the inspiration for the V12 Zagato.

Though commemorating a great Aston Martin of the past the Aston Martin V12 Zagato could be no mere pastiche of the original. Instead the project was seen as the perfect opportunity to take Aston Martin's ethos of technology and tradition to a new and exciting level. To this end the V12 Zagato combines the modern ideas, materials, processes and technology pioneered on One-77, while remaining true to the purity and craftsmanship of its illustrious forebear.

For Aston Martin's CEO, Dr Ulrich Bez, the V12 Zagato is "a celebration of both Aston Martin's heritage and its future". He continues: "Our relationship with Zagato stretches back more than 50 years. Together in that time we have created a series of very special cars. The first - the DB4GT Zagato - is a true icon: fast, beautiful and incredibly desirable. In the V12 Zagato I believe we have captured the spirit of that car and combined it with a confident twist of modernity to give it a character all of its own."

Initial design concepts for the Aston Martin V12 Zagato were explored in early 2010. Inspired by Zagato's bold and individual styling signatures Aston Martin's Director of Design, Marek Reichman, and his Gaydon-based design team relished the challenge of shaping the V12 Zagato, creating a car that pushes the boundaries of Aston Martin's design language, yet pays tribute to the DB4GT Zagato. Demonstrating Aston Martin's ability to rapidly bring ideas to fruition the Zagato programme quickly gained momentum, the design team working hand-in-hand with engineers and artisans to complete the build of a pair of concept cars in the spring of 2011.

May 2011 saw the Aston Martin V12 Zagato make its world debut at the prestigious Villa d'Este concours. Entered in the Concept Cars and Prototypes class, the V12 Zagato wowed the judges and the crowd, taking first place against impressive opposition. In June the Villa d'Este winner - along with the second prototype car - made the Aston Martin V12 Zagato's world racing debut at the gruelling 24 hour endurance race held at the Nürburgring. Both cars completed the ultimate durability test, continuing Aston Martin's 100 per cent finishing record in this notoriously tough race.

After an overwhelmingly positive response from customers, the decision was made in July 2011 to build a strictly limited run of V12 Zagatos. Since then, Aston Martin's design team have worked to refine the sports car's detailing and aerodynamic performance while staying faithful to the original design concept. At the same time engineers based at Gaydon have been putting prototypes through the company's rigorous development programme to ensure the V12 Zagato performs as well as it looks.

Every Aston Martin is a unique combination of advanced materials, technology and time-honoured craftsmanship. The Aston Martin V12 Zagato takes this philosophy to a level previously seen in the company's exquisite One-77 supercar, which completes its build run this year. Built at Aston Martin's global headquarters in Gaydon, Warwickshire, production of the V12 Zagato will be strictly limited to no more than 150 cars.

Creating each V12 Zagato is a painstaking process that takes approximately 2,000 man-hours to complete. Just like the One-77, the V12 Zagato is constructed from a combination of hand crafted aluminium and carbon fibre. The bonnet, signature 'double-bubble' roof and doors are hand-crafted aluminium, while the front and rear fenders, door sills and boot lid surround are made from carbon fibre.

The finished body is then painted in the same dedicated area as the One-77. Four unique colours have been created for the Aston Martin V12 Zagato: Scintilla Silver, Alloro Green, Alba Blue and Diavolo Red. The painting process alone takes some 100 hours to complete and is followed by the marriage of the body and the drivetrain within the sports car production area. From there the V12 Zagato is transferred to the standalone facility originally built to house One-77 production, where the build is completed.

This serene, laboratory-like space is perfectly suited to the task of creating special cars such as the V12 Zagato. It is here that time is lavished upon the fitment and installation of an array of bespoke components, including the side glass and the distinctive rear window, which features a curved surface that continues the sculptural lines of the 'double-bubble' roof. All the exterior brightwork around the windows has a contemporary black finish to compliment the exposed carbon fibre components. Fitment of the hand-crafted interior and upholstery is also completed in this dedicated build area.

Like all Aston Martins when viewed as a whole the Aston Martin V12 Zagato is an artful composition of powerful lines and compelling proportions, but when viewed up close it reveals sophisticated, sculptural surfaces and jewel-like details. The exposed elements of carbon fibre on the front splitter, A-pillars, rear lamp pods, diffuser, door mirror cases and rear wing all display the same perfectly symmetrical weave and smooth resin finish. Likewise the bold new grille is formed in a unique three-dimensional composite material mesh that echoes Zagato's famous 'Z' moniker.

More delights are found inside. Seven Bridge of Weir hides - in semi-aniline finish to offer durability while preserving the natural texture of the leather - are used to trim the V12 Zagato's interior. Hand-stitched quilting of a unique design creates a flowing pattern that evokes a dynamic sense of movement across the seats and headlining, while 'Z' embroidery in the headrests and rear parcel shelf add a further flourish. Satin-finish carbon fibre on the dashboard and centre stack is perfectly complimented by piano black accents and satin black rotary switchgear. Carbon fibre sill plaques with 'V12 Zagato' inlaid metal script provide a distinctive finishing touch.

A work of art built by skilled craftsmen to be driven and enjoyed by the world's most discerning car collectors, the Aston Martin V12 Zagato is a fitting tribute to its illustrious ancestor. On-sale now priced at £330,000 (plus local taxes) the production specification V12 Zagato will be showcased at the Geneva Salon International in March 2012. First deliveries are scheduled for Autumn 2012.

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Vauxhall Astra GTC, 2012

 

 

 

 

 

• Vauxhall Astra GTC, 2012

Since the Vauxhall Astra GTC shares no body panels with either the Astra Hatch or Sports Tourer, it has a unique appearance in the range, and one which has largely stayed faithful to the stunning 2010 GTC Paris concept.

At the front of the car, a centreline crease is complemented by slim, 'eagle-eye'-style headlamps featuring wing-shaped daytime running light graphics. A chrome emblem bar running across the dramatic trapezoidal grille - mounted lower than on other Astras - completes the picture from the front.

Equally dramatic is the GTC's rear treatment. Its powerful shoulder section gives the car imposing proportions and a purposeful road presence. The line from the C-pillar wraps around the tail and the rear spoiler, which in turn integrates with the roofline. LED rear lighting - optional across the GTC range - highlights the stretched 'wing' motif created by the tail lamps.

The Vauxhall Astra GTC has a Cd figure of just 0.33.
Standard on both Sport and SRi trims are 18-inch alloy wheels, with each getting a unique design. For the first time on a Vauxhall coupe in this class, 20-inch rims are available as an option on SRi models, with 19-inch wheels a further cost option on both trims.

On the upper-spec SRi model, tinted glass is standard, while the latest generation AFL (Adaptive Forward Lighting) is optional across the GTC range.

The Interior
Despite the GTC's rakish exterior appearance, unlike many of its competitors, interior accommodation and functionality have not been compromised.

Not only can the GTC accommodate five adults, but its luggage compartment provides between 380 and 1165 litres of volume - over 200 litres more than some of the competition.

In line with the current Astra, storage volume in the cabin has also been improved by 50 per cent versus the old Sport Hatch, with items like the electronic park brake liberating space around the console in SRi models.

High quality materials feature in all GTCs, as do chrome-edged instruments in deep-set binnacles that give drivers clear and well laid-out information. Standard on all GTCs are DAB stereo and USB functionality, while SRi drivers get an onboard computer and leather-rimmed steering wheel, among many other standard items.

Two new colours - Seashell and Flaming Yellow - and a selection of new materials, bespoke to the GTC, set the car apart from others in the Astra range. Morello Red, and a new premium leather trim, is also available as an option and brings with it a six-way adjustable driver's seat.

THE CHASSIS
The Vauxhall Astra GTC's appeal runs far deeper than its rakish lines. Unlike many three-door versions of existing compact hatches, the GTC - like the Astra Sports Hatch before it - will be a standalone model in Vauxhall's range, conceived to resonate with a more driver- oriented customer base who value the way a car handles and performs as much as the way it looks.

To do this, engineers from both Vauxhall Engineering Centre at Millbrook and Opel in Rüsselsheim have developed a bespoke platform for the GTC. Key components - such as the HiPerStruts used on the front axle - have been derived from the 325PS Insignia VXR, while significant upgrades have been made to the GTC's unique Watt's link/compound crank rear end. So while the GTC line-up currently includes a broad range of engines producing from 120 to 180PS, drivers can always be assured of class-leading levels of dynamic control.

However the best chassis can only be honed through intense testing on the most demanding surfaces. Britain will be by far the biggest market for the GTC, which is why Vauxhall and Opel engineers have conducted much of their evaluation on UK roads, with their unique (and some may say diabolical) blend of undulations, cambers, rough surfaces, blind apexes and crests. The theory is this: if the GTC can work well in the UK, it will work much more effectively on other markets' roads, too.

High tech front suspension boosts GTC's appeal
From the start of the GTC's development programme the target was to deliver a driver-oriented feel to the car, and one that worked well on UK roads. "Our aim was to exceed the best in class with the GTC's dynamics," said Gerry Baker, Vauxhall Engineering Centre's chief dynamicist. "We also wanted to change the emphasis in steering and damper-feel from the regular Astra Hatch to a set-up that was more focused, yet still comfortable enough for British roads and drivers."

Much of the development centered around the introduction to the GTC of Vauxhall's HiPerStrut, a first for an Astra model. Based on the system currently seen on the 325PS Insignia VXR, the HiPerStrut uses the Astra's existing pick-up points, but reduces the kingpin inclination angle by 44 per cent and shortens the spindle length (kingpin offset) by 46 per cent versus the MacPherson strut-equipped models. This helps prevent torquesteer - a trait of many powerful front-wheel-drive cars - allowing drivers to make more use of the GTC's performance without the steering being corrupted.

Adding the HiPerStrut has also reduced the amount of camber change on the GTC's front wheels during cornering, improving grip. Steering feel is enhanced, too, helped by a reduction the steering system's friction levels. The geometry changes brought by the HiPerStruts also mean that the GTC can be fitted with wheels of up to 20-inches in diameter.

Rear suspension revisions complement GTC's ride-height & track changes
Compared with the Astra Hatch, the GTC's ride height has been lowered by 15mm, while the wheelbase has grown by 10mm, from 2685mm to 2695mm. Both tracks are wider, too, at 1584mm (+40mm) front and 1585mm (+30mm) rear.

The Astra's GTC compound crank/Watt's link rear suspension system has also been revised, with bespoke roll-stiffness and roll-centre height settings for this application. The system has many advantages over a modern multi-link design, including improved packaging, greater wheel camber stiffness and reduced suspension friction. The Watt's link also ensures that lateral stability is maintained at all times.

The Watt's link is carried on a small cross-member attached to the underside of the car, just behind the rear wheel centre line. It comprises a short, pivoting centre link with a ball joint at each end, to which the lateral links from the wheels are bolted.

In a straight line, the set up ensures excellent stability, but during cornering it minimises lateral deflection in the same way a modern multi-link system would do. Vauxhall's engineers estimate that the linkage absorbs around 80 per cent of all lateral loadings on the rear suspension. In addition, the Watt's link allows for softer bushings, which no longer have to compensate for toe changes at the rear of the car, and thus provide greater compliance and ride comfort from the rear axle.

Unique steering programme for UK drivers
Precision, Feedback & Confidence. These were the three target elements for the GTC's UK-specific steering programme. The challenge was to maintain the system's ease of use at lower speeds, but dial in a greater degree of involvement and slightly more effort at higher speeds.

The Vauxhall Astra GTC uses a rack and pinion steering system with speed sensitive assistance. But in order to provide drivers with more steering feedback, the system's electric motor is mounted directly on the steering rack, as opposed to the base of the steering column.

The key benefits of using an electric power steering (EPS) are well known. At low speeds, the level of power assistance is increased to minimise steering effort. At higher speeds, assistance is automatically reduced to ensure a high degree of steering feel for the driver. The second important benefit is that, because it does not require an energy consuming hydraulic pump and responds directly to the amount of power needed at any speed, fuel consumption is also reduced.

Flex Ride enhances GTC's driver appeal still further
Flex Ride, Vauxhall's adaptive damping system, will be available as a £790 option across the GTC range, complementing the significant revisions to the new model's chassis. FlexRide automatically adapts to prevailing road surfaces and driving styles, providing drivers with fully optimised handling, even in the event of an emergency situation.

At the heart of FlexRide is the Driving Mode Control (DMC) which oversees and executes the system's settings, allowing the car to react to sudden changes in driving style or emergency situations. For example, if the driver needs to avoid an obstacle while in 'Tour' mode - the softest of the three settings - chassis sensors convey this to the DMC and the dampers are adjusted in a split second.

Standard mode (the default setting) reacts in the same way as Tour, but when drivers select Sport they not only get stiffer dampers, but more steering effort, sharper throttle response and an instrument panel that's back-lit in red, rather than white. Each of these settings can be dialled in or out of Sport mode via the GTC's configurator.

British roads: the ultimate challenge for dynamicists!
Vauxhall and Opel engineers are making increasing use of British roads as a key part of their overall chassis development programmes. In the last three years, the Insignia, Astra, Astra Sports Tourer, Meriva, and now the Vauxhall Astra GTC, have all benefited from the UK's unique mix of road surfaces.

So what makes our roads so bad, but so good for chassis engineers?

"Our road system is like no other in Europe," said Gerry Baker. "We obviously test cars in many different countries, but the UK's severely undulating and heavily cambered roads often reveal handling traits that would otherwise be hidden on smoother surfaced and more predictable continental roads.

"It's not just the surfaces, either. Corners with changing radii are commonplace in the UK, as are blind apexes and crests, which mean that extra demands are put upon our cars and drivers. A good example is a driver who has to make a mid-corner adjustment on an unfamiliar road where the bend tightens unexpectedly and he throttles-off or brakes suddenly. The car needs to work with him, and respond intuitively to steering inputs, but it still needs to be rewarding to drive under normal conditions."

Recognising that British drivers don't always have access to winding, smooth-surfaced roads, the GTC has also been tuned to deal with the worst rutted and broken surfaces, even when equipped with its optional 19- and 20-inch wheels (18-inch wheels are standard).

1.4-litre Turbo
Strong performance and flexibility are the core strengths of this engine, which is available with either 120PS or 140PS power outputs. Torque generation is even more impressive, with 200Nm available in both engines from just 1,850rpm to 4,900rpm, translating to a 0-60mph acceleration time of 9.0 seconds (140PS) or 10.2 seconds (120PS).

The water-cooled turbocharger, spinning at up to 200,000 rpm, is integrated into the exhaust manifold, close to the engine, for a fast throttle response. Air-to-air intercooling increases the intake charge density.

The adoption of a steel crankshaft with reinforced pistons and con-rods allows the use of a relatively high 9.5: 1 compression ratio, despite higher stresses and loads. Under-skirt piston oil cooling jets and exhaust valves filled with sodium are further measures to ensure durability under higher internal temperatures.

All 1.4 Turbo models come equipped as standard with Start/Stop, helping them achieve competitively low emissions of between 140-142g/km, depending upon wheels/tyres fitted.

1.6-litre Turbo
The most powerful engine in the Vauxhall Astra GTC's line-up produces 180PS and achieves a specific output of just over 100PS per litre. Available across the range, the 1.6 Turbo is the most powerful series production engine in its displacement class.

Its high power is matched by an impressively wide plateau of torque, with 230Nm available from 2,200rpm to 5,400rpm. With this engine, the GTC can accelerate from 0-60mph in 7.8 seconds, and on to a top speed of 137mph.

The 1.6T's cylinder barrels are laser-etched for minimal piston friction. To withstand higher operating temperatures, the exhaust valves are filled with sodium and under-skirt piston cooling with oil jets is used. A map-based thermostat control raises the coolant temperature at low engine speeds, or under light loads, to help reduce internal lubricant friction and improve fuel consumption.

Diesel engines
All Vauxhall Astra GTC diesel engines are fitted with:
    16-valve, dual overhead camshafts
    A weight-saving aluminum cylinder head
    Threaded intake ports for exceptional 'swirl' and burn characteristics
    Oil jet cooled pistons
    A dual-mass flywheel and a maintenance-free exhaust particulate filter

Common Rail, Multiple Fuel Injection
Operating at high pressures up to 1,800 bar, this sophisticated fuel delivery system ensures extremely fine atomisation in the combustion chamber and enables up to five injection pulses per cycle to extract as much energy as possible from a given amount of fuel. The result is exceptionally low fuel consumption and exhaust emissions, as well as reduced engine noise. Multiple injection helps iron out the strong vibrations associated with compression ignition. For example, a pre-injection during the warm-up period reduces cold-start 'knock' to a barely perceptible level.

Variable Geometry Turbocharger (VGT)
The pitch of the vanes on the turbine wheel is continuously varied according to engine load and speed, giving an excellent throttle response, particularly during pick up from low speeds.

Improved Exhaust Gas Recirculation (EGR)
The electronically-controlled EGR system has an additional cooling function. Electro-pneumatically operated bypass flaps, controlled by the engine management system, ensure that the exhaust gas reaches a temperature suitable for combustion on its way back into the cylinder. This contributes to increased power, as well as reduced emissions.

The diesel line-up comprises:

1.7 CDTi
Available in two states of tune, providing either 110PS and 280Nm of torque, or 130PS and 300Nm. Combined cycle fuel consumption for both is 62.8mpg with standard wheel rims fitted, and each achieves 119g/km. Despite being the most frugal models in the range, the 1.7 CDTis allow the GTC to accelerate to 60mph in either 10.0 (130PS) or 11.0 seconds (110PS). In 2012, an ecoFLEX model using a version of this engine will be available in the UK with emissions of just 109g/km. Start/Stop is fitted to all 1.7 CDTi models as standard.

2.0 CDTi
The 2.0 CDTi packs 165PS with an exceptionally strong 350Nm of torque from just 1,750rpm. This helps it achieve a 0-60mph time of just 8.4 seconds and 50-70mph in 6.4 seconds, together with a combined fuel consumption of 58.9mpg and emissions of just 127g/km (18 & 19-inch wheels fitted). Vauxhall's Start/Stop system is fitted to all 2.0 CDTi models as standard.

Hydraulically-damped mountings for improved NVH performance
All powertrains are bolted in position via hydraulically-damped mountings that minimise vibration through the body structure. Adaptor plates enable the same four fixing points to be used for all applications, two on the front sub-frame and one on each longitudinal beam.

The fuel supply system uses an electric pump and filter mounted in the 56-litre fuel tank, which is located low under the rear seat for optimal weight distribution and crash impact protection.

Start/Stop reduces emissions, improves urban fuel consumption
Vauxhall's Start/Stop technology, which is available on all 1.4 Turbo, 1.7 CDTi and 2.0 CDTi engines, is highly efficient and helps to reduce emissions. As soon as the driver selects neutral, the Start/Stop system is activated and the engine unit cuts out automatically. The rev counter needle then assumes the Autostop position. When the driver wants the engine to start up again, he/she just selects first gear and departs. A powerful battery ensures that there is no delay in the engine starting up again.

For safety reasons and to ensure the comfort of passengers, the temperature and pressure functions of the brake power assist unit remain active during the Auto-Stop phase of the Start/Stop system. When necessary, for example during slow city traffic, the driver can manually de-activate the system, using the "eco" switch.

Transmission
Six-speed manual gearboxes, offering a wide spread of ratios and a tall, fuel-saving top gear, are standard fit across the entire range. All gearboxes include triple cone synchronization on first and second gears for easy engagement, and a synchronized reverse gear.

A six-speed automatic gearbox is also available on 1.4 Turbo 140PS and 2.0 CDTi 165PS engines.

MARKET
The all-new Vauxhall Astra GTC replaces the successful Astra Sports Hatch, and will lay down the gauntlet to VW Scirocco and Renault Megane Coupe when it appears in showrooms at the end of November 2011 with a heady mix of dynamic excellence, dramatic design and competitive pricing.

Closely based on last year's stunning GTC Paris concept, the Vauxhall Astra GTC enters the UK market - the biggest in Europe for this model - priced from just £18,495, nearly £1,350 less than the basic VW Scirocco. But even in entry-level trim, the Vauxhall Astra GTC adopts the sophisticated HiPerStrut front suspension derived from the Insignia VXR, offering precision handling and unmatched stability.

The third body style to come off the Astra's Delta platform (following the Hatch and Sports Tourer), the only exterior design elements the GTC shares with its siblings are door handles and the roof aerial - even the wheelbase and tracks are different. Brit, Mark Adams, Vauxhall's Vice President of Design, has aimed to create a car that looks like it's been plucked from the class above, with its low, wide stance and simple, yet rakish lines.

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Tramontana Tramontana, 2007

 

 

 

•  Tramontana Tramontana, 2007

The Chassis, 100% carbon fibre
It has never been seen in the automotive history a street sports car which resembles so much a Formula 1 like the Tramontana does. It is the first time in the sports car market that it has been incorporated a 100 % carbon fibre monocoque chassis inspired in the design of a Formula 1 and manufactured with the same criteria, guaranteeing a high protection for its passengers. Moreover, it introduces a new structural system that combines an indeformable central zone (cockpit) with a weight of 128kg with other 8 deformable zones calculated for the absorption of the impact energy. In fact, the results extracted of the Crash Test (according to the FIA regulation) confirm that the structural calculation guarantees the integrity of its passengers displacing the lateral components toward the outside. This shows the high impact resistance of the carbon fibre used in the vehicle.

On the other hand, the monocoque, especially developed for the Tramontana, contributes a lightness and maximum rigidity to the whole, factor that together with its suspension system, unique on its market of double wishbones with pushrod and a great length of arms, improves the dynamical aptitudes of the vehicle. All this elaborated with materials of last generation of aerospace technology like the steel to the cromolibdenium, magnesium and duraluminium. Without doubt in the Tramontana the efficiency of the geometry and the weight has been tested, obtaining as result an unequalled performance.

The structure of the monocoque carried out in carbon fibre offers a high torsion resistance, which makes the driver feel like going on a rail.

In the assembly process have been adopted handcraft techniques like the obsession by pre-impregnate and cured in autoclave to 120 ºC, that provides an exceptional finish level and makes the construction of light and strong pieces easier.

Engine, from the competition to the asphalt
Among the final solutions of the Tramontana, we find a new electronic system and a central gasoline engine V12 Biturbo capable to offer a power from 550 Hp to 720 Hp, selectable through a switch situated in the dashboard.

Associated to a 6-speed gearbox, specially developed for the Tramontana, this 12 cylinders propeller in V reaches the 720 Hp to 5.750rpm with a maximum pair torque of 920nm at 4.000rpm. The result, 345 km/h of top speed and 3,7 seconds to reach the 100 km/h from stopped departure.

The weight-power relation is elevated to the 1,7 Kg/Hp, significant data that allow us to discover the kind of sensations that this fantastic assembly of chassis and engine can offer us.

The development of the electronic switchboard is made to measure, in a craft process of more than 2000 hours, that includes full silver wiring and a power map capable to obtain the maximum performance of the engine. Moreover, for the first time in a street car, lifelong relays, fuses and protections have been replaced by a module with just one connector that has only one terminal that brings together all the functions of a conventional device. This innovative system has reduced the wiring, the complexities of the consoles of relays and the fuses, avoiding any electromechanical deterioration.

Car body, beauty and functionality
Without doubt, the design of the Tramontana combines the curves of a fighter with a narrow front and a wider rear of big dimensions and finished in first quality leather and wood imported of the classics of the Spanish automotive industry. This aesthetics remains totally clear thanks to the design of the hardtop, which covers and protects the passengers, and to the rear and front spoilers, in the form of an airplane wing, that assures a great beauty and an excellent support at the same time. In short, a perfect harmony between sensuality, fine materials and elegant lines, an authentic jewel for the collectors.

All the pieces of the Tramontana car body are also elaborated in carbon fibre, assuring the maximum lightness of the vehicle with a total weight of 1.250 kg.

The dynamic study carried out by a.d. Tramontana, the pieces that form part of the car body have been created by considering its functionality and the important vehicle performance.

The result is some compacted forms, an expressive front and a suggestive aerodynamic outline with a marked silhouette. Everything in the Tramontana transmits force, character, personality and, above all, sportsmanship, nevertheless the new model is a worthy heir of the sports tradition of the Formula 1.

Suspensions, balance between sportsmanship and comfort

One of the key items of the Tramontana is its system of suspensions of double wishbones with push-rod and its great length of arms, elaborated with a sort of steel of aeronautical and competition specifications of the latest generation.

2 special programs have been used for the development, which have permitted the static and dynamic simulation of the whole vehicle. Different defined adjustments in theoretical calculations have been projected and experienced on it in order to analyze the performance before proceeding to the validation and arriving this way to the definition of the suspensions rates. Finally, a.d. Tramontana has bet on a suspension system that provides a better control, driving comfort, smaller oscillation and better speed cornering, due to the distance between axes, identical to that of a Formula 1.

In the same way, the Tramontana has a system of double electronic height regulation especially developed for the Tramontana, which allows the driver to raise or to lower the height of the vehicle according to the driving needs. It has been looked for a balance between the performance of a street car (at 130mm) and a sports car (at 85mm) considering the different driving styles.

Aerodynamics, the exigency of the geometry
The engineers team from a.d.Tramontana has worked very hard to find the maximal exigency and perfection regarding the aerodynamic performance of the Tramontana, an aesthetical reasoning as similar as possible to a Formula 1.

The aerodynamic performance is though to great speed cornering and, at the same time, get a minimum air penetration coefficient Cx=0,4.

The air intakes and cooling of the motor they have been designed with the objective to minimize the friction of the air and to optimize the performance of the motor.

Moreover, the vehicle has a laminated sheet situated under the vehicle, that eliminates turbulences and improves the drag.

In the same way, the wishbones, designed in the form of drop of water, they help to minimize this coefficient. In fact, all the external elements that stand out from the vehicle are thought to obtain the minimum air resistance. This is the reason of the airplane wing profile of the wishbones.

The front spoilers offer a higher lift compared with the rear ones to avoid loss direction sensations. In this sense, there is an important work to obtain a ground effect thanks to the air flow that penetrates in the lower part of the vehicle. This generates a negative lift toward the ground, making driving to high speeds easier.

Finally, another remarkable factor, has been the study to situate the centre of gravity of the Tramontana as low as possible to increase the cornering speed.

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Toyota Auris, 2013

 

 

 

 

•  Toyota Auris, 2013

Representing the first step in Toyota's product offensive in the European C-Segment, the new Toyota Auris is bolder, more dynamic, better equipped and cheaper to run than ever before.

The new Auris reflects Toyota's determination to engineer more appealing, dynamically engaging cars and builds on a long-established reputation for quality, durability and reliability

It offers bolder, more confident and sleek styling, a higher quality interior design, improved driving dynamics and further enhancements to the technical leadership of its flagship, full hybrid model.

Aerodynamic improvements, weight savings and engine enhancements have seen fuel consumption and CO2 emission reductions across the range, further lowering running costs and the Total Cost of Ownership.

Toyota is the world's leading producer of C-segment vehicles, with 39 million units sold in over 140 countries since the introduction of the Corolla in 1966. The launch of the Toyota Auris Hybrid in 2010 made Toyota the first manufacturer to offer a choice of three powertrains in the C-segment.

Designed for the European market, its largest volume market, the new Auris will be built at Toyota Motor Manufacturing UK alongside the Avensis, reinforcing the company's commitment to its European operations.

TMUK celebrates its 20th anniversary this year with 3,265,000 vehicles produced since start of operations in 1992. Toyota Auris production currently stands at some 418,000 units.

Improved Packaging
At 4,275 mm the overall length of the new Auris has increased by 30 mm, though its wheelbase remains the same at 2,600 mm. The front and rear overhangs have both increased by just 15 mm, and the Auris remains one of the most compact cars in its class.

Significantly, the frontal projected surface area of Toyota Auris has been reduced by 4% over the current model and, without impacting on passenger accommodation, its overall height lowered by 55 mm (the cabin by 45 mm and the ride height by 10 mm), making it one of the lowestvehicle in the segment. In combination, these changes offer considerable aerodynamic benefits, contributing to improved fuel efficiency and driving dynamics.

The extensive use of high tensile steel in the bodyshell construction has helped to reduce the overall weight of the new Auris by up to 40 kg, whilst its overall reduction in height has also lowered the centre of gravity. The seat height has been reduced by 40 mm and the steering wheel tilt angle lowered by 2 degrees, creating a more engaging driving position with a low hip point.

A new front seat design increases rear seat knee room by 20 mm, and the rear door opening width has been enlarged. The loadspace length has been increased by 50 mm and the tailgate opening width increased by 90 mm. Featuring the added flexibility of a dual-level loadspace deckboard and 60:40 split-folding rear seats, all versions, including the hybrid, offer an increased luggage capacity of 360 litres.

More Dynamic Exterior Design
Designed to maximise the benefits of a reduced overall height and lower centre of gravity, the new Auris features an all-new exterior with more confident, sleek, and dynamic styling.

Nowhere is the next generation Toyota Auris' confidence and agility more immediately apparent than in its new frontal design. The new face of Toyota combines the company's Under Priority grille design style with Keen Look headlamp and LED Daytime Running Light (DRL) detailing to bring boldness to the Auris range, and a markedly more powerful road presence.

The Under Priority design features a large, trapezoidal lower grille set within the front bumper, and a smaller upper grille running full width between the new headlamps.

Beneath a low sweeping bonnet line dominated by a new, larger Toyota badge which is set lower than its predecessor, the upper grille features a central, chrome-plated horizontal trim bar which is visually extended into the headlamp clusters to accentuate the width of the vehicle.

Within the narrower, more purposefully styled headlamp clusters, the horizontal chrome trim bar flows into an 'eyebrow' form which accentuates the exceptionally narrow clearance between the bonnet and the Bi-HID (High Intensity Discharge) or halogen lamp projector unit. This highly innovative headlamp packaging also incorporates LED Daytime Running Lights (DRLs). Fitted as standard on all grades, they give the new Auris a unique visual signature.

Flanked by integral foglamp housings with chrome surround detailing, the large lower grille combines a piano black finish with a floating, lower chrome accent to the lip spoiler, once again accentuating the width of the new Toyota Auris and emphasising its planted, solid stance.

In profile, beneath a steeply raked windscreen flowing seamlessly into and new, lower, drag-reducing stepped roofline, an equally dramatic styling change sees a lengthening of the side glazing into three panels above a stronger, more pronounced rising belt line crease.

The door mirror has been repositioned within the glazed area, blacked-out pillars include a piano black finish to the B pillar, and, allied to a chrome accented beltline trim, a sweeping, more dynamic treatment of the rear pillar further accentuates the new Auris' lower, more elegant and sporting silhouette.

The new Toyota Auris' ride height has been lowered by 10 mm, narrowing the gap between the wheel arches and tyres, and aligning the wheel more closely with the bodywork to further accentuate the new vehicle's sleeker, more streamlined appearance. And a choice of wheels includes a new 15" and 16" wheelcap design and 16" and 17" alloys.

To the rear, a wider opening tailgate features powerful, convex and concave surfacing. It is topped by an integral roof spoiler and flanked by a new, wraparound rear combination lamp design which reinforces the shape of both the rear wing and rear screen, as well as the added strength of the shoulder over the rear wheel arch. The new bumper with reflectors integrated at the extremities reinforces the new Toyota Auris' broad, stable and sporting rear stance.

The new Auris will be available in a choice of ten exterior colours, of which four -Grey, Avant-Garde Bronze, Dark Steel and Blue- are new. Pearl White is exclusive to full hybrid models.

Class-leading Aerodynamics
This all-new exterior design awards the next generation Auris an excellent aerodynamic performance, contributing to both improved handling stability and reduced fuel consumption.

Allied to a lowering of the overall height by 55 mm, the 4% reduction in frontal projected surface area has a significant impact in lowering vehicle wind resistance. Flowing from the seamless sweep of a lower bonnet line and steeply raked windscreen, the new, stepped roof profile further reduces drag, whilst the rear spoiler is now fully integrated within the rear roofline, connecting seamlessly with the rear pillar to minimise turbulence in air flowing astern from the vehicle.

In conjunction with a lowering of ride height by 10 mm, equal attention has been paid to ensuring the smoothest possible airflow beneath the new Auris.The underfloor features a front spoiler, a lower absorber, an engine undercover, front spats, centre floor undercovers, tank side floor undercovers, a rear floor undercover and rear spats to maximise aerodynamic efficiency.

This underfloor aerodynamic performance is further enhanced through the positioning of wing-shaped vertical wings to the centre and rear floor undercovers, further smoothing the air flow under the vehicle to promote greater handling and high-speed stability.

As a result of the comprehensive aerodynamic measures, the new Toyota Auris' coefficient of drag has been reduced from Cd 0.292 to just Cd 0.28.

Higher Quality, More Unified Interior Design
Offering more space and greater comfort for occupants, the design of the new interior places the emphasis on improved sensory quality and -through consistency of lighting, font, colour and finish- a greater sense of unity for a more premium feel.

A new, cleaner design features bold forms, excellent functionality and high quality materials. The dashboard combines a strong sense of horizontality to reinforce front cabin width and spaciousness with a more ergonomic, driver-focused layout of instrumentation and switchgear.

The more driver-oriented nature of the design is reinforced by the strong curve of the instrument binnacle hood flowing down the side of the centre console to give a visual focus to the driver's cockpit area.

Within the new instrument binnacle, a clear, simple two or three dial design features white needles and numerals. All switchgear uses the same font, and both instrument binnacle and centre console are backlit in clear blue for a premium look and complete visual consistency.

Bringing a strong sense of visual coordination to the new interior, the meter surrounds, centre stack, transmission tunnel trim, air conditioning and audio controls, and door handles are all finished in a matching, high quality, satin silver finish.

The air vents, audio panel, transmission tunnel, steering wheel and gear lever are trimmed with a silver paint finish. On higher grades, the dashboard itself is finished in leather.

The new interior's sensory quality and visual harmony is further enhanced by the improved tactility of finishes through the cabin, with careful consideration given to every surface texture with which the occupants will come into contact.

The instrument panel upper surface and door trim shoulder areas are finished in soft touch materials, and the cockpit pillars are trimmed with fabric. The gearshift knob is of a new design, and the steering wheel is clad in the highest quality Nappa leather with single baseball stitching. Both assist grips and door grips are finished in a soft texture grain, and the door armrests are padded.

Incorporating longer travel and greater height adjustment, a new seat design offers excellent comfort. Standard on Style (Sport) grade, a newly developed sports seat offers a high level of additional lateral support.

Live (Entry) and Active (Mid) grade seats are finished in a high quality fabric; Style grade seats adding red panels. Lounge (High) grade seats are finished in black velour with genuine leather seat bolsters. Black, full leather upholstery is available as an option on Lounge grade models, with an Ice Grey leather option exclusive to Hybrid models.

The new Auris will be available with a new black interior colour scheme featuring matt textures. A matt grain with the appearance of real leather is created by combining a geometrical pattern of dots with leather grain texture.

The practicality of the new Auris interior is hallmarked by functional features and generous storage space. These include a glove box, a sunglasses holder, coat hooks, a coin box, 4 cup and 4 bottle holders, a sliding centre console armrest with document holder, dashboard and rear centre console storage space for small items, 3 12-Volt accessory sockets and an AUX external input plug, a removable package tray, deck hooks and a dual level loadspace deckboard.

Improved Driving Dynamics
The new Toyota Auris range benefits from enhancements to its bodyshell rigidity, suspension, steering, driving position and NVH characteristics to offer drivers a more comfortable and engaging driving experience.

New bracing and reinforcements to the underbody, front and rear structures, and front suspension have increased body rigidity. The extensive use of high tensile steel in the bodyshell construction has helped to reduce the overall weight of the new Auris by up to 40 kg.

Allied to this weight loss, reducing the overall vehicle height by 55 mm, ground clearance by 10 mm and the height of the new front seats by 40 mm has lowered the new Toyota Auris' centre of gravity, further improving the vehicle's high speed stability and cornering agility.

The reduced centre of gravity also allows for a reduction in spring rates and anti-roll bar diameter, helping to improved ride comfort, body control and steering response.

Numerous components of the front MacPherson strut suspension have been revised, including the design of the upper support, bound stopper, coil spring and shock absorber. The spring rate has been reduced and the shock absorbers fine-tuned to combine class-leading ride comfort with improved stability and excellent steering response.

1.33 litre petrol and 1.4 litre diesel engine models feature torsion beam rear suspension, whilst 1.6 litre petrol, 2.0 litre diesel and full hybrid models are fitted with a double wishbone system to the rear.

The Electric Power Steering (EPS) itself has also been improved. The steering column benefits from a more rigid attachment to ensure a linear steering feel, a new EPS control suppresses changes in steering force for improved linearity and a high gear ratio provides greater steering response. In all, these revisions equip the EPS with more directness, better feedback and quicker turn for greater vehicle agility.

Extensive improvements to the new Auris' NVH measures ensure that the new Toyota not only offers a more comfortable ride, but is also noticeably quieter. Extensive soundproofing within the engine bay, front wheel arches and dashboard has reduced both engine and road noise within the cabin.

Efficient Petrol and Diesel Powertrains
Average emissions for Auris have fallen steadily over the last years. When the first generation Auris was launched in 2007, the average emissions were 152 g/km. This fell to 142 g/km in 2009, and then down to 125 g/km in 2011 after the pioneering full hybrid version was introduced.

Now, with the launch of the new Auris, the average CO2 emissions level will drop to just 109 g/km, a further13% reduction on average compared to the previous generation.

This has been achieved by taking a total vehicle approach to emissions reduction and fuel consumption improvement, whilst at the same time improving drivability and dynamic performance.

Key to that have been improvements to the new Auris' powertrain line-up, which now features a choice of an improved full hybrid or two petrol and two diesel engines offering the performance- and economy-enhancing benefits of Toyota Optimal Drive.

At launch, the anticipated pan-European sales mix will be approximately 1/3rdfull hybrid, 1/3rddiesel and 1/3rdpetrol. This not only demonstrates the wide range of customer choice the line up brings, but also that full hybrid is a mainstream proposition, accessible to the largest possible audience - not a niche solution.

Toyota Optimal Drive
Toyota Optimal Drive showcases a combination of wide-ranging advanced technologies and internal improvement programmes designed to optimise the balance of performance and driving enjoyment with fuel economy and low emissions.

These diverse core technologies focus on three key aspects of powertrain development:

Firstly, the reduction of powertrain weight through the use of super-lightweight and highly compact engine components and transmissions throughout the new Auris engine range.

Secondly, the minimisation of mechanical losses through the adoption of Valvematic -a further development of VVT-i -in the 1.6 petrol engine, new roller rocker technology and smaller, lighter pistons in both petrol engines, low viscosity oil and 6-speed manual transmissions throughout the new Toyota Auris engine range.

Thirdly, the maximisation of combustion efficiency. This has been achieved within the new Auris petrol engine range through the use of high, 11.5:1 compression ratios, Valvematic, the refinement of intake port and combustion chamber design and piston cooling by oil jet. All new Auris diesel engines benefit from low compression ratios, optimised combustion chamber dimensions and enhanced Exhaust Gas Recirculation (EGR) cooler efficiency.

1.33l Dual VVT-i
Featuring innovative Stop & Start technology, the 1.33 litre petrol engine is equipped with Dual Variable Valve Timing-intelligent (VVT-i) and a high compression ratio of 11.5:1, which increases the thermal efficiency of the engine. It generates 73 kW/ 99 DIN hp and maximum torque of 128 Nm at 3,800 rpm.

This excellent dynamic performance is combined with fuel consumption from 5.4 l/100 km and CO2 emissions from 125 g/km, a reduction of 0.4 l/100km and 11 g/km versus the outgoing model.

Profiting from Toyota's extensive motorsport experience, the small bore, long stroke unit is exceptionally lightweight and compact, improving the vehicle's power-to-weight ratio. It features a resin-type cylinder head cover and intake manifold, and the intake channel has been streamlined to optimise airflow for improved combustion efficiency.

Dual VVT-i helps boost response levels across the entire rev range by varying the air-fuel intake and exhaust valve timing to suit the conditions at any given time. In addition to improving torque at low and medium engine speeds, the system also reduces emissions and enhances fuel efficiency.

1.6l Valvematic petrol engine
Offering class-leading efficiency, power and torque, Valvematic is a further development of Toyota's highly successful Dual Variable Valve Timing-intelligent (Dual VVT-i) system.

Valvematic takes VVT-i technology a step forward by adding lift and duration control to the inlet valve variable timing. This improves intake airflow volume and speed management -and, subsequently, combustion process management- to deliver more power for less fuel consumption, with reduced CO2 emissions. The adoption of Valvematic further reduces friction and pumping losses under light engine loads, further lowering fuel consumption.

Valvematic efficiency is further improved through the adoption of a variable length inlet manifold. This acts as an accelerator at low to medium engine speeds, maximising inlet air speed for optimum combustion efficiency. At higher engine speeds the manifold is fully open. This allows air to travel via a shorter route, maximising the volume of air entering the combustion chamber and, hence, engine power output.

Available with either a six-speed manual or MultiDrive S automatic transmission, the 1.6-litre Valvematic engine develops 97 kW / 132 DIN hp and a maximum torque of 160 Nm at only 4,400 rpm. When equipped with the manual transmission the unit returns a combined cycle fuel consumption of 5.9 l/100 km and generates CO2 emissions of only 138 g/km - reduction of 0.7 l/100km and 12 g/km. MultiDrive S transmission further reduces both fuel consumption and emissions, to 5.7 l/100 km and 134 g/km respectively.

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Peugeot 208, 2013

 

 

 

•  Peugeot 208, 2013

Right from the start of the project, the technical choices structuring the "A9" project (internal code name of the Peugeot 208) were directed on the basis of the PSA Group's platform 1 to obtain a particularly efficient "architectural performance" in order to obtain a vehicle which is compact, light, spacious and aerodynamic.

Compactness and lightness
The reduced front overhang (- 6 cm compared with the 207) and the shorter rear overhang (- 1 cm) , alongwith the reduced weight of the vehicle, directly benefit improved proportions, agility and everyday practicality (parking, manoeuvres, etc.).

To obtain a maximum reduction in the weight of the vehicle, a true "hunt to eliminate excess weight" took place at the same time to create, overall, a "virtuous spiral", favouring fuel consumption, passive safety and the dynamic performance of the vehicle. Each component designed, each technique used, each part of the vehicle, etc. has been considered with this in mind, by every member of the project team working on the vehicle: aluminium front beam-absorber, size of the front subframe, laser welding of the roof, extensive use of VHSS and UHSS (Very High Strength Steel and Ultra High Strength Steel) panels, soundproofing of the engine at source, etc. Finally, the Peugeot 208 weighs 110 kg less than the 207 with the same 1.4l HDi engine, up to 173 kg less with the entry level petrol engine of comparable power; in short, a feat which allows the Peugeot 208 to start from a weight of 975 kg!

A generous passenger compartment
A wheelbase identical to that of the 207, the adoption of more compact front seat backs and an overall optimisation of the design provide significantly more space in the rear for passengers (+ 5 cm knee room compared with a 207 which already offers good provision) as well as a larger boot: 311 l liquid volume below the rear shelf (285 dm3 VDA standard) and up to 1152 l liquid volume (1076 dm3 VDA standard) when the rear seats are folded.

Optimised aerodynamics
The dimensions of the Peugeot 208, in particular the width (-2 cm) and the height (-1 cm compared with the 207), its volumes which have been designed with particular attention, the care given to each of its parts (shields under the body, spoiler on certain versions, etc.) permit maximum optimisation of its aerodynamics. So, the best versions have a CdA of 0.61 (Cd of 0.29), which positions it among the best in its segment and which, again, favours fuel consumption and CO2 emissions.

Stylistic re-generation
"Agile, sensuous, athletic, intuitive, concentrated energy, generation jump"... these words were included in the specification of the A9 project and the stylists have succeeded in giving them meaning, coherence and illustrating them from volumes predisposing them to inspiration. From a compact silhouette, reduced overhangs, fluid lines between bonnet and windscreen pillar,... the aesthetic codes of the Marque have been re-invented, both in their main characteristics and in every detail.

A very charismatic front face
The front face, a true genetic signature, unveils a new, particularly charismatic face of the Marque. Its feline expression is more modern, rich and refined, with, in particular (according to version), LEDs and a light guide emphasising the expression of the headlamp unit, both day and night. The same care is given to each part, such as the treatment given to the foglamp surrounds.

As for the grille, this is modelled as a true floating sculpture. In fact, it appears to detach itself from the bodywork and float in the air, with its chrome surround of precisely formed sections. Inside it, a full and technological mesh, or chrome bars, reinforce the modernity and richness of the line. With this original design, it successfully expresses the idea of environmental efficiency: the optimised size of the air intake in fact suggests optimisation of its fuel consumption.

Finally, the front shows itself to be both strong and alive, soft and thoroughbred, technological and cheerful, natural and sophisticated.

Overall coherence of the design
The volume of the vehicle appears sculpted by the wind. From the "PEUGEOT" lettering machined in the block at the top of the grille issues a veritable spine which crosses the bonnet, bites into the top of the windscreen, leaves its mark in the centre of the roof and imprints its movement right to the rear and the line of the boot aperture. The rear lamps, true technological adornments, also incorporate a light signature with, notably, three illuminated claws. With their boomerang shape, and this is a technical feat, they appear at one with the body.

2 differentiated body types
The muscular sculpted body sides offer an identity, a posture which is very different in the 3-door and 5-door body types. The doors of this latter appear to be crossed by a "nerve" running from the rear lamps towards the front. On the top-of-the-range versions, the glazing is entirely surrounded with chrome, a feature never seen before in the segment. The profile of the 3-door is much more sculpted, hollowed out, in the image of the SR1 concept car (presented in January 2010 and chronologically designed alongside the 208). Another detail on this, the shape and movement of the quarter panel look at a glance like that of the 205, another iconic Peugeot.

Completely re-thought instruments and controls
Sometimes, things are noticed that seem intangible. A hatchback has 4 wheels, a steering wheel... and through this we read the instrument panel. The history of the motor vehicle, technical developments, habits,... have established this as fact.

Then one day someone has an idea.
What if, to make manoeuvring easier and increase driving sensations, the diameter of the steering wheel were reduced? And what if, to make it easier to read the information on the instrument panel and increase comfort and safety by eliminating the need for the driver to take his eyes off the road, the position of the instrument panel were raised?

Here again, the Peugeot 208 does not undergo development: It breaks the established codes to offer new driving ergonomics, clear, natural, benefiting ease of driving, manoeuvrability, precision,... a more intimate relationship with the vehicle, the feeling of being at one with it.

The numerous people who have tested it, in all situations, are won over by the agility that the vehicle offers, a promise of practicality for everyday manoeuvres. Some drivers see in it a stimulating and interactive environment, others find more sporty attributes, with a more sensitive position, and an ease and precision of involvement passed down in certain situations.

The touch screen: intuitive connectivity
In keeping with its time, consistent with the new ergonomics of its instruments and controls, the Peugeot 208 will offer the majority of its customers, that is from the 2nd level of the range (i.e. approximately 80% of the mix!) a large 7" colour touch screen with carefully designed graphics (resolution 800 x 480) and intuitive operation.

It allows easy access to the various functions: radio, Bluetooth hands-free kit or playing music files via a USB connection or audio streaming.

The screen adopts a semi-floating style as the designers wanted to highlight it in a way which is very enhancing. It is positioned prominently, within easy reach and at eye level, for maximum safety, comfort and harmony with the other components of the dashboard.

Access to reasonably priced navigation
This graphic touch interface is pre-equipped for the navigation option with map of Europe. And this is available at a reasonable price, less than 500 euros, placing it in a very competitive position in the motor vehicle domain of on-board navigation systems.

A pure, contemporary and refined interior ambiance
The instruments and controls, which have been re-thought structurally, have provided a previously unheard of field of expression for the stylists.

The design of the dashboard blends style lines which are both floating and graphic. Concern for perceived quality can be seen everywhere, the obsessive attention to detail, like the vents at the end of the dashboard in the shape of a cat's eye, the numerous "faceted" components echoing certain sections of the exterior style (grille, roof, cut-out of the boot...)... everything has been thought about and re-thought, from the shape of the door trim pads to the gear lever.

The grouping of all the audio controls on the touch screen also permits simplification of the "manmachine" interface with a significant reduction in the number of buttons and controls, favouring a pure and modern design.

Ambiance lighting, decorations... attention to detail
The interior of the instrument panel has been given a very technological treatment, with analogue dials as a reference to precision mechanics, a digital screen on which the speed is always clearly visible and back-lighting effects giving the whole purity and elegance.

Furthermore, the light ambiance has been paid particular attention by the stylists with predominantly white lighting, very top-of-the-range, particularly for the displays, or LEDs with a bluish light outlining the glass panoramic roof at night, if fitted on the vehicle, with a "comet" effect (varying shades of blue).

The decorations are also very elaborate and available according to ambiance and range level. Lacquered black on the front panel, decorations of varying shades of black/blue or dark chrome on the door crossbars,... a range with numerous personalities which are always in a contemporary and refined ambiance.

An interior offering day-to-day practicality
This interior offers no less day-to-day practicality as a result, with numerous well-thought-out storage compartments, such as the deep compartment situated in front of the gear lever which can be used for cans or as an area for a Smartphone, or the generous door pockets, etc.

Well-designed acoustics
This ambiance is also particularly well designed in terms of acoustics and vibration comfort. Following the example of the work carried out on the 508, by tracking the noise to the source (acoustic "encapsulation" of the power trains), the silence on board has been significantly improved compared with the 207, while at the same time contributing to reducing the weight of the vehicle.

Finally, the atmosphere of the passenger compartment is in harmony with the rest of the vehicle: simple and sophisticated, technological and intuitive, modern and high quality.

A range of high-performance power trains
The weight, the aerodynamics, the very low and ultra low rolling resistance tyres and, of course, the expertise and technological innovation of the Group in the engine domain are factors which allow the 208 range to move to a new level in the CO2 performance of a vehicle of the Marque. The efficiency of the HDi PEF diesel engines and the VTi and THP petrol engines, reinforced by the arrival of a new generation of 3-cylinder petrol engines, in fact contributes to the reduction of 34 g/km in the average emissions of CO2 of the Peugeot 208 range compared with the launch range of the 207, and a difference of up to 46 g for the entry-level petrol engine. So, the 208 is aiming to take up the position of leader in its segment.

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