“The development of the LFA was unlike any other Lexus,” said Mark Templin, Lexus division group vice president and general manager. “Minute details were engineered to provide an engaging and serious supercar that delivers impressive performance on and off the race track. Only 500 will ever be built worldwide, and each will be assembled to customer order, offering a once-in-a-lifetime chance to be part of a small, exclusive group of individuals.”

Motorsport-developed lightweight aluminum alloy suspension components are complemented by Carbon Ceramic Material (CCM) brake discs and an innovative electrically assisted rack and pinion steering system. Lightweight, powerful and balanced, the LFA features advanced Carbon Fiber Reinforced Polymer (CFRP) construction for its chassis and much of its bodywork to deliver a light, incredibly strong and impact-resistant structure. Rather than outsource this sophisticated materials technology, the LFA team took the radical step of developing its own CFRP processes internally for ultimate quality control and to make a sound engineering investment in the future.

The LFA’s sporty styling is distinguished by coherent lines that flow from roof to sill in a seamless convex to concave line for sophisticated aerodynamics. Its front-mid engine layout, long wheelbase, short overhangs, and snug, low-slung cabin identify it as a supercar. CFRP also gave the LFA’s designers a far higher degree of design freedom, allowing them to create shapes, curves and edges that would have been impossible with metal. For example, the sharp trailing edges at the rear of the LFA that help provide superlative aerodynamics would not have been possible had traditional metal been used for the bodywork.

A dramatic low-slung cockpit has been intelligently designed and hand-assembled with the finest materials to reflect the car’s driver-centric dynamics. The intimate two-seat cabin has been conceived at every stage – ergonomics, acoustics, materials, comfort, versatility and visibility levels have all been painstakingly engineered – to put the driver at the center of the driving experience.

Production of the LFA supercar will begin in December 2010 with deliveries continuing for the following 24 months. Consumers may contact the Lexus LFA Information Center at 866-LFA-4794 to express interest or visit www.Lexus-LFA.com for more information.

Sources

• Lexus
• Lexus LFA Review

This was where it all started – the Miura was the first car to prove itself worthy of the “supercar” tag. Prior to the Miura’s arrival in 1967 many sportscars had offered high levels of performance and handling – but the Lamborghini was the first built around the criteria that define our modern concept of the supercar: massive speed, jaw-dropping design and technical innovation – together with a wallet-wilting pricetag to which only the wealthiest could aspire.

Lamborghini Miura

When the Miura’s chassis was first shown at the 1965 Turin motorshow it caused a sensation – Lamborghini were proposing to build a mid engined supercar with a transverse mounted V12 engine. The production car appeared at the 1966 Geneva show, featuring beautiful Bertone-designed bodywork and performance figures set to make it the quickest and fastest production car in the world. The Miura’s price was similarly other-worldly – £8050 in Britain, at a time when the Jaguar E-Type cost under £2000. The Miura was produced between 1967 and 1973, with a grand total of 764 cars being constructed.

Engineering

The Miura set the benchmark for the supercars that followed it – most of which shared its mid-engined, rear-drive layout. Monting the engine in the mid-section of the car has several benefits, principally redistributing weight towards the rear axle and also reducing the polar moment of inertia (resistance to turning) – and so improving cornering responses.

But since the mid 1950s, when the first mid-engined race cars appeared, designers had struggled to produce a mid-engined road car due to the problems of fitting an engine between the back of the seats and the rear axle. The Miura’s chassis designer, Gianpaulo Dallara, found a simple solution: mounting the 4.0 litre V12 engine transversely rather than in-line, with drive transferred to the rear wheels by a five-speed gearbox in the engine’s sump – an engineering solution very similar to that adopted in the original Mini.

The original Miura, known as the P400, offered 350 bhp, later variants coming with progressively more power: 370 bhp in the P400S and 385 bhp in the P400SV, although Bob Wallace, who was Lamborghini development engineer, later said that the increases in claimed power had as much to do with marketing as engineering.

Design

Amazingly, the Miura’s elegant bodywork was the very first automotive project of its young designer, Marcello Gandini. The Bertone styling house was given the job of designing the bodywork to fit the P400 chassis in 1965, but after only the most preliminary work had been done on the project chief designer Giorgietto Giugiaro resigned to go and work for rival company Ghia. He was replaced by Gandini who, prior to coming to Bertone, had been an upmarket interior decorator specialising in night clubs.

Despite a total lack of experience, the young designer succeeded in creating a car that made him famous, and one of the most effortlessly beautiful automotive shapes of all time. The Miura’s low nose, sweeping front wings, shallow-raked windscreen and squat, powerful rear section would evolve into the standard mid-engined supercar design template – although few of the Miura’s spiritual successors would project the same air of effortless elegance that it managed.

The semi pop-up headlamps were the defining front-end design feature, fitting flush into the bodywork when not in use, rising by about 30 degrees when switched on. Unfortunately, the lights themselves came from the Fiat 850 Spyder so were not ideal for driving at 150 mph at night.

Handling

Under the guidance of Bob Wallace, the Miura’s chassis was tuned to try and give the handling needed to contain and exploit the vast power of the engine. With double wishbone suspension at each corner (in best racing tradition) and some of the largest-section tyres then available, it offered excellent on-paper specification.

The Miura’s biggest problem was that it existed at the outer edge of the available 1960s technology, especially regarding tyres, and with so much power being sent through the rear wheels (via a notoriously on/off throttle) even the best drivers had to maintain a watchful respect to avoid the possibility to spinning the car. Contemporary road tests all praised the Miura’s towering performance but were considerably more reticent when it came to the chassis – the early Miura being noted for low-geared steering and skittish on-limit behaviour.

One basic design problem was that the Miura’s extraordinarily compact shape came from putting the engine above the gearbox. That was fine for a 1.3 litre Mini, but a 4.0 litre V12 mounted above the gearbox made for a high centre of gravity. Another, more alarming problem became apparent at high speeds, where a low-pressure area at the front of the car tended to create aerodynamic lift. It was a car for the brave and skilled.

Performance

Born into an age where even powerful family cars struggled to break 100 mph flat-out, and 0-60 times of over 20 seconds were far from uncommon, the Miura must have appeared an amazing machine. By the standards of modern supercars the P400′s performance figures seem relatively modest – broadly similar to those offered by a Porsche Boxster S.

But in the late sixties, the Miura was one of the quickest land-based objects on the planet. Early top speed claims proved wide of the mark – the P400 managing just over 160 mph flat out, while the S and SV developments got closer to 170 mph. Acceleration figures were superb by the standards of the day, but less so by modern ones, the P400′s 0-60 mph time of 6.3 seconds being reduced progressively to around 6.0 seconds, the limiting factor being the rather slow gearchange.

Practicality

Once again, the Miura got here first, establishing the supercar reputation for near-zero luggage accommodation, a tight-fitting cabin and relatively poor visibility. Limited bootspace is available behind the engine compartment, but the Miura’s extremely low roof (overall height is just 1068mm, or 3.5 ft) and uncomfortable seating position mean that it is difficult for taller drivers or passengers to make themselves comfortable.

The dashboard incorporates deeply cowled instruments and plenty of leather trim, although the build quality of the original cabins was notoriously fragile, and most will have been re trimmed at least once. Luxuries including electric windows and a radio were available.

Ultimate Supercar Rating

The Miura’s historical legacy is vast – and it would be hard not to conclude that as the original supercar, it remains one of the most important. We can still see it’s ultimate evolution today, through the mid-engined V12 Lamborghinis that have followed it – Countach, Diablo and now Murcielago. But the Miura’s importance is also greater than that – as the first supercar it defined the segment for a generation of engineers and designers, its influence clear in many of the cars that have followed it. Compared to modern supercars it is not the greatest to drive – not even that fast – but the combination of revolutionary engineering and beautiful styling ensures it remains not only one of the most significant supercars, but also one of the most desirable.

Engine and Gearbox

• Type: V12
• Capacity (cc): 3929
• Power (bhp): 385@7800 rpm
• Torque (lb/ft): 295@5750rpm
• Transmission: five speed manual
• Configuration: mid-engined, rear drive

Body and Chassis

• Materials: steel
• Front suspension: double wishbone
• Rear suspension: double wishbone
• Front tyres: 205/70 VR 15 Pirelli Cinturato
• Rear tyres: 205/70 VR 15 Pirelli Cinturato
• Front brakes: 305 mm Girling
• Rear brakes: 280 mm Girling

Specifications

• Length mm: 4390
• Width mm: 1780
• Height mm: 1068
• Wheelbase mm: 2505
• Weight kg: 1245
• Fuel capacity litres: 90

Performance

• 0-62 mph seconds: 6.0
• Top speed mph: 170
• Price: £8,050 (1967)
• Number Produced: 764
• Production Start: 1967
• Production Finish: 1973

Sources

• Lamborghini Aventador Review
• Lamborghini Reventon Review
• Wikipedia

What started out as an exercise in model building and photography, ended up as a dream-like reconstruction of the town I grew up in. It’s not an exact recreation, but it does capture the mood of my memories. And like a dream, many of the buildings show up in different configurations throughout the photos. Or sometimes, the buildings stay put and the backgrounds change. Visually, this is heading towards the realm of art.

No Photoshop was used. All pictures are straight from the camera.

It’s the oldest trick in the special effects book: Line up a model with an appropriate background and shoot. The buildings are 1/24th scale (or 1/2 inch equals a foot). They are constructed of Gator board, styrene plastic, Sintra (a light flexible plastic that can be carved, and painted) plus numerous found objects; such as jewelery pieces, finishing washers and printed material.

Source: Michael Paul Smith
Source: Elgin Park
Source: New York Times

All photos copyright © 2010 Michael Paul Smith. All rights reserved.

Lamborghini is redefining the future of the super sports car with a unique technology demonstrator. Boasting an extremely lightweight construction thanks to advanced carbon-fiber technology, the Lamborghini Sesto Elemento has an overall curb weight of just 999 kilograms (2,202 lb) – including V10 power unit and permanent all-wheel drive. This makes the Sesto Elemento a unique demonstration of the technological expertise of Automobili Lamborghini. Innovative carbon-fiber technologies are being used here for the first time in an automotive application. As a 100 percent subsidiary of AUDI AG, the Italian carmaker also benefits from the undisputed expertise of the German manufacturer when it comes to lightweight construction.

With its amazing output of 570 hp, sensational power-to-weight ratio of only 1.75 kilograms per hp and 0 to 100 km/h (0-62 mph) acceleration of only 2.5 seconds, the Sesto Elemento guarantees unparalleled driving fun. At the same time, fuel consumption also drops because of the extreme lightweight engineering applied throughout.

The name of this technology demonstrator is derived from the periodic table, where carbon is classified as the sixth element. Thus, the Sesto Elemento demonstrates the worldwide leading expertise of Lamborghini in carbon-fiber reinforced plastics (CFRP) technology. The super sports car brand from Sant’Agata Bolognese is the only vehicle manufacturer in the world to have mastered the complete CFRP process across a range of technologies, from 3D design through simulation, validation, production and testing – all in a state-of-the-art industrial process that stands for the very highest quality standards.

Lamborghini drives the technology development in its two research centers the ACRC (Advanced Composite Research Center) and the ACSL (Advanced Composite Structures Laboratory) through collaborations with organizations such as Boeing, with the resulting technology secured under a host of patents.

The Lamborghini Sesto Elemento shows how the future of the super sports car can look – extreme lightweight engineering, combined with extreme performance results in extreme driving fun. We put all of our technological competence into one stunning form to create the Sesto Elemento,” comments Stephan Winkelmann, President and CEO of Automobili Lamborghini. “It is our abilities in carbon-fiber technology that have facilitated such a forward-thinking concept, and we of course also benefit from the undisputed lightweight expertise of AUDI AG. Systematic lightweight engineering is crucial for future super sports cars: for the most dynamic performance, as well as for low emissions. We will apply this technological advantage right across our model range. Every future Lamborghini will be touched by the spirit of the Sesto Elemento.”

Groundbreaking technology package

With the Sesto Elemento, Lamborghini’s R&D engineers have put together a groundbreaking package. As a pure and radical concept, the Sesto Elemento is the unique synthesis of an extremely low curb weight of less than 1000 kilograms, enormous 570 hp output, the sensitive and prompt responsiveness of the high-revving, naturally-aspirated V10 engine and the superior traction and stability of permanent all-wheel drive – there has never been a super sports car as thoroughbred as this. Sesto Elemento delivers an unbelievable degree of driving fun, concentrated on absolutely sensational dynamics.

Systematic use of carbon fiber

The basis is an extremely solid, stiff, safe and lightweight carbon-fiber structur: the monocoque cell of the Sesto Elemento. The entire front frame, the exterior panels and crash boxes are also made from CFRP. The Sesto Elemento’s major suspension components and the rims are made from carbon fiber. The tailpipes are made from Pyrosic, which is an advanced glass-ceramic matrix composite, able to reach and stand very high temperatures up to 900° celsius. Even the propeller shaft is made of CFRP.

Amazing power-to-weight ratio

The Sesto Elemento demonstrates the outstanding expertise of Automobili Lamborghini in all areas of carbon-fiber technology. Carbon composite materials are a key technology for the automotive engineering of tomorrow, especially for high-performance sports cars. These materials made from carbon-fiber reinforced plastics combine the lowest weight with excellent characteristics – they are extremely stiff and highly precise. Lighter cars improve fuel consumption and CO2 emissions: above all, however, it improves the power-to-weight ratio – the crucial factor for a sports car – and thus the performance. A super sports car built using CFRP accelerates faster, has outstanding handling and better braking.

Extreme lightweight engineering delivers extreme performance

The Lamborghini Sesto Elemento offers the ultimate proof; thanks to its sensational power-to-weight ratio of only 1.75 kilograms per hp, the concept car delivers unparalleled performance. From a standing start, the Sesto Elemento catapults itself to 100 km/h (62 mph) in a sensational 2.5 seconds. In the interests of completeness, it should also be mentioned that the top speed is well over 300 km/h. What the figures cannot convey, however, are the Sesto Elemento’s razor-sharp handling, its voracious turn-in and its huge braking power.

Design:

Technology in a progressive form

Uncompromising dynamics from the very first glance: the design of the Lamborghini Sesto Elemento displays the sensuality of high performance and possesses the elegance of pure, unadulterated power. The Sesto Elemento lifts the design DNA of the Lamborghini brand to a new level and integrates the functional consistency of carbon-fiber technology into its design language. A clear strength of the CFRP technology is the reduction and integration of components – something that has been used to its full extent in this innovative technology concept.

The hi-tech material is visible everywhere. The Sesto Elemento is finished in a new, matt-shimmer clear coat, meaning that the CFRP structure can be seen throughout. Yet the Sesto Elemento is not just black; during the final stage of production the carbon fiber parts receive a newly developed and patented coat. Nano-Technology makes it possible to add fine crystals with a red shimmer. Surfaces covered with this type of finish glow red and deliver an outstanding effect. Further, the surface is particularly robust.

Consistent in form and function

On a Lamborghini, every single line has a clear function; the two vertical ribs at the front, for example, improve the stiffness of the component and guide the cooling air directly to the radiator behind them and to the brakes. This guarantees the thermal wellbeing of the components even under the toughest race track conditions.

The cooling air flows through two red triangular openings in the hood beneath the front windscreen and through large outlets in the side panels behind the front wheels. Sharply cut headlamp units complete the front end. Reduction is the name of the game here, too – alongside the bi-xenon lamps, there are four LEDs in each unit. The low front end looks incredibly dominant, with the partially double-lipped front spoiler pushed way out front and distinctively formed air intakes.

Precise lines, sharp edges

The entire side profile is cut like a sharp wedge, with the power center of the car unmistakably just in front of the rear axle. A distinctive sideline starts at the front wheel arch, rises along the door towards the rear and ends at the broad shoulders above the rear wheel. The triangle – like the one around the door handle – is a recurring design theme, defined by the precise contour edges in the Sesto Elemento’s CFRP body. The points of the air outlet triangles in the hood are carried through into lines along the roof.

The extremely wide sills form a connection between the air outlets behind the front wheels and the large air inlets in front of the rear wheels. These compartments house components such as the radiators for cooling the engine and transmission oil. The rims have a five-spoke design and are made entirely from carbon fiber. They offer a clear view of the high-performance brakes with carbon-ceramic discs.

Perfect aerodynamics

The Sesto Elemento’s rear overhang is extremely short and, again, defined by optimum aerodynamics. The generously dimensioned spoiler is perfectly matched to the diffuser and a further air deflector in the center, thus guaranteeing maximum downforce for extreme cornering speeds and excellent high-speed directional stability. The Pyrosic tailpipes are directed upwards through the engine cover panel, which also incorporates ten hexagonal openings and two air scoops behind the roof for delivering fresh air to the V10 power plant.

Complex structures in one component

A major strength of carbon-fiber technology is that complex structures can be integrated into one single component. This improves quality and reduces weight. On the Lamborghini Sesto Elemento, the front and rear of the body-shell are each manufactured in a single piece. Engineers call this “cofango”, created by combining the Italian word “cofano” (hood) with “parafango” (fender). The large components are attached by using easily removable fasteners, in order to have fast component disassembly. The “cofango” is also reminiscent of an icon from the brand’s history: in 1966, the legendary Lamborghini Miura was unique as a mid-engine super sports car – and its rear cover, too, could be opened in one piece.

Interior – pared to the bone

The minimalist approach has also been applied to the interior, starting with the seats. Lamborghini has dispensed completely with the conventional seat frame. In fact, the whole internal structure is obtained and defined directly from the Forged Composite tub, that on one side plays a functional role and on the other side is the base for the optimally formed seat cushions, upholstered in hi-tech fabric, which are affixed directly to the carbon-fiber monocoque. The correct ergonomics are provided by the steering wheel, which can be adjusted for height and reach, and by the pedals, which can be electrically adjusted longitudinally. Of course, the designers of Lamborghini Centro Stile also dispensed with interior trim in the classic sense. The dominant visual feature throughout is the functional CFRP material – on the floor and roof of the monocoque, on the doors and also on the cockpit and center console. Even the electronic control unit for the engine is mounted in plain sight – a very special kind of hi-tech aesthetic. The triangular cut-out is also evident as a design feature – wherever material can be removed in the interest of weight reduction.

The controls are presented in a highly concentrated format. The instruments provide information primarily on engine and road speed, as well as all parameters relating to engine condition. Only three piezoelectric buttons grace the center console – one to start the engine, one to shift into reverse gear and another one for the lights.

Technology:

Ambitious target reached with ease

The Sant’Agata Bolognese engineers had set themselves a target that was more than ambitious – despite the ten cylinders and 570 hp, despite the exceptionally fast-shifting e.gear transmission and even despite the permanent all-wheel drive, the Sesto Elemento still had to stay below the 1,000 kilogram mark. And that target was achieved; at a curb weight of 999 kilograms, each hp produced by the V10 power unit has to accelerate only 1.75 kilograms – a sensational figure.

This was made possible by the systematic and intelligent use of state-of-the-art carbon-fiber technologies. Lamborghini possesses extensive experience in the field of lightweight engineering, gathered over many years: something clearly demonstrated by the brand’s series production vehicles. The current Gallardo LP 570-4 Superleggera has a dry weight of only 1,340 kilograms, marking a competitive best in this category of super sports cars. Compared with the already extremely lean Gallardo LP 560-4 Coupé, this represents a further reduction of 70 kilograms, resulting largely from the use of carbon fiber in the body-shell, interior and technical components.

Lamborghini engineers stuck firmly to this approach for the Sesto Elemento. Its structure consists almost entirely of carbon fiber and is built using the monocoque principle. Monocoque means that the vehicle’s load-bearing structure is manufactured as a single shell, with the physical properties of one component, and thus makes optimum use of the extreme stiffness offered by CFRP materials. Formula 1 racing cars have been built using CFRP monocoques for decades – and regularly provide clear evidence of their collision safety. The monocoque in the Sesto Elemento, however, is made using innovative Forged Composite technology – the first time this has been done in an automobile. The advantage of the Forged Composite is that the monocoque is obtained through a one-shot process.

Carbon-fiber crash boxes

In the Lamborghini Sesto Elemento, the monocoque forms the complete passenger cell. Connected to it are the front subframe – incorporating the suspension points – and the crash boxes, both also made using specialized carbon-fiber technologies. The extreme stiffness of this assembly guarantees not only a very high level of safety, but also unparalleled handling precision. The rear subframe with the engine mount and rear axle suspension points is made from aluminum – another lightweight material with which Lamborghini has a great deal of experience.

An important element in optimum construction using CFRP technology is the maximum integration of functions. Thus, the body-shell exterior is made up only of the roof section, which is part of the monocoque, the two “cofango” covers front and rear with integrated aerodynamic components and the doors. Each door consists of only two elements, the exterior skin and the interior cladding, both of which are also permanently bonded to create one component.

Carbon fiber even in the suspension

The suspension and the area around the engine have also been optimized with lightweight engineering. Alongside aluminum components, there are also carbon-fiber control arms: innovative Forged Composite technology is also well-suited to this kind of high-load part. These components are around 30 percent lighter than comparable aluminum parts. The propeller shaft is also made of CFRP by using Wrapping technology. This solution allowed the Lamborghini engineers to get rid of the central joint, bringing an important weight saving. The rims are also made from CFRP, while the brake discs are from carbon-ceramic composite material. A similar composite material is used for the tailpipes on the exhaust system – the compound of ceramic powder and synthetic resin makes this carbon material extremely heat resistant. A large number of screw fastenings feature a special titanium alloy and joining technology from the aviation sector.

Based on the form, function and operational demands of the individual Sesto Elemento components, engineers from Lamborghini’s R&D selected largely from three CFRP manufacturing techniques within their technology tool kit:

Forged Composite: Here, materials with short carbon fibers are hot pressed in a mould. The process facilitates complex structures and is used for parts such as the underside of the monocoque and the suspension arms.

Prepreg: The carbon-fiber mats are soaked in a thermoset liquid resin. They are pressed in moulds and cured in an oven under heat and pressure. Prepreg components have a very good surface finish and are therefore the preferred choice for use in visible areas.

Braiding: This is a method to manufacture composite filament derived from the textile industry. Each thread is diagonally intertwined on different levels.

Drive:

Concentrated power and amazing sound

The fascinating heart of the Lamborghini Sesto Elemento is familiar from the Gallardo LP 570-4 Superleggera. In the Sesto Elemento too, the V10 unit is mounted “longitudinale posteriore” – longitudinally behind the driver. The 570 hp output equals 419 kW, all of which is available at 8,000 r/min. The pulling power is just as impressive – with the torque curve peaking at 540 Nm and 6,500 r/min.

The V10 offers 5,204 cm3 of displacement, delivering a specific output of 80.5 kW (109.6 hp) per liter of displacement. The highlights of this long-stroke engine with an aluminum crankcase include dry sump lubrication and a cylinder angle of 90 degrees. Both solutions are an integral part of the lightweight engineering approach, as well as serving to lower the center of gravity and thus tighten the handling characteristics. Ideal combustion chamber fill comes courtesy of a switch-over induction system and continually variable, chain-driven camshafts.

Best traction with all-wheel drive

The Sesto Elemento is equipped with the e.gear transmission, controlled in race car fashion via shift paddles mounted on the steering wheel. The automated system with electronic management shifts smoothly through its six gears much faster than a human being would be able to.

Every single kilometer in the Sesto Elemento is sheer fascination – due in part to the relentless traction delivered under practically all conditions. This is largely attributable to the permanent all-wheel drive system. It incorporates a central viscous coupling and a self-locking differential for the rear wheels with 45 percent lock. Thanks to this superior traction, Lamborghini drivers can accelerate earlier out of a curve than those in rear-wheel drive cars.

Competence:

New development center for carbon-fiber technology

Lamborghini possesses many years of experience with carbon-fiber reinforced materials. As far back as 1983, it produced the first prototype CFRP chassis for the Countach, with the first series production parts appearing in 1985. The current Lamborghini Murciélago is made largely from CFRP – its body-in-white contains 93 kilograms of carbon-fiber materials. The engine cover panel of the Gallardo Spyder is one of the largest CFRP components with class A surface quality in the automotive world.

The company is now working steadily to expand its worldwide leading position. The new Advanced Composites Research Center (ACRC) at the company headquarter in Sant’Agata Bolognese is working on innovative construction and production methods for carbon-fiber elements in automobile design.

The Advanced Composite Research Center in Sant’Agata Bolognese secures leading-edge research on innovative materials and production methods for carbon fiber elements for small production volumes. Here, over 30 experts develop vehicle components of all shapes and sizes. They build prototypes and the associated production tools while developing optimized production technologies. Sophisticated systems largely developed in-house allow extremely high precision levels as engineers simulate manufacturing processes as well as carry out crash tests on complex carbon-fiber structures. Thanks to the extensively patented “RTM Lambo” process, Lamborghini can use minimal pressure and relatively low temperatures to manufacture carbon-fiber components to the highest levels of quality, precision and surface finish, from small parts to complex vehicle structures. Further benefits include higher process speeds, lower costs, and extremely light tooling.

The Lamborghini Advanced Composite Structures Laboratory (ACSL) at the University of Washington uses experimental tests to define the mechanical behavior of the different materials and technologies using methodology from the aviation industry. The team of research engineers in Seattle works with very specific instruments and methods in close cooperation with the R&D headquarters and the ACRC in Sant’Agata Bolognese.

Sources

• Lamborghini Aventador Review
• Lamborghini Reventon Review
• Wikipedia
• Lamborghini
• Autoblog

All photos copyright © 2010 Drew Phillips/AOL. All rights reserved.

With its iconic rear-wheel drive proportions, elegantly sculptured bodyside, world-class craftsmanship and refinement, the all-new 2011 Chrysler 300 series proudly delivers the distinction, innovation and premium large sedan features at a legendary value, while setting a new course for the American brand.

With more than 55 years of elegant proportions and head-turning style, the all-new 2011 Chrysler 300 delivers contemporary styling with design details unexpected in the segment. At the front, an all-new grille features seven deeply sculpted horizontal blades that express precision. The liquid-chrome finish of the blades and the new Chrysler wing badge provide a unique contrast against the beautifully drawn bright chrome grille surround. Illuminating the road ahead are signature “key slot” headlamps with a scalloped lower edge. Inside, bi-functional projector headlamps are nestled next to LED-illuminated daytime running lamps, which together form a “C” shape for unmistakable on-road presence.

The profile of the all-new Chrysler 300 features the distinctive proportions of its predecessor with added design refinement for a more tailored appearance. Dramatic front-fender forms rise above the sculpted hood and are echoed by rear-quarter forms which rise above the deck lid and travel down the vertical taillamps for an unmistakably bold signature silhouette. For improved aerodynamics and visibility, the all-new Chrysler luxury flagship’s windshield has been raked back 3 inches, while rolled-framed doors with thinner pillars improve outward visibility by 15 percent.

To take in the sky above, a new dual-pane panoramic sunroof provides Chrysler 300 passengers with twice the outward visibility of a standard sunroof. For a more contemporary appearance, the 2011 Chrysler 300 features a clean bodyside with a distinct windswept A-line that emphasizes the sedan’s long wheelbase and spacious cabin. Delivering a touch of world-class sophistication, the all-new Chrysler 300 is highlighted by chrome daylight openings, chrome front- and rear-fascia accents and available 20-inch polished-aluminum wheels.

Elevating the all-new Chrysler 300’s presence from the rear, the deck lid now incorporates a lip spoiler while the new Chrysler wing badge is proudly centered below. Jeweled-like rear taillamps feature harmonious LED illumination, while signature “light pipes” illuminate for an alluring nighttime appearance. Straddling the vertical lamps, Chrysler 300’s rear fascia integrates a chrome appliqué that seamlessly connects the taillamp elements while emphasizing the road-holding stature of the flagship sedan. Standard fascia-mounted 3.5-inch oval dual exhaust tips complete the sedan’s appearance.

Combining world-class accommodations with American style, the all-new Chrysler 300’s interior delivers expressive style, authentic materials, passenger comfort features and precise fit and finish. Substantial interior upgrades on the all-new Chrysler 300 consist of soft touch materials, premium interior trim, available heated and ventilated Nappa leather seats, and real wood appliques on the instrument panel, doors, center console and steering wheel.

Designed to exude a luxurious environment, the 2011 Chrysler 300 sedans feature cast-skin instrument and door panels with three-dimensional dual gloss graining for a premium appearance and suppleness. Bright chrome contrasted with liquid chrome accents give the Chrysler flagship sedan the appearance of milled aluminum. For added detail, a new instrument cluster features two large gauge faces with sapphire blue illumination and chrome ring accents. Providing a premium and contemporary environment is an all-new sapphire blue LED-illuminated ambient interior lighting.

With its massive 8.4-inch Uconnect Touch infotainment center, the all-new Chrysler 300 sedans feature the segment’s largest standard touchscreen display, integrating world-class infotainment and convenience technologies to keep passengers connected, comfortable and secure. From touchscreen navigation to dual-zone climate controls, to the ability to check fuel prices and personalize convenience features, Uconnect Touch makes life in the all-new Chrysler flagship sedan an excellent experience for the driver and passengers.

Built at the Brampton Assembly Plant in Brampton, Ont. (Canada), the 2011 Chrysler 300 arrives in showrooms in the first quarter of 2011.

Source: Chrysler

The Year of the Specials

Gaydon, 22 December 2010. In 2010, Aston Martin celebrated its product line-up demonstrating its ability to react quickly to customer demands and to create tailor-fit sports cars. Aston Martin is agile as a small volume manufacturer and this year has created: V12 Vantage Carbon Black, DBS Carbon Black, DBS UB2010, V8 Vantage N420 and now new DB9 offerings will cater for individual tastes across the world.

This attention to individual tailoring began in February when production of the Carbon Black editions began, followed in March with a Works Tailored commission made by Aston Martin to celebrate CEO, Dr. Ulrich Bez’s tenth anniversary at the helm of the marque in creating 40 limited edition UB-2010 DBSs. The unique specification includes metallic leather with a woven leather seat insert. The car bears the signature of Dr. Bez, who is personally signing-off each example.

In July, Aston Martin announced the V8 Vantage N420 limited edition; a race inspired version of the V8 Vantage celebrating the marque’s close links with the famous Nürburgring Nordschleife where the development of all Aston Martins takes place, and where each year, multiple Vantage entries compete at the Nürburgring 24 hour race.

The new DB9 editions offer three juxtaposed options; the Morning Frost luxury specification gives the DB9 an extra sense of sophistication resplendent in a pearlescent white exterior with a befitting metallic bronze leather interior. In contrast, the two menacing sport specifications take advantage of the special edition Carbon Black paint and Quantum Silver made famous by the DBS featured in the last James Bond movie, Quantum of Solace. The exterior finishes perfectly compliment the Obsidian Black interior along with a highly polished Piano Black centre console and interior door handles.

Both the DB9 Carbon Black and Quantum Silver also feature the six-speed Touchtronic II automatic transmission, a re-mapped sports exhaust providing an even more evocative sound when driving spiritedly and unique 19″ 10 spoke forged gloss black painted diamond-turned wheels. Black grilles, graphite tail pipes, perforated seat inners, semi-aniline leather roof lining, coarse silver stitching and real polished glass switchgear complete the sport specification.

The DB9 Morning Frost also benefits from the Touchtronic II transmission mounted on the transaxle giving the car perfect 50:50 weight balance. 19″ 10 spoke silver diamond-turned wheels, silver brake calipers, magnum silver grilles, and metallic bronze leather headlining with perforated seat inners along with Piano Black centre console and door grabs create a sophisticated ambiance.

The three editions are bestowed with a unique laser etched sill plaque depicting the famous wings insignia along with “Morning Frost”, “Carbon Black” or “Quantum Silver.”

These special editions are available to order now from Aston Martin’s global dealership network.

Source

• Aston Martin
• Aston Martin One-77 Review
• Aston Martin V12 Zagato

Key attributes:

• 2.0L turbocharged engine with significant hp increase over GTI
• 4th generation Haldex 4Motion – all wheel drive
• Increased rotor diameter translating to improved braking
• Sport tuned ESP
• Upgraded sport tuned suspension
• 2 door or 4 door
• Manual Transmission Only
• Unique 18″ alloy wheels
• Unique steering wheel
• Unique interior trim
• Exterior R model badge and bodykit
• R model shift knob
• R model door sills
• R model front and rear fascia with dual, center exit, exhaust

Source: Volkswagen

COBO Center
Detroit, Michigan
January 10 – 23, 2011

The North American International Auto Show (NAIAS) is an annual auto show held in Detroit, Michigan at Cobo Center. It is among the largest auto shows in North America.

History

The first auto show was held in Detroit in 1907 at Beller’s Beer Garden at Riverside Park and since then annually except 1943-1952. It was renamed the North American International Auto Show in 1989. Since 1961, it has been held at Cobo Center where it occupies nearly 1 million square feet (93,000 m²) of floor space. The show is particularly important because the Metro Detroit area is the location of the headquarters of the Big Three American automakers, Chrysler, Ford, and General Motors.

The Show

The show begins with press preview days, industry preview days and a charity preview event. The charity preview raises money for local children’s charities. In 2004 and 2005, the charity preview attracted 17,500 people at $400 a ticket and raised $7 million in total. 2006 was the sixth consecutive year the charity preview event raised over $6 million. 35,711 tickets were sold for the industry preview representing people from 24 countries in 2005 and 6,897 credentialed press from 63 countries. Over 800,000 attended during the days the show was open to the general public in 2004. It is estimated that the show generates a revenue of over $500 million to the local economy.

The NAIAS is the one of only a few auto shows in the United States sanctioned by the Organisation Internationale des Constructeurs d’Automobiles.

2011

The 2011 show will run from January 10 through January 23:

• January 10-11 – Press preview
• January 12-13 – Industry preview
• January 14 – Charity preview
• January 15-23 – Open to the public

Source: NAIAS
Source: Wikipedia

The BMW 1 Series M Coupe leaves the harbour.

Pirate (noun, masculine) [Ital. pirata < Lat. pirata < Greek peirates] = robber of ships at sea. That’s the dictionary definition.

When people talked about the Pirate at BMW M GmbH in recent months, they generally spoke in terms of happy expectations and rarely referred to the sea. Nonetheless, this code name does not seem entirely random. After all, the aim of the BMW 1 Series M Coupe is to plunder unknown territorial waters and to make it easier to gain a foothold in the BMW M world. The aim is to offer fans, both young and not-so-young, a car that concentrates on what is most important: the driving experience.

When the BMW M3 first gave wing to the drams of automobile enthusiasts 25 years ago, no one could ever have expected the success that would be enjoyed by the compact sports car. The successes of the M3 have been considerable to date, not least in long-distance races. The model itself has also increased in size. The length and wheelbase have now reached dimensions that two generations ago would have been associated with a BMW 5 Series. These figures alone make it clear that there is room for another model beneath the BMW M3.

This is precisely the purpose of the BMW 1 Series M Coupe. Like its forebears from the 1980’s, this car has no unnecessary frills. It is available in three paint finishes, the interior is fixed, there is one transmission variant and one chassis design. Oh, and let’s not forget: a whole load of fun. That’s all.

Anyone who has had the opportunity to drive the small M will immediately understand what this means. Something that may seem comparatively unspectacular on paper becomes a sensation with every meter traveled. The great-looking packaging is like the icing on the cake.

The first things you notice are the wider fenders. They make room for the wider track – with an extra 71 mm on the front axle and 44 mm on the back in comparison with the BMW 135i, you already get a feeling of the kind of driving dynamism available here before the car has even moved.

Typically for the BMW M, the front of the car features a number of ventilation slots. The narrow, vertical openings are something new. These open into the wheel arches, creating an “air curtain”. The air is diverted to the wheel arches in such a way that it emerges along the front wheels. This optimizes flow and reduces air resistance.

On the sides can be found a modern interpretation of the M grill and the M wing mirrors in the BMW M3 design. Wheels in competition design and format give the BMW 1 Series M Coupe a really strong look. Last but not least, there are the obligatory four exhaust pipes on the back.

When it comes to the exterior paintwork, the designers have concentrated on what really counts. The choices are: Alpine White, Sapphire Black Metallic and Valencia Orange Metallic.

Valencia Orange is also found in the interior. This is black throughout, featuring panels of Alcantara, while the contrasting orange-colored steam provides an eye-catching element.

The driver’s cockpit doesn’t just look good, it fits like a glove. The M seats connect the driver with the machine and, as he stares at the gray-backed speedometer, he will have just one wish – to press the ignition.

On command, the six-cylinder engine wakes with a sonorous sound. After only a few meters, the 340 turbo HP output will make its present felt with its spontaneous responsiveness, which can be sharpened even further with a touch of the M key on the steering wheel. The 450 Nm torque, which increases quickly to 500 Nm via overboost, offers all the power you could ask for. However there is one thing the car doesn’t have: turbo lag. The standard sprint to 100 km/h is completed in 4.9 seconds, while the 200 km/h mark is reached in just 17.3 seconds.

With its direct steering and 6-speed manual gearbox, the BMW 1 Series M Coupe makes every driver’s wish come true. Anyone taking a bend at speed will immediately notice the familiar performance of the variable M differential lock. The finely coordinated chassis connects the car to the road in the tried-and-tested M manner, ensuring the necessary road-holding and dispensing with exaggerated hardness.

Whether on the public roads or on the race track, the BMW 1 Series M Coupe will be a genuine surprise for some more powerful cars. If you like, it expresses all the virtues you’d expect from the M family in a nutshell.

Accordingly, the aim of the marketing men to position the BMW 1 Series M Coupe as a raider in the compact sports cars market is certainly not too far from reality. In particular, because the youngest member of the Garching stable is the only genuine coupe in its class. The car will have its first outing in May 2011.

Dr. Kay Segler, president of the executive board at BMW M GmbH, puts it in a nutshell: “The BMW 1 Series M Coupe is M technology at its purest. If you miss out this opportunity, you’ll only have yourself to blame.” He’s absolutely right.

BMW 1 Series M Coupe Media Information

• Description (PDF)
• Specifications (PDF)
• Brochure (PDF)
• Availability: May 2011
• Base Price: $43,000 (estimated)
• Production Run
  • Worldwide: 2,700
  • North America: 1,400

Source: BMW

The Pagani roadcar model range would not be complete without a Roadster version of the Zonda Cinque. As the name implies it is created in the Modenese Atelier in a limited production run of merely five exclusive pieces like its coupé sister.

All weight reduction measures adopted by Pagani to improve driving pleasure, performance and emission of the Zonda Cinque have found use in the Cinque Roadster as well. The Carbon-Titanium chassis has been redesigned for the compensation of a missing roof.

The Cinque experience is enhanced with the roof stored in the front bonnet, when the storm of air being fed to the 678hp Mercedes AMG V12 engine through the massive intake just inches over the passengers’ ears, accompanies the exhaust note of the bespoke Zonda Cinque Inconel and Titanium exhaust system.

Whether you opt for a relaxed country drive in Tuscany’s hills, visiting Florence and other centres of the Italian Renaissance, or a record hunt at the Nürburgring, this 1.3 milion Euro + taxes jewel will reward with every day driveability and ultimate performance thanks to the different drive modes of the sequential robostised gearbox and an adjustable suspension setup that feels at home as well at the racetrack as on bumpy roads.

The constant efforts of Horacio Pagani and his team shows once again how art and engineering can be combined in the Zonda Cinque Roadster.

Specifications:

• Mercedes Benz AMG engine, Power: 678 hp, Torque: 780 Nm
• Carbon-titanium monocoque
• ECU, Traction control, ABS by Bosch Engineering – Inconel/titanium exhaust system coated with ceramic
• Suspensions in magnesium and titanium
• Cima sequential gearbox (6 speed), robotized by Automac engineering
• APP monolitic wheels forged in aluminium and magnesium Size: front 9×19 – rear 12,5×20
• Pirelli PZero tyres. Size: front 255/35/19 – rear 335/30/20
• Pagani leather/carbon fibre racing seats
• Brembo brakes in carbo-ceramic self ventilated with hydraulic servo brake, Size: front 380×34 mm, monolitic 6 piston caliper; rear 380×34 mm, monolitic 4 piston caliper
• Dry weight 1.210 kg
• Weight distribution in driving condition: 47% front, 53% rear
• Acceleration: 0-100 Km in 3.4 sec., 0-200 in 9.6 sec.
• Braking: 100-0 km in 2.1 sec., 200-0 km 4.3 sec.
• Maximum side acceleration: 1,45 G (with road tires)
• Downforce at 300 kph: 750 kg

Source

• Pagani Zonda Review
• Pagani