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Quattro (meaning four in Italian) is the name used by Audi AG to indicate that four-wheel drive (4WD) technologies or systems are used on specific models of the Audi automobiles.The Audi V8L quattro made by Audi AG of germany in 1989 and was the first Audi to use its namesake engine configuration. History Although the vehicle was based on VW/Audi's existing C3 platform (namely the 100/200 sedan), the V8 model featured standard quattro all-wheel drive and a 32 valve, DOHC V8 engine with either a five-speed manual or four-speed electronically controlled automatic transmission, giving it the power and road-holding ability to match the V8 powered offerings from BMW and Mercedes-Benz. The V8 closely resembled the 100 and 200 models, although a unique grill design, extended wheelbase, pronounced wheel arches and larger wheels helped distinguish it. Much attention was lavished on the vehicle's new engine, although the V8 was also significant in that it was the first production Audi to combine the quattro system with an automatic transmission. The 3.6 L (3562 cc) powerplant was essentially two four-cylinder engines which had been mated at the crankshaft to form a V8. In this case it was the Volkswagen Golf GTI's 1.8 L, twin cam, 16-valve inline 4-cylinder that provided the starting point. Power output was very strong for the day, with 250 PS (184 kW/247 hp) and 340 N·m (251 ft·lbf) of torque available over a fairly wide powerband. Audi introduced a long wheelbase version in 1990 and in 1991 made a 4.2 L (4172 cc) powerplant with 280 PS (206 kW/276 hp) and 400 N·m (295 ft·lbf) available. Like the base model, it had standard quattro and an optional automatic transmission, but a six-speed manual gearbox replaced the 5-speed of the 3.6 model. The car's base price in 1994, its final year of production, was US$58,700. Motorsport Audi developed a Group A competition version of the V8 for entry into the DTM (German Touring car Championship) and began racing with it in 1990 with Schmidt Motorsport running the operation and Hans-Joachim Stuck, Walter Rohrl and Frank Jelinski driving. Stuck won the title, and the following year Audi added a second team to the mix, Audi Zentrum Reutlingen. SMS continued with Stuck and Jelinski, while AZR raced with Frank Biela and Hubert Haupt. Biela gave Audi another crown in 1991, but was unable to defend the title in 1992. After that season, the DTM organizers deemed the V8's crankshaft illegal and Audi retired from the championship.

The Audi V8 was a large luxury sedan built by Audi AG of Germany from 1988 to 1994 as the company's range-topping model, and was the first Audi to use its namesake engine configuration. It was replaced by the A8 in 1994, though the A8 would not be sold in North America until the 1997 model year. History Although the vehicle was based on VW/Audi's existing C3 platform (namely the 100/200 sedan), the V8 model featured standard quattro all-wheel drive and a 32 valve, DOHC V8 engine with either a five-speed manual or four-speed electronically controlled automatic transmission, giving it the power and road-holding ability to match the V8 powered offerings from BMW and Mercedes-Benz. The V8 closely resembled the 100 and 200 models, although a unique grill design, extended wheelbase, pronounced wheel arches and larger wheels helped distinguish it. Much attention was lavished on the vehicle's new engine, although the V8 was also significant in that it was the first production Audi to combine the quattro system with an automatic transmission. The 3.6 L (3562 cc) powerplant was essentially two four-cylinder engines which had been mated at the crankshaft to form a V8. In this case it was the Volkswagen Golf GTI's 1.8 L, twin cam, 16-valve inline 4-cylinder that provided the starting point. Power output was very strong for the day, with 250 PS (184 kW/247 hp) and 340 N·m (251 ft·lbf) of torque available over a fairly wide powerband. Audi introduced a long wheelbase version in 1990 and in 1991 made a 4.2 L (4172 cc) powerplant with 280 PS (206 kW/276 hp) and 400 N·m (295 ft·lbf) available. Like the base model, it had standard quattro and an optional automatic transmission, but a six-speed manual gearbox replaced the 5-speed of the 3.6 model. The car's base price in 1994, its final year of production, was US$58,700.

The Audi Quattro was a famous and historically significant Audi road and Rally car. It was special in that it was the first AWD Grand Tourer since 1966's Jensen FF. Officially, the model name is simply "Quattro", always with a capital "Q" (although the graphics on the car, confusingly, refer to the AWD system and use a lowercase "q"). The word "quattro" with the lowercase "q" is used to refer to either the Audi AWD system, or any AWD version of an Audi automobile. To avoid confusion, it is also commonly referred to as the Ur-Quattro (the "Ur-" prefix is a German augmentative used, in this case, to mean "original" and is also applied to the first generation of Audi's S4 and S6 sport sedans, as in "UrS4" and "UrS6"). European Distribution Audi released the original Quattro in 1980, making it both the first car to feature Audi's quattro All Wheel Drive system (hence its name) and the first to mate quattro with a turbocharged engine. The powerplant was a 2.1 L, single overhead cam, 10 valve straight-5 originally making 160 hp (149 kW) and eventually receiving upgrades to 200 hp and then to a twin-cam setup producing 220 hp (164 kW). It is considered one of the most significant rally cars of all time, and was one of the first to take advantage of the then-recently changed rules which allowed the use of all-wheel-drive in competition racing. Many critics doubted the viability of all-wheel-drive racers, thinking them to be too heavy and complex, yet the Quattro was an instant success, winning its first rally on its first outing. It won competition after competition for the next two years. Total road car production is around 11,000 vehicles over the period 1980-1991. The body style received very little modification during its production run, the only significant changes were made for the 1985 model year, which included a new sloping front grill, headlights, trim and badging changes. All Quattros were hand built in Germany by a dedicated crew. North American Distribution Sales of the Quattro in North America began with the 1983 model year and continued through 1986. Total sales in the USA was 664 units. The Audi Sport Quattro The Audi Sport Quattro was a Quattro program car developed for Group B rallying homologation, and sold as a production car in limited numbers it featured a different body shell and a significantly shorter wheelbase.

The Audi 80 is a compact executive car produced by the German car manufacturer Audi, from 1966 to 1996. It initially shared its platform with the Volkswagen Passat, and was available as a saloon car/sedan and an Avant (Audi's name for an estate car/station wagon). The coupé and convertible models were not badged as members of the range but shared the same platform and many parts. There were several different engine types, of which the petrol engines included the fuel-injected "E" (Einspritzung), and carburetor "S", and the diesel engines included "D" (diesel), "TD" (turbodiesel), or "TDI" (Turbocharged Direct Injection). In North America, the 80 was sold briefly as the Audi Fox and from 1980 to 1987 as the Audi 4000. The Audi 90 was an upmarket version of the Audi 80.

The Audi Sport Quattro S1 was introduced at the end of 1984 as an update to the Audi Sport Quattro. The car featured a inline 5-cylinder engine that displaced 2,110 cc (128.8 cu in) and produced an officialy quoted figure of 350 kW (480 PS/470 bhp). However, the turbocharger utilised a recirculating air system, with the aim of keeping the turbo spinning at high speed, and the actual figure was in excess of 500 bhp (373 kW/507 PS) at 8000 rpm. In addition to the improved power output, an aggressive aerodynamic kit was added that featured very distinctive wings and spoilers to the front and rear of the car to increase downforce. The weight was lightened to just 1,090 kg , and now accelerate from 0-100 km/h (62 mph) in just 3.1 seconds. Some of the cars were supplied with a "power-shift gearbox", which is said to be a forerunner of today's Direct-Shift Gearbox technology. The S1 proved to be an immediate success in the rally circuit, helping Walter Röhrl and Christian Geistdörfer win the 1985 San Remo Rally. A modified version of the S1, was also driven by Michèle Mouton. The S1 evolution would become the final Group B car produced by Audi, with the works team withdrawing from the Championship following the 1986 rally in Portugal. Twenty years after the cancellation of Group B, the Sport Quattro S1 was still widely regarded as the most powerful rally car ever fielded in international competition, with the final factory machines of 1986 rated at an incredible 441 kW. In addition to Group B competition, the S1 won the 1985 Pikes Peak International Hill Climb with Michèle Mouton in the driving seat, setting a world record time in the process. This victory was repeated in 1987, this time at the hands of Walter Röhrl, and again in 1988 and 1989 completing a hat-trick.

The Audi Coupe GT was a 2-door sports car produced and sold by Audi from 1981 to 1987. The car was an attempt by Audi to offer a more affordable version of its turbocharged, all-wheel drive Quattro. The Coupe GT featured a similar body shape to the Quattro, but without the knife-edged fender flares of the more expensive car. Mechanically, the biggest changes from the Quattro to the GT were the use of a naturally aspirated 5-cylinder engine and a front-wheel drive. The Audi Coupe range was fitted with the quattro All Wheel Drive system from late 1984 to produce the Audi Coupe quattro, a model which was rarer than the Turbocharged Quattro model.

The Audi Sport Quattro was a Quattro programme car developed for homologation for Group B rallying in 1984, and sold as a production car in limited numbers. It featured an all aluminium alloy 2,133 cc (130.2 cu in) (2.1 L) 20v DOHC engine slightly smaller than that of the Audi Quattro (in order to qualify for the 3-litre engine class after the scale factor applied to turbo engines). In road-going form the engine was capable of producing 225 kW (306 PS/302 bhp), with the competition cars initially producing around 331 kW (450 PS/444 bhp). The vehicle also featured a body shell composed of carbon-kevlar and boasting wider arches, wider wheels (nine inches as compared to the Ur-Quattro's optional eight inch (203 mm) wide wheel rim), the steeper windscreen rake of the Audi 80 (requested by the Audi Sport rally team drivers for improved visibility) and, most noticeably, a 320 mm (12.6 in) shorter wheelbase. This was carried out in order to improve handling potential in the face of newer, smaller competition, such as the Lancia 037 and the Peugeot 205 T16, which had been purpose-built from the start for Group B rules.

The Audi Quattro was a famous and historically significant Audi road and Rally car. It was special in that it was the first AWD Grand Tourer since 1966's Jensen FF. Officially, the model name is simply "Quattro", always with a capital "Q" (although the graphics on the car, confusingly, refer to the AWD system and use a lowercase "q"). The word "quattro" with the lowercase "q" is used to refer to either the Audi AWD system, or any AWD version of an Audi automobile. To avoid confusion, it is also commonly referred to as the Ur-Quattro (the "Ur-" prefix is a German augmentative used, in this case, to mean "original" and is also applied to the first generation of Audi's S4 and S6 sport sedans, as in "UrS4" and "UrS6"). European Distribution Audi released the original Quattro in 1980, making it both the first car to feature Audi's quattro All Wheel Drive system (hence its name) and the first to mate quattro with a turbocharged engine. The powerplant was a 2.1 L, single overhead cam, 10 valve straight-5 originally making 160 hp (149 kW) and eventually receiving upgrades to 200 hp and then to a twin-cam setup producing 220 hp (164 kW). It is considered one of the most significant rally cars of all time, and was one of the first to take advantage of the then-recently changed rules which allowed the use of all-wheel-drive in competition racing. Many critics doubted the viability of all-wheel-drive racers, thinking them to be too heavy and complex, yet the Quattro was an instant success, winning its first rally on its first outing. It won competition after competition for the next two years. Total road car production is around 11,000 vehicles over the period 1980-1991. The body style received very little modification during its production run, the only significant changes were made for the 1985 model year, which included a new sloping front grill, headlights, trim and badging changes. All Quattros were hand built in Germany by a dedicated crew.

The Audi 100 was launched in 1976, with crisper styling and an unusual five-cylinder engine (the first gasoline 5 in the world - Mercedes-Benz had shown the way in 1974 with their three litre Diesel 5cyl in the Mercedes-Benz C111). It was initially a 100 bhp (74 kW) engine offering "5 cylinder power and 4 cylinder economy", and later upgraded to 136 bhp (100 kW). The Coupé was discontinued, but a five-door hatchback model, the 100 Avant, was launched as part of this generation. Two- and four-door models continued. The 100 was sold as the Audi 5000 in the United States, in order to rebrand the car and avoid association with the C1. It was a sales success, allowing Audi to spread development costs over a much wider base than Europe-only competitors. In 1980, the Audi 200, a plusher variant that included a turbocharged model of 170 bhp, available in 200 5E or 200 5T spec for the UK. The 5T or turbocharged model in addition of the 5E model featured heated seats, opening front quarter windows, cruise control, ski bag, green heat insulated glass, electric sunroof and elec heated mirrors. Available standard in 3 speed auto. The only options listed in the brochure were 5 speed manual transmission at no extra cost, air con and leather seating. This car was marketed in the US as the 5000 Turbo. The Audi 100/200 was succeeded by the C3 platform model in 1983, and the 200 followed one year later

The Type-C was a third evolution of Auto Union's racecar. It primarily competed with Mercedes-Benz but also raced against Alfa Romeo's 12C-36, the Maserati V8RI and Bugatti 5950. Type-Cs won six victories in 1936 and made Bernt Rosermeyer world champion. Ferdinand Porsche designed the Type-C and championed his mid-engine design first used on the 1923 Benz Tropfenwagen. Weight distribution was his primary motivation in this choice. The driver could sit lower with no drive shaft and the front-to-rear weight distribution was more even. Furthermore, the fuel tank was also located centrally for balance. Despite these efforts, 60% of the weight still remained on the rear wheels. What made the car unbalanced was its heavy engine and comparably small chassis and body. The design team engineered the largest possible engine within the 750 kg weight limit. This resulted in the largest capacity engine to compete during 1936 and 1937. The chosen displacement was was six litres that was supercharged to achieve 550 bhp. A roots supercharger was attached to increase boost pressures up to 10 psi. The high power to weight ratio, uneven weight distribution and Porsche swing-axle suspension system made the Type C over steer. Drivers of the car had a hard time predicting slip velocity and the forward driving position made it worse. Only a couple drivers were able to take the Type-C to its full potential.

A special exhibition in the Audi museum mobile with the oldest surviving Audi models on display. The Audi museum mobile will be displaying no fewer than thirteen of the oldest Audi cars still in existence anywhere in the world. In order to present not only these historic vehicles but also any number of anecdotes from the company's early days in a stimulating manner, including the years up to the major interruption in its activities caused by the Second World War, the exhibition's organisers have adopted an unusual approach. The stories have become a storyboard, and this in turn takes the form of a comic strip. Each page deals with anecdotes, special occurrences and legendary landmarks in the Audi company's history. The choice of name, the dismissal of August Horch, the first eight-cylinder model, the pioneering adoption by Audi of left-hand drive in Germany, the competition for the first Audi radiator badge, acquisition by DKW and the subsequent creation of Auto Union – the chronicle continues until the point when, on the outbreak of war, Germany's second-largest automobile manufacturer had to cease production of passenger cars for the general public. As Stefan Felber from the Audi museum mobile explains: 'Audi's history is far too exciting for a conventional form of presentation. We have aimed to make it easily comprehensible at first glance, and for children to understand it easily too.' Car enthusiasts will welcome the chance to see outstanding examples from Audi's early history, above all the timelessly elegant Audi Front Roadster, on display for the very first time. Only two specimens of this prototype were built in 1935, and both have disappeared. Audi Tradition therefore supplied an original chassis to the specialist Zinke company in Zwönitz, which built a replica body with only photographs as a guide. Now this roadster, a 'dream in white', is making its world premiere at the Audi museum mobile. Another exceptional highlight is the Audi Type A, which dates from 1911. Exhibited for the first time at the company's head offices in Ingolstadt, this is the 78th car built by Audi in Zwickau and the oldest to have survived. This unique Type A, with its 26-horsepower engine, was capable of reaching 75 km/h. For the exhibition 'From Horch to Audi – The history of perfection has a new name', it has been loaned by the National Technical Museum in Prague –the first time, incidentally, that it has been made available in this way. The second-oldest exhibit, an Audi Type E built in 1913, also has a dramatic tale to tell. Its 55-hp engine, with a displacement of 5.7 litres, is the largest built by Audi during its Zwickau period. This model remained in production until 1924. Two examples are to be seen in the exhibition, one from the first and one from the final production batch. Although they have similar open tourer bodies, the changes introduced over an 11-year period can be clearly seen. The hero on the competition scene, however, is definitely the 'Alpine Victor' – the Audi Type C, built from 1911 to 1925. With August Horch himself as one of the drivers, this car won the Austrian Alpine Rally, at that time the most challenging event of its kind, three times in succession, the last occasion being in 1914. The car on display dates from 1919 and is still in roadgoing condition. Audi recorded a number of technical milestones in 1923 with the Audi Type M, in its day one of Germany's most luxurious and expensive cars. The engine had a light-alloy block and an overhead camshaft driven by a vertical shaft and bevel gears. An intake air cleaner was fitted. This Audi model was the first to have four-wheel brakes. The list price of 22,300 Reichsmarks was not within everyone's reach: Three of the 228 cars sold have survived, and also an additional chassis. The car on display is a sectioned model intended to illustrate the outstanding technical features and workmanship of the car. The Audi Type M was followed by the first Audi eight-cylinder model, the Audi Type R 'Imperator', which broke through the symbolic hundred-horsepower barrier. The car on display was built in 1929, and is the only remaining example of this model anywhere in the world. In 1931 Audi began to build the Type P, the first small car in the brand's history. For many years it was believed that none had survived, until 2003, when one was found in a barn in Ludwigsburg. Its documents indicated that the last owner had been the mayor of a town in the Swabian region of Germany and that the car had been taken off the road in 1955, to spend almost half a century like Sleeping Beauty waiting to be reawakened. Following extensive restoration in Riga (Latvia), Audi Tradition is now able to display this unusual car again – the sole surviving Type P. This first major Audi centenary exhibition is rounded off by cars produced by the Auto Union after its establishment and up to 1940 – two different Audi Front 225 models dating from 1935 and the last Audi to appear before the outbreak of war, the 1939 Audi 920.

The Imperator has been heard restored to its initial transaction by the establishment Fahrzeugrestaurierung Rosenow, that has now lead to one of the assured gems of the Audi museum mobile bunch in Ingolstadt to shine forth amongst renewed brilliance – the twelve-cylinder Horch 670. Audi Tradition is subsequent to yet again exultant amidst the administered of now bunch of restorers, went by Peter Spillner. As Thomas Frank writes it: “The Audi Imperator looks as if it's fantastic, minimal to the tiniest detail. Our estimates own been heard further as opposed to fulfilled.” Peter Spillner himself is as well content amidst the results: “This was the top issue our establishment has consistently had to face.” Wherever restoration of the car’s ingredients proved to be impossible, new sites had to be calculated and manufactured.” This historic car was found in the German state of affairs of Saxony at the end of the 1990s, and sold by Audi Tradition. Its history is extraordinary to recall: as was presistently the situation in the 1920s, the purchaser (who have got to undergo continued wealthy, ever since the car market values a larger number of as opposed to 16,000 Reichsmarks that much then, as a great deal as a compressed house) bought the Imperator as a chassis investing in engine. This ‘platform’ was delivered to a coachbuilder at which the consumer certain the bodywork of his selection or had it designed. In view of this, Peter Spillner had to conjure up somewhat special. He explains his approach: “We looked at the earliest photographs in the Audi archives and resolved to create an open touring car through a phaeton body.” The colour, too, was founded on detective work: one of the headlights significantly bore traces of the first paint, that is better illustrated somewhere between olive yellow and brown. Spillner, who is 35 decades of age, and his colleagues visited a good number of museums in such a quest for detail authenticity. He recalls: “We studied cars of a comparable age, while all the manufacturers at which instant had the same outside suppliers.” Audi introduced the Imperator at the end of the 1920s as the successor to the innovative Audi Type M six-cylinder model, but it was not destined to be a superior success. The eight-cylinder Imperator appeared correctly in the heart of a phase of boom need for the at that time Audi Werke, that culminated in a takeover by the founder of DKW, Jörgen Skafte Rasmussen, while the arrangement deteriorated much more and more as the universe industry difficulty broke out. Only 145 Audi Imperators got built. Ralf Hornung, who is responsible at Audi Tradition for the obtain and restoration of historic vehicles, explains: “The Imperator was an happy car, but it made it to the sale at the incorrect time.” According to the oldtimer specialist the select car, the endure remaining anywhere in the world, had a extended succession of possessors and more than likely merely survived for a exceptionally special reason. “We suspect such a it there was a rules for it to be depleted by a fire brigade. They are likely to treat this vehicles actually well. The luxury car was unquestionably in passable form when it was sold by Audi. Spillner: “The earliest engine was nonetheless a runner.” The car had a five-litre engine developing 100 horsepower, and multi !no! innovative parts as well. The engine bonnet was formed on aluminium, and carried a “1”, that was Audi’s emblem at which time, surrounded by a thermometer integrated to it. Tyre fluctuations got assembled easy by wheels providing a drastic locking nut, and the car had a special worm-drive rear axle. The Imperator’s chauffeur was when in on a shawm or chalumeau managed by the pressure of the consume gas; continuing to today, their has the commanding tone of a foghorn. It is unlikely the current the the previous surviving Audi Imperator was frequently pressed to utility by the fire brigade, ever since it has just insured a whole of 19,000 kilometres according to the odometer reading. The car has now been heard restored to its former splendour, but Audi Tradition performs not intend for the instant to score it in the Audi museum mobile in Ingolstadt. Thomas Frank, Head of Audi Tradition: “The Audi Imperator ought to initially be reserved for use on special firm occasions.”

Aston Martin Racing has released the 2009 specification Vantage GT4 based on Aston Martin's new 4.7 litre V8 Vantage. The new Vantage GT4 builds on the success of its predecessor, the 4.3 litre Vantage N24. The Vantage GT4 has been under development for six months and was unveiled in Dubai this week by Aston Martin chairman, David Richards, and tested extensively at the Dubai Autodrome. The car is an evolution of the N24 with the larger capacity engine being more responsive with increased torque throughout the rev range. The suspension has also been retuned to enhance the handling, including modified front uprights to give increased camber. The 2009 Vantage GT4 also has larger front brake discs with revised cooling.In the last two years, the N24 has proved to be one of the most successful cars in its class; winning the Nurburgring 24 Hours this year, as well as several FIA GT4 races,' said David Richards. 'We have built on this success to develop the Vantage GT4, a competitive racing car for professional and semi-professional drivers, but also a forgiving car which will appeal to enthusiasts who wish to use it for track days and club racing.' The Vantage GT4 is built to FIA GT4 regulations and is eligible to compete in the following series: FIA GT4 European Cup; British GT4 Championship; Britcar Endurance Series; German GT4 Championship; Dutch Supercar Challenge; Dutch GT4 Championship; VLN Endurance Championship at the Nurburgring; Australian Endurance Championship; the American SCCA Championship; and the Aston Martin Owners Club Race Series. The Vantage GT4 comes with either a manual transmission or sportshift transmission. It is priced from £96,645 and is available to order now with delivery in January 2009. Aston Martin Racing is now the only manufacturer to produce cars in each of the GT classes: GT1, GT2, GT3 and GT4.

Aston Martin V8 Vantage - originally launched to widespread critical acclaim at the Geneva Motor Show in 2005 - is to receive significant technical enhancements, reaffirming the car's position as one of the world's most desirable and exhilarating sports cars. While the universally distinctive and award-winning shape of the Aston Martin V8 Vantage is retained, the car benefits from a number of technical changes which include significantly up-rated engine performance from a new 4.7 litre power unit in both Coupe and Roadster variants. Other changes include revised dynamics to take full advantage of increased power and torque availability, improved Sportshift™ transmission software and a new sports suspension option. The 4.7 litre V8 engine has a power output of 420bhp (an 11% increase on the previous 4.3 litre unit) and delivers peak torque of 470Nm (15% increase), providing the Aston Martin V8 Vantage with new reserves of mid-range performance, an improved 0-60mph time of 4.7 seconds and top speed of 180mph (288kph). Combined European fuel economy and CO2 emissions are also improved by 13% (Sportshift™). Inside, the changes include a new centre console and revised switchgear and the introduction of an ECU replacing the previous V8 Vantage key. Externally, the acclaimed Aston Martin V8 Vantage design appearance is enhanced with a range of new standard and optional 19'' alloy wheels. Aston Martin Chief Executive Officer, Dr Ulrich Bez said: "Continued development and evolution of our unique VH (Vertical-Horizontal) architecture has brought even higher levels of refinement and dynamic performance to our whole range. "With the new 4.7 litre engine and associated changes we have taken the Aston Martin V8 Vantage to new levels of performance to produce an even more desirable sports car. "The Aston Martin V8 Vantage is now the most successful Aston Martin in our history and we are confident these changes will continue its appeal and driving enjoyment for both new and existing customers." Engine Improvements in performance have been achieved through a number of carefully developed changes to Aston Martin's acclaimed V8 engine. The cylinder bore and stroke has been increased from 89mm to 91mm and 86mm to 91mm respectively, giving a total displacement of 4735cc. The increase in cylinder bore is facilitated by a move to cylinder liners that are pressed into the pre-machined aluminium alloy block, allowing a thinner liner than was possible with the cast-in design of the 4.3 litre engine. The new forged steel crankshaft provides the 91mm stroke and incorporates new holes in the counter weights for reduced rotating mass and improved inter-bay breathing. New forged steel con-rods and cast aluminium pistons complete the capacity-related changes. Other key changes include efficiency improvements to the dry sump lubrication system, including a new sump casting with oil pick-up points moved from the front and rear to the sides of the sump. The cylinder heads are modified with a new intake port and an inlet valve size increase from 34.9mm to 35.9mm. The intake manifold has been modified to match the new port to optimise air flow. Transmission The Aston Martin V8 Vantage transmissions have also undergone changes to improve performance and to handle the increased levels of power and torque. Both the standard manual stick-shift gearbox and the optional Sportshift™ transmission benefit from a modified clutch and flywheel, reducing clutch pedal efforts and delivering a 0.5kg weight saving, reducing the rotating masses within the powertrain, and hence increasing engine responsiveness. Aston Martin's Sportshift™ transmission has undergone a series of specific changes to broaden the capabilities of the gearbox to offer customers enhanced comfort and convenience with sporting capabilities. Changes include a revised control strategy, allowing the transmission, rather than the engine, to dictate how best the engine torque should be deployed to optimise performance and deliver power smoothly and consistently. 'Dual Throttle Map' software is also featured. When 'Comfort' mode is selected the engine reacts in a smoother more progressive manner to driver throttle inputs and in the default 'Sports' mode the throttle mapping is more aggressive, delivering a more dynamic and sporting feel. Sportshift™ now also has the capability to take inputs from the steering wheel enabling the current gear to be held when the car is negotiating a corner and hill descent detection, allowing a low gear to be held, maximising the effects of engine braking. Suspension A series of improvements are introduced to the Aston Martin V8 Vantage chassis and suspension setup to deliver improved body control and low speed ride quality; enabling the driver to take full advantage of the increased performance potential. A number of the improved components originally introduced on the Aston Martin V8 Vantage Roadster are now carried over to the Coupe, including revised upper damper mountings and bump stops. Additionally, the front spring rates are stiffened by 11% at the front and 5% at the rear. Steering geometry is also modified to improve steering feel, while the front lower suspension arm compliance bushes are stiffened by 22% to provide enhanced steering response and handling. The Aston Martin V8 Vantage also now benefits from Bilstein dampers as standard; these low-friction dampers provide improved levels of dynamic capabilities and further improve ride quality. Design & Optional Equipment Also introduced as an option for both Coupe and Roadster variants is a new Sports Pack which comprises forged lightweight alloy wheels aiding a lower unsprung mass, re-tuned Bilstein dampers with improved dynamic response, up-rated springs and a revised rear anti-roll bar (Coupe only). The Sports Pack is intended to offer greater agility, high speed body control and precision feel for the most enthusiastic of drivers. Although the award-winning exterior design of the Aston Martin V8 Vantage remains largely unchanged, a new 20-spoke 19'' alloy wheel is introduced as standard, with either diamond turned silver or graphite finishes available as options, affording customers maximum choice. Alternatively, as part of the Sports Pack option, a 5-spoke lightweight aluminium wheel will be provided. In the cabin, a new centre console constructed from die cast zinc alloy with a graphite silver finish is introduced along with a new ECU - first seen on the Aston Martin DBS in 2007. The ECU - constructed from glass, polished stainless steel and polycarbonate - replaces the key used previously for the Aston Martin V8 Vantage. The revised car also includes a new Hard Disk Drive (HDD) Navigation System offering faster route processing, additional features and improved graphics. Full ipod/MP3 integration is retained as standard equipment. First shown as a concept car at the 2003 North American International Auto Show in Detroit, the Aston Martin AMV8 Concept caused a worldwide sensation as it allowed Aston Martin to enter a new sector of the premium sports car market with a genuine alternative to other cars on offer. Deliveries of the Aston Martin V8 Vantage Coupe to customers began in late 2005, joined by a convertible sibling in 2007 when the Aston Martin V8 Vantage Roadster was launched. The car is hand built at Aston Martin's Headquarters at Gaydon, Warwickshire, UK and to date more than 10,000 have been delivered to customers around the world.

Aston Martin Lagonda concept is celebrating 100 years of manufacturing cars under the brand name Lagonda, stunning modern evolution of this flag name. Lagonda marries modern functionalism with luxury, based on organic forms, rich materials and complex surfaces. The car is based on the best platform, which, taking into account a wide range of future powertrains, including flexfuel, low-emission diesel and hybrid systems. Aston Martin Lagonda concept is composed of four seats in the International Tourer, avant-garde luxury car, which draws inspiration from the outstanding brands the past, as well as the visual language of high-speed design, spacious individualistic environment of higher class cabins and custom feel of contemporary modern furniture. Within four generous seats are divided into two zones, front and rear. As a result, relaxed, rich environment that envelops you in a warm, tactile materials. Marek Reichman, Aston Martin design director, a description of Aston Martin Lagonda concept design language as a synthesis of liquid form mixed with hard, constructed lines. This organic, emotional approach eschews a vertical surface in a broad, flowing around the body and spacious passenger cabin. A clear distinction between cabin, shoulder and flank strongly resembles a powerful and flags lines Lagondas era of 1930's and, in particular the V12 engine option LG6. Viewed from the front of the concept, the deep, strong grating is also the presence and elevation of the cars from the interwar period. Brave character lines that run along the sculpted flanks to the rear to ensure the concept is firmly planted on the road. Large 22 "wheels and cut-out of the body offer exceptional ground clearance, but the concept V12 engine provides power through all four wheels. Modern automotive brand must have strong core values and a wide range of possibilities. Modern Lagonda will lead to long-distance car, a vehicle that combines luxury cosseting extreme functionality and technical innovation. Lagonda name is an integral part of the history of Aston Martin since 1947. Aston Martin Lagonda concept shows how the brand will once again stand together with Aston Martin, as the perfect complement to today's performance. Lagonda stands for functional elegance, performance, simplicity and convenience. "Lagonda will create a new type of relationship with clients, foster the spirit of travel, adventure and style in a single package with a huge," said Dr. Ulrich No. "The agenda for the Aston Martin requirements management. Lagonda required destination. Lagonda: the revival of brand luxury Aston Martin is proud to announce the return of Lagonda, one of the landmark names in the luxury car production. The aim is to Lagonda market with a unique product of luxury performance car that combines exceptional ability with unsurpassed elegance, inside and out. Lagonda return signal a significant expansion of Aston Martin production, taking the company into new and emerging markets worldwide. To demonstrate the vision Lagonda, Aston Martin Lagonda concept car was created, which epitomises the crossing vessels, design and technology with a high-performance Aston Martin examination. Aston Martin Lagonda concept of avant-garde luxury car with a powerful four-wheel drive, four-seat car that will satisfy the most demanding owner. The concept demonstrates the commitment to innovative technologies, new materials and elegant forms. "The Lagonda luxury car is the future," said Aston Martin chief executive, Dr Ulrich Without, "a combination of general convenience, new forms and new technologies and materials." Back Lagonda meets the long term. Aston Martin modern era began in 2001 with the launch V12 win awards and build its headquarters in Gaydon, Warwickshire in 2003. In subsequent years, Aston Martin has started four classes of leading new products, revitalize the GT category and the revision of automotive beauty. Aston Martin range of award-winning DBS, DB9, Vantage and forthcoming quickly, and one-77, represent some of the most beautiful high performance cars are built elegant, highly developed and very well engineered. Aston Martin will always be sports cars, as well as a modern, exclusive and beautiful, it calls for the government, the unique nature of that reward for enthusiasts, both on road and track. First of all, Aston Martin creates an emotional reaction. This machine with a soul. Under the leadership of Dr Ulrich No, Lagonda luxury performance will bring in new markets and territories worldwide. Reflecting its remarkable history, Lagonda will return to Russia, to enter new markets in the Middle East, South America, India and China, as well as in response to demand from a dynamic, innovation-oriented consumers in Europe, North America and the Far East. Not only Lagonda Aston Martin to join the existing core markets, and the unique nature of the new brand will help take the company more than 100 territories worldwide and the expansion of the brand to new customers. "The agenda of Aston Martin is a true, pure sports car," said Dr. Ulrich No, but the Lagonda is something else that the new brand will have access to new markets and have different values for the Aston Martin. " Heritage Lagonda is one of the greatest names in automotive history, brands associated with luxury, performance, grace and exclusivity. Since the first Lagonda production cars was built 100 years ago, born in the United States, Wilbur Gunn, name Lagonda has undergone several incarnations before he soon began to Excel in the creation of racing cars and sports sedans.





Gunn first car was built in his home workshop in Middlesex, England in 1909. In 1910, forced him to Gunn 16/18hp Lagonda Tourer to victory in the Russian judicial Reliability, spectacular developments in the conduct of the Imperial Automobile Club of Russia's public relations exercise in the country's emerging road system. Win brought a lot of orders, and Gunn has focused on the Russian market, the creation of the dealers in St. Petersburg and Moscow in 1910. In truth, Russia's roads, introduced students to the enormous traffic and route, which includes St. Petersburg, Riga, Kiev and Moscow, was a strict test for any car. Gunn is a testament to the success of Lagonda in and build a solid operational performance. It was not until the next year, which began marketing Lagonda cars in the country, starting a limited production of light vehicles, which was eventually stopped by the First World War. Throughout the 20's and 30's the company expanded its premises in Staines, England, taking into account the vehicles yield more substantial touring models. Lagonda came to epitomise Edwardian passion to create new records and exploring new territory, with robust and reliable vehicles that can be easily determined trans-continental links. In 1933, the manufacturer began M45 at Olympia Motor Show in London, sports nutrition from the Tourer Henry Meadows developed six-cylinder 4.5-liter engine. The prototype was driven aristocrat and enthusiast, Edward Russell, Lord de Clifford, from Dieppe in Brindisi to Greece, beating Express on the same route about 14 hours. As a result, it was the media sensation. M45 quickly became known as a vehicle for the discerning sportsman, fast and capable but also quite useful for long journeys. At one time it was the largest engine in its class, the distinction that attracted the owners of the land, as the speed record holder Sir Malcolm Campbell, who was his M45 painted in his signature blue.



The emerging sport of long-distance, endurance racing is also an integral part of Lagonda development. In June 1935, lightweight version of M45 won the Le Mans 24 hours a day, with John Hindmarsh and Luis Fontes at the wheel. This was a landmark achievement for the brand, as well as HighPoint British sports car racing in the interwar period after the heyday of Bentley in 1920-ies. In the same month, was acquired Lagonda Alan Fine, a charismatic British lawyer whose first task was to seek qualified engineer WO Bentley. The results were LG45 Frank Feeley style that represented the pinnacle of engineering skills of time. In 1936, W.O. Bentley developed the first Lagonda V12, the engine, which was perfectly at home in the majestic long-wheeled version of the new chassis. Lagondas in the 1930's demonstrated a general harmony between the engineering and appearance, including the stately LG6 model introduced in 1937. W.O. Bentley good innovation and refinement throughout the war, and the company has developed LG6 model V12, even more imposing and dignified 'cabin, which, unfortunately, ceased production before the war. At the same time, engineers have developed a new six-cylinder engine, the War, the advantages of which were soon on the Aston Martin. Aston Martin Lagonda in collaboration with started in 1947 when David Brown, marque a new owner bought the company for £ 52500. Cooperation has access to the Aston Martin WOBentley new 2.6L DOHC six cylinder engine, as well as the talents of long body stylist Frank Feeley. Feeley is responsible for the elegant drophead version of the new 2.6 liter, the first of the David Brown era Lagonda production from 1948 to 1953. At the end of 1952, the 2.6 liter was developed in 3.0 liters, which is used a revised version of WO Bentley engine. The two-door sedan was soon joined by the four-door coupe and the drophead. Next Lagonda was developed tourist rapid response in 1963, the sleek four-door sedan, which shares many components with the Aston Martin DB4. Fifty-five were built, of which 48 survived. In the late 1960's, Aston Martin head designer William cities, a new four-door sedan from the Aston Martin DBS. Only seven cases have been built in the mid 1970's. In 1976, Aston Martin Lagonda has announced a new era, a unique, innovative car developed by William Cities in the contemporary 'wedge' of fashion, he made his own. Permalink aesthetically and technologically different from the range of Aston Martin, Lagonda was a bold and experimental, high performance luxury saloon a truly discerning. Lagonda name was briefly revived for the Vignale concept, the introduction of a luxury sedan, which was established to develop Ghia in 1993. One example survives. The name is also used for a strictly limited production Virage Lagonda saloon and shooting brakes in 1994. Lagonda stories is a long and eventful, including the two most important figures in twentieth-century British engineers, WOBentley David and Brown, racing fame, and some of the most dramatic designs in automotive history. In the 21 th century, Lagonda will return, bringing a sense of adventure and the avant-garde in the market of luxury cars, in honor of the remarkable history, as well as make a bold statement for the future.

The DBS is manufactured using the finest materials, with a combination of hand-finishing and pioneering high-technology processes. From the exceptional quality of the design and finish to the advanced production techniques employed to save weight and create strength, the DBS is both a technological masterpiece and a powerful visual and tactile experience, inside and out. The DBS is the culmination of the DB bloodline, a synthesis of race-bred technology and road-going practicality that can be traced back to the iconic DB2, DB3S and DB4GT, and is continued today with the DBR9 and DBRS9 race cars. The DBS's powerful, flowing form fuses the visual language of the DBR9 GT1 race car with the innate elegance of the DB series. Lower and tauter than other Aston Martin production models, the DBS has subtly flared wheel arches accommodating standard 20' diameter wheels and tyres. These provide excellent stability and grip, while giving the car a muscular and athletic stance that evokes the DBR9 and DBRS9. The design process involved continuous revision and honing of the DBS's surfaces, ensuring that the shapes and forms represent perfectly the car's inherent power, while never diluting the fundamental proportions that are the essence of every Aston Martin. The external detailing reflects the power and dynamic abilities of the DBS, with revised inlets and enlarged grilles that deliver more air into the engine and increase its cooling capacity. Subtle design details include a new five-bar design for the polished alloy main grille, as well as two additional vents in the enlarged power bulge on the carbon-fibre bonnet. These vents are entirely functional, improving engine performance and efficiency, yet also communicating the increased power output of the uprated V12 engine. The DBS's aerodynamic enhancements are shaped by Aston Martin's racing experience. A carbon-fibre splitter and a new front bumper design help channel airflow around the car's wider bodywork. The aerodynamics team worked hand in hand with the modelling team to ensure that the forms and surfaces of DBS were sculpted for inherent stability at high speeds. The widened front and rear track improve handling and give the car a more muscular character. To accommodate this additional width, the surfaces of the wings have been sculpted and re-shaped with harder lines, which also serve to emphasise the car's strength and power. The lowered ride height is accentuated by the enhanced side sills, carefully profiled to improve aerodynamic performance and reduce drag along the flanks. The iconic Aston Martin side strake, a design feature of every DB car since the DB4, has been redesigned for the DBS, incorporating a side repeater formed by a bank of LEDs. Improved aerodynamics shape the rear of the DBS, where the more prominent boot spoiler is carefully incorporated into the carbon-fibre boot lid. A horizontal chrome finisher is set into the lid to accentuate the wide track of the new car. The car's flat undertray helps to improve the aerodynamics of the underbody surface and culminates in a new carbon-fibre rear diffuser, another feature carried over from the race cars. This device creates an area of low pressure beneath the rear of the car, reducing lift and improving high-speed stability without the need for large, unsightly external spoilers. The new one-piece diffuser also incorporates the DBS's large and distinctive twin exhaust tailpipes. The interior of the DBS represents the epitome of Aston Martin's commitment to using materials honestly, without disguise or embellishment. Lightweight materials are used throughout to save weight; door pulls are made from carbon-fibre, for example, and the carpet has been woven with lighter fibres to save valuable kilograms. Special semi-aniline leather is used throughout the cabin, saving weight as well as giving a soft feel and distinctive aroma. The DBS features unique primary controls, including a new steering wheel profile with a twin-stitched detail marker that indicates the ‘on-centre' position. The gear knob is fashioned from polished alloy to echo the metallic finishes on the new centre console. The instrument cluster is designed with white numerals on a dark graphite background for excellent legibility. The twin-stitch pattern runs through the interior as a signature device; the alignment of both stitch lines is testament to Aston Martin's ongoing tradition of exceptional craftsmanship. The DBS start sequence blends tradition with high technology and a touch of theatre. The ignition ECU (Emotion Control Unit) has evolved into a machined and highly tactile polished sapphire ECU, incorporating a stainless steel inner case. Resembling a fine wristwatch or a piece of contemporary sculptural jewellery, this sapphire ECU epitomises the spirit of the DBS. To operate the car, the sapphire ECU is inserted into a special docking station in Aston Martin's signature dashboard-mounted sapphire starter button, and glows red to indicate when the car is ready to start. The engine is fired by pressing the ECU flush with the surface of the starter button. After pressing to stop the engine, the ECU automatically motors out of the dashboard for removal. The start sequence of the DBS is augmented by an all-new centre console design with a cast metal surround, crisp typography and new graphics. The new console has a traditional dial-face clock at the centre, flanked by two rotary controls for the heating and air-conditioning system, fashioned from solid, turned aluminium. These controls are also used to navigate the audio system, Bluetooth telephone preparation and satellite navigation functions. The Aston Martin 700 W Audio System, with Dolby® Pro Logic II® has been exclusively developed for Aston Martin to provide outstanding sound quality. A slot for the six-CD autochanger is located at the top of the console, while within the centre armrest cubby box there is inbuilt connectivity for MP3 players. Bluetooth telephone preparation is standard on the DBS, enabling you to synchronise your mobile telephone directory through the car's display screens. It can also display the last 10 calls received, made and missed.

Aston Martin introduced a revised version of the company's critically acclaimed Aston Martin DB9 at the 2008 Geneva Motor Show, which includes significant enhancements to standard specification. These changes include a revised version of Aston Martin's 6.0 litre V12 engine to deliver improved power and torque. Peak power of 470bhp (350kW) - increased by 20bhp (30Nm) - is now reached at 6,000rpm, resulting in a power to weight ratio of 267bhp per tonne (199kW/tonne) - an increase of 11bhp per tonne over the existing Aston Martin DB9. Peak torque of 600Nm is delivered at 5,000rpm, providing even more accessible power for the driver, as well a greater performance feel overall. Accordingly, top speed is now 190mph (306km/h) and the benchmark 0-60mph time improves by 0.3 seconds for the Touchtronic transmission - which benefits from a new valve box and integrated transmission controls to achieve quicker gear shifts - to 4.6 seconds and by 0.1 seconds to 4.6 seconds for the manual gearbox. The latest Aston Martin DB9 also incorporates a series of chassis developments for both the Coupe and Aston Martin DB9 Volante derivates. Bilstein dampers are introduced in addition to revised upper suspension arms and retuned suspension bushes to deliver improved ride quality; aiding greater refinement in the Aston Martin DB9 Volante and an enhanced sporting feel in the Coupe. The Aston Martin DB9 Volante also benefits from revisions to the front shear panel which increases torsional rigidity by 10%, further improving refinement. The Aston Martin DB9 manages to combine all facets of style, quality and usability of a traditional Aston Martin without relying on retrospective detail or design. Accordingly, styling changes to the revised Aston Martin DB9 are subtle, reflecting the car's timeless design and understated elegance. Exterior styling changes include the introduction of a new standard 19'' 10-spoke alloy wheel, new door mirrors and a revised anodised aluminium five-bar grille. In the cabin changes include a new centre console constructed from die cast zinc with a painted iridium silver finish and the introduction of a new Emotion Control Unit (ECU) - first seen on the Aston Martin DBS in 2007. The ECU - constructed from glass, polished stainless steel and polycarbonate - replaces the key used previously for the Aston Martin DB9. The innovative Aston Martin DB9 introduced an exciting new era for Aston Martin. The 2+2 sports car set new standards in its class due to its astonishing combination of technology, agility and design. The car marked the beginning of a new era for Aston Martin and became the first car to be hand-made at the company's state-of-the-art facility in Gaydon, Warwickshire. Sales of the Aston Martin DB9 started in spring 2004, and to date, more than 10,000 examples have been produced and delivered to customers around the world - surpassing the Aston Martin DB7 as the most successful Aston Martin of all time. Deliveries of the updated Aston Martin DB9 begin during quarter two 2008, with prices from £113,950 for the Aston Martin DB9 Coupe and £122,950 for the Aston Martin DB9 Volante

Aston Martin will introduce a revised version of the company's critically acclaimed DB9 at the 2008 Geneva Motor Show, which includes significant enhancements to standard specification. These changes include a revised version of Aston Martin's 6.0 litre V12 engine to deliver improved power and torque. Peak power of 470bhp (350kW) – increased by 20bhp (30Nm) - is now reached at 6,000rpm, resulting in a power to weight ratio of 267bhp per tonne (199kW/tonne) – an increase of 11bhp per tonne over the existing DB9. Peak torque of 600Nm is delivered at 5,000rpm, aiding improved low engine speed and providing more accessible power for the driver, as well a greater performance feel overall. Accordingly, top speed is now 190mph (306km/h) and the benchmark 0-60mph time improves by 0.3 seconds for the Touchtronic transmission – which benefits from a new valve box and integrated transmission controls to achieve quicker gear shifts – to 4.6 seconds and by 0.1 seconds to 4.6 seconds for the manual gearbox. The latest DB9 also incorporates a series of chassis developments for both the Coupe and Volante derivates. Bilstein dampers are introduced in addition to revised upper suspension arms and retuned suspension bushes to deliver improved ride quality; aiding greater refinement in the Volante and an enhanced sporting feel in the Coupe. The DB9 Volante also benefits from revisions to the front shear panel which increases torsional rigidity by 10%, further improving refinement. The DB9 manages to combine all facets of style, quality and usability of a traditional Aston Martin without relying on retrospective detail or design. Accordingly, styling changes to the revised DB9 are subtle, reflecting the car's timeless design and understated elegance. Exterior styling changes include the introduction of a new standard 19'' 10-spoke alloy wheel, new door mirrors and a revised anodised aluminium five-bar grille. In the cabin changes include a new centre console constructed from die cast zinc with a painted iridium silver finish and the introduction of a new Emotion Control Unit (ECU) – first seen on the DBS in 2007. The ECU – constructed from glass, polished stainless steel and polycarbonate - replaces the key used previously for the DB9. The innovative DB9 introduced an exciting new era for Aston Martin. The 2+2 sports car set new standards in its class due to its astonishing combination of technology, agility and design. The car marked the beginning of a new era for Aston Martin and became the first car to be hand-made at the company's state-of-the-art facility in Gaydon, Warwickshire. Sales of the DB9 started in spring 2004, and to date, more than 10,000 examples have been produced and delivered to customers around the world – surpassing the DB7 as the most successful Aston Martin of all time. Deliveries of the updated DB9 begin during quarter two 2008, with prices from £113,950 for the DB9 Coupe and £122,950 for the DB9 Volante.

Aston Martin has developed a new luxury commuter concept; the 'Cygnet' which will offer customers a distinctive, intelligent and exclusive solution for urban travel in style and luxury. The concept will offer Aston Martin trademark design in a commuter car package based on the critically acclaimed Toyota iQ with a Euro NCAP 5-star safety package. The 'Cygnet' concept represents a creative, environmentally conscious solution, being small, yet with presence - and highly fuel efficient, now combined with the prestige of Aston Martin's luxury brand ownership. Aston Martin, the world leader in exclusive niche engineering is collaborating on this concept with Toyota the world leader in volume, quality and reliability. Although vastly different in size, Toyota and Aston Martin share the philosophy of engineering excellence and innovation underlined by a strong passion for cars. Aston Martin Chief Executive, Dr Ulrich Bez said: "Now is the right time for Aston Martin to take this first bold step to embark on this special project - made possible with the support of an organisation of Toyota's stature and capability and the intelligent design and perfect city car package of the iQ." "Much work is still required, but I am confident that this project could become reality in the not too distant future. This concept - akin to an exclusive tender to a luxury yacht - will allow us to apply Aston Martin design language, craftsmanship and brand values to a completely new segment of the market." "The offering of a 'Cygnet' with a DBS, DB9 or Vantage is a unique combination of opposites and a novel transport solution allowing intelligent and sensitive mobility on an exclusive and innovative level.

No doubt – HAMANN knows how to refine luxury cars. And with the tuning programme for the V8 Vantage of the English luxury brand Aston Martin, the Laupheim-based company once again confirms its supremacy as a manufacturer of sport accessories and thrilling body design. Optimised aerodynamics in perfect quality 'Form follows function' – in this spirit, HAMANN perfectly co-ordinates the individual components of the aerodynamics kit with each other. The result is an impressive styling with an optimised airflow over the car silhouette and an additional output for increased bend speed. The bow of the Aston Martin can be optionally equipped with a spoiler lip for the original front or enhanced with an entire front skirt. Between the front and rear side, the striking HAMANN side skirt attachments render an integrated design and give the Vantage a lowered and more stretched look. In order to reduce the lifting forces at the back axle, HAMANN technicians developed a shapely spoiler which can be fitted on the rear lid and enhanced with a matching three-part rear diffuser. The latter optically extends the side skirts downwards and skilfully enhances the two end pipes of the HAMANN sport exhaust system. Basically, the customer can choose from two materials for the body components. HAMANN produces its entire aerodynamics programme in fibre glass or optionally in matt carbon. Sportive and elegant – the new light alloy wheel EDITION RACE One of the technical highlights in the tuning programme is the new three-part HAMANN light alloy wheel named EDITION RACE. The forged wheel combines both sportiness as well as elegance. The black varnished rim star and the titanium bolting emphasise the dynamism of the wheel, the highly-polished rim flange on the other hand renders a noble appearance. HAMANN offers the wheel/tyre combination measuring 9,0Jx21 inches with 245/30ZR21 tyres at the front and 10,5Jx21 rims with tyres measuring 295/25ZR21 at the back for 8,540 €. The new aluminium wheels are accentuated with special chassis springs which lower the centre of gravity of the V8 Vantage by 30 mm at the front axle and by 20 mm at the rear axle. At the same time, this enhances the handling of this sports car. HAMANN exhaust components: a successful symbiosis of sound and performance Especially for the V8 Vantage, the Swabian engineers developed sport catalysers and sport end mufflers. The components made of stainless steel render an impressive sound setting and emphasise the sportive value of the HAMANN-makeover. At the same time they breathe an additional 20 hp more performance into the British noble car and this mainly enhances its agility. Stylish interior Produced in the traditional style of Aston Martin which is reflected in comfort, luxury and sportiness in the interior, HAMANN Motorsport offers discreet interior applications. Thus, the noble aluminium pedal set including a foot rest and the car mat set made of threaded pearl velours set sportive trends. If desired, customers can also opt for a handmade complete leather equipment which meets the exclusive demands of Aston Martin drivers.

The Aston Martin Vantage N24 is a hand-built racing car, prepared to a bespoke specification by Aston Martin Racing. Aston Martin Asia Cup (AMAC), the series starts in 2008 and will consist of 12 races throughout the Asia Pacific region including China, Japan, Malaysia and Singapore. Each race will feature a grid of 18 Aston Martin Vantage N24s, a 4.3 litre race-developed evolution of the V8 Vantage which has been proven in endurance and sprint races in Europe and the Middle East. The AMAC will include a variety of 30 minute sprint races and longer endurance races, some of which will support Formula One events in the region. The series will provide a stable, well-regulated racing environment with competitive racing in equal equipment provided by the series' organisers. Competitors will be able to ‘arrive and drive' thanks to a comprehensive service package which includes: engineers and technicians, logistical support, hospitality and accommodation, race entry, and a comprehensive spare parts package. Drivers may be able to enter with their own teams, subject to approval by the series organisers. Dr Ulrich Bez, Chief Executive Officer, Aston Martin said: 'When we announced plans to build the Vantage N24 for customers in 2006 we were very confident it would make a great choice for a one-make series. I am delighted that we are able to announce the Aston Martin Asia Cup for 2008, it will help greatly in communicating our brand values, performance, and product durability in this exciting new market.' The Vantage N24 is built to international FIA GT4 regulations by Aston Martin Racing in the UK, who will also provide technical support for the series. The car has a V8 engine producing 410 bhp and weighs just 1350 kg. The 18 AMAC cars have the latest automated manual Sportshift transmission, for fast precise gear shifts, and all the cars are equipped with roll cages, safety fuel tanks, race seats and harnesses, and fire extinguisher systems. The cars will be serviced at the Aston Martin Beijing service facility at the city's Goldenport race circuit. Aston Martin Beijing will be offering a special factory collection option, which will see customers receive expert instruction on the Goldenport track and an opportunity to drive a Vantage N24. The AMAC series director is Ian Ross Geekie. Ian brings a wealth of motorsport experience as a series organiser, team manager and race driver in the Asia Pacific region. Ian has previously worked with several premium automotive marques within Asia, setting up a number of successful and high profile racing championships. In addition to prize money and trophies, the overall winner of the AMAC series will be awarded a sponsored drive in a Vantage N24 in the FIA GT4 series in 2009.

The 2008 Aston Martin V8 Vantage N400 is a gorgeous car. It is seen by car experts as an even more charged version of the previous V8 Vantage that was released by Aston Martin. The car has even more power and is available as both a coupe and a roadster. The Aston Martins are very popular and are loved for both their engines as well as their sleek looks. The Vantage N400 is a special edition vehicle that is as gorgeous and as it is powerful. History of Aston Martin Aston Martin is a British vehicle manufacturer that is cantered in Gaydon, Warwickshire, England. It was started by Robert Bamford and Lionel Martin in 1913. The two men had partnered to sell cars made by Singer in 1912. The two men decided to make their own cars and named their model the Aston Martin after Martin's love of the hill climb races at Aston Hill (which is near Aston Clinton). The first Aston Martin ever produced was a four cylinder Coventry-simplex engine that was on the chassis of an Isotta Fraschini from 1908. The car was made before they managed to acquire manufacturing premises in Kensington at Henniker Place (this happened in 1915). Unfortunately mass production of their cars could not start as soon as the partner's had hoped because of the outbreak of the first World War, which is when Martin joined the Royal Army Service Corps and they sold all of their machinery to the Sopwith Aviation Company. The company was re-founded and revitalized after the war ended when the company received financing from Count Louis Zborowski. Bramford left the company in 1920 but not until they had designed a new car. Over the course of the car's history, Aston Martins have been made to compete in the French Grand Prix (1922); they have set world endurance and speed records at Brooklands. The company has failed two times, once in 1924 and in 1925 with a factory closing taking place in 1926. The company was finally bought by some very rich investors, Lady Charnwood among them, and it was renamed Aston Martin Motors. The company headquarters were moved to Feltham and in 1929 the Aston Martin International racer car was a huge success. In 2007, the company was purchased by David Richards, who is the Prodrive chairman. It is still co-owned by Ford (a development that happened in 1994). The company has also recently opened dealers in Europe and China. Now the company has dealers in 28 countries.

N24 racing car. Originally conceived as a GT4 car, it gradually evolved into a potential GT2 contender, which was the only GT class Aston Martin did not cater for at the time. Early testing at Goodwood showed potential and the GT2 Vantage was officially announced in January of 2008. Customers now had their choice of GT1 (DBR9), GT2 (V8 Vantage), GT3 (DBRS) and GT4 (N24) Aston Martins. While developing the car, the engineers had considerable more room for modifications than with the N24 Vantage, which was virtually stock. What remained unchanged was the advanced bonded aluminum chassis. The double wishbone suspension was also lifted off the road car but the geometry was changed to accommodate for the wider tires. The standard aluminum body, with the exception of the roof, was replaced with lighter and more durable carbon fiber panels. The road car's 4.3 liter V8 engine was increased in size slightly to just under 4.5 liter. This was done to get an intake-restrictor size that best suited the characteristics of the engine. Interestingly Ferrari actually sliced displacement off their F430 V8 engine for the same reason. Although no official figures have been released, we expect the restricted V8 to produce around 480 bhp. The dry-sump competition engine was mated to a six-speed sequential gearbox that was mounted in unit with the differential. Two principles customers were found for the new Aston Martin racing car. In Europe the car would be raced by James Watt Automotive, while Drayson Racing would take one stateside for the American Le Mans Series. Awaiting the arrival of their new car, Drayson campaigned their DBRS9 in the ALMS' opening rounds. The first public appearance of the GT2 Vantage came at the Le Mans Series test at Paul Ricard. The car was clearly still under development but the test gave Aston Martin the opportunity to test the waters against real opposition. The same prototype car was entered in the season opening Catalunya 1000 km race but it was withdrawn after the morning warm-up with engine problems. Later that month the first production car was delivered to Drayson in time for the high profile Long Beach ALMS race. It was considerably off the pace but did manage to reach the finish. The team put on a valiant effort the remainder of the season but continued to struggle to match the competition for pace and reliability. Back in Europe, the prototype made an appearance in the FIA GT test at Spa but did not take part in the 24 Hours later in the month. James Watt Automotive finally took delivery of their V8 Vantage in September and campaigned it in the Le Mans Series season finale at Silverstone. It completed the race in 33rd overall and 8th in class. In October the prototype was raced in two FIA GT races. Facing little opposition, the car won the G2 class at both occasions. Although James Watt Automotive announced a two car entry for the Le Mans Series, Drayson was the only team to race the V8 Vantage in 2009. On the schedule are the Le Mans Series and the major long distance events. The season kicked off at Sebring where the GT2 machine was noticeably quicker but again suffered an engine failure. Back in Europe the team's second V8 Vantage performed better securing an 8th and 6th in class. The next race will the 24 Hours of Le Mans.

The Aston Martin V8 Vantage is a supreme example of modern automotive design, a hand-crafted sports car that offers exceptional performance, outstanding agility and everyday usability. At the heart of every great sports car is a great engine, and the V8 Vantage Coupe and Roadster are powered by Aston Martin’s 313 kW (420 bhp) 4.7-litre V8, developed for both flexibility and outright performance. The V8 also sounds spectacular and is capable of propelling the car to a maximum speed of 290 km/h (180 mph). Just look at the thing!" That's about the only selling line the 2008 Aston Martin V8 Vantage will ever need. If you've seen a V8 Vantage on the road, you know what we're talking about. Few other cars look this, well, sexy. Thankfully, this baby Aston has impressive talent lurking beneath its gorgeous face. It all starts with Aston Martin's aluminum "VH" platform that also underpins the DB9 and DBS. This intricate assembly of aluminum extrusions, steel and magnesium castings and composite body panels are all bonded together with advance adhesives for light weight and exceptional rigidity. There are other desirable attributes as well, including a rear-mounted transaxle for enhanced weight distribution (49:51, says Aston) and a dry-sump lubrication system for the car's V8 engine. That engine is a 4.3-liter V8 producing 380 horsepower and 302 pound-feet of torque. This is good enough to propel the nearly 3,500-pound Vantage coupe from zero to 60 mph in 5.1 seconds. While this acceleration time is certainly quick, it's not exactly record-breaking -- line up against a BMW M3 and you're in real danger of embarrassment. An Audi R8 and Porsche 911 -- the Aston's principal competitors -- will likewise leave it in their German dust. A glimmer of hope comes in the form of 2008's new N400 trim level. Said to commemorate the company's success with its N24 race car at Germany's Nürburgring racetrack, this more sharply focused V8 Vantage comes with 20 more hp, firmer suspension tuning, lightweight wheels and exterior and interior trim changes. Even in N400 form, this Aston Martin doesn't make much sense from a bang-for-the-buck standpoint. Considering the 911 Carrera S is about $30,000 less, the fiscally conscious should also view the Aston with a very suspicious eye. But there's more to the V8 Vantage than just numbers. In terms of exclusivity, style and character, the V8 Vantage delivers in a big way -- particularly the sexy roadster -- to a degree that no austere German automobile could ever hope to match. And from that standpoint, the V8 Vantage will never disappoint.

Aston Martin unveiled the most eagerly anticipated car of the year the new DBS at the Pebble Beach Concours d'Elegance on August 16th 2007, where the company took a starring role as the featured marque. Aston Martin Chief Executive Officer, Dr Ulrich Bez, said: "The DBS is the ultimate expression of Aston Martin's engineering and technical ability. It offers pure performance without compromise.



The Aston Martin DBS delivers the complete driving experience and bridges the gap between our road and track cars - the Aston Martin DB9 and Aston Martin DBR9." Equally at home on a twisting mountain circuit as on the open road, the DBS is a true thoroughbred. The DBS is a 6.0-litre V12 powered, race-bred, two-seater shaped by the aerodynamic demands of high performance, with an exquisite interior that marries beautifully hand-finished materials with the very latest in performance technology. A combination of elegant design, innovative manufacturing processes, race-derived materials and components and Aston Martin's unrivalled hand-build expertise makes the Aston Martin DBS luxury sports car without equal. Every line, crease and curve conveys the enormous potential of the DBS, a seductive blend of refinement and raw power, provided by the hand-built V12 producing 380kW (510bhp/517PS), a top speed of 191mph (302km/h) and a 0-62mph (0-100km/h) time of 4.3 seconds. The DBS will be built at Aston Martin's global headquarters at Gaydon, near Warwickshire in the UK, joining the current Aston Martin line-up. This now comprises the elegant DB9, the agile Aston Martin V8 Vantage Coupe and the critically acclaimed Aston Martin V8 Vantage Roadster.



DBS: Performance The need for high-performance stability, handling ability and low kerb weight defined the DBS's form and construction. Accordingly, the DBS becomes the first production Aston Martin to make extensive use of ultra-light carbon-fibre body panels. High levels of performance and control are delivered by the combination of inherent light weight, near-perfect weight distribution, a supremely powerful and flexible V12 engine, and a performance-honed six-speed transmission, together with new carbon ceramic brakes and an adaptive damper controlled suspension system. At the heart of the DBS is a 6.0-litre V12 engine. The DBR9 and DBRS9 race cars are powered by an enhanced version of this same V12, tuned to produce in excess of 600bhp. The shared powerplant continues the strong link between Aston Martin's road and race cars, just as the six-cylinder engine used in the DBR1 also powered the Aston Martin DB4, DB5 and DB6 in the 1950s and 60s. As with all current Aston Martins, the engine is hand-assembled at Aston Martin's dedicated engine facility in Cologne, Germany. The classic 6.0-litre V12 features a number of power-increasing enhancements. These include a 'by-pass' engine air intake port that opens above 5500rpm to allow more air into the engine, and re-profiled air inlet ports that further improve airflow into the combustion chamber. Combined with a compression ratio of 10.9:1, the result of these enhancements is prodigious power and torque: the Aston Martin DBS delivers 380 kW (510 bhp/517 PS) at 6500 rpm. The 3.71:1 final-drive ratio ensures that the additional power is usable, enhancing in-gear acceleration in particular.



A lightweight, rigid structure is the design engineer's ultimate goal, and achieving the right balance between strength and mass is crucial. Like the DB9 and its sibling DBR9 and DBRS9 race cars, the DBS uses Aston Martin's class-leading all-alloy VH (Vertical Horizontal) architecture, a lightweight bonded aluminium structure that provides outstanding strength and rigidity. Aston Martin's engineers have also employed advanced materials and processes to further reduce weight and increase the DBS's performance and dynamics. Carbon-fibre panels are used for the boot enclosure, boot lid, door opening surrounds, front wings and bonnet, giving a saving of some 30kg over more conventional materials without any reduction in strength. "There are no restrictions on form or shape in using carbon-fibre," says Marek Reichman, Aston Martin's Design Director, "and the material allowed us to wrap bodywork around the 20" wheels and maintain the precise relationship between the wheel and the bodywork." Each panel has been carefully sculpted to direct the airflow around the car, into the engine and to help cool the braking system. The carbon-fibre elements are produced using advanced manufacturing techniques developed from the aerospace and motorsport industries. The new panel-making procedure also delivers an industry-best surface finish, thanks to a patented 'Surface Veil' process.



The application of a 200 micron layer of epoxy and glass to the panel delivers a class-A surface that is in line with Aston Martin's tradition of high-quality finishes. Inside the car, the weave patterns on the exposed carbon-fibre elements have been carefully selected to present the most harmonious surfaces. DBS: Control As with the DB9 and DBR race cars, the DBS benefits from the inherent characteristics of the VH architecture. The VH underframe consists of pressed, extruded and cast aluminium components, bonded together to create an immensely strong underlying structure. This structure means that weight is kept to a minimum, with the front-mid mounted engine and rear-mid mounted transaxle ensuring a near perfect weight distribution: 85% of the car's weight is positioned within its wheelbase. The DBS's polar moment of inertia is therefore very low, producing a car with natural agility, a strong, stable platform for the V12's high power output and an exhilarating driving experience. To take full advantage of its extremely precise and rigid platform, the Aston Martin DBS employs a new and sophisticated Adaptive Damping System (ADS) which uses two separate valves to set the dampers to five different positions, allowing instant adjustment of the car's ride and handling characteristics. The ADS automatically alters the suspension settings to ensure the driver has high levels of control at all times, with the ability to respond instantly to different driving conditions. The dampers can be 'softer', with a corresponding improvement in ride quality, or 'firm', providing improved body control for more spirited driving. The damper settings are determined by an electronic control unit which takes sensor readings from the car's systems, including throttle position, brake position, steering wheel rotation and vehicle speed. This data establishes the prevailing driving conditions and the demands the driver is making on the car.



The Aston Martin DBS's Adaptive Damping System perfectly captures the car's sporting character, ensuring that stiffer dampers are available for better handling and control when the car is being driven enthusiastically, without compromising ride comfort during 'normal' driving conditions. A designated 'Track' mode automatically sets all dampers to their firmest positions, making it ideal for circuit driving. The DBS is fitted with Pirelli P-Zero tyres that have been developed especially for the car, along with new 20" lightweight alloy wheels. The DBS also has a revised Dynamic Stability Control (DSC) system, designed to help maintain maximum traction in challenging driving conditions. In default operation, the DSC is automatically on. Select and press the button for two seconds and DSC 'Track' mode is engaged, raising the threshold at which the system intervenes to allow the experienced driver to explore the car's limits. Hold the button for four seconds and DSC is disengaged entirely. The car's braking system features another innovation, the first time Carbon Ceramic Matrix (CCM) brakes have been used on a road-going Aston Martin. The end result is shorter stopping distances with excellent resistance to fade in even the most demanding driving conditions. CCM brakes are also some 12.5kg lighter than a conventional system, reducing the weight of the car overall and, in particular, the unsprung weight and rotational masses, further enhancing the performance of the suspension. DBS: Design The DBS is manufactured using the finest materials, with a combination of hand-finishing and pioneering high-technology processes. From the exceptional quality of the design and finish to the advanced production techniques employed to save weight and create strength, the DBS is both a technological masterpiece and a powerful visual and tactile experience, inside and out. The DBS is the culmination of the DB bloodline, a synthesis of race-bred technology and road-going practicality that can be traced back to the iconic Aston Martin DB2, DB3S and DB4 GT, and is continued today with the DBR9 and DBRS9 race cars.



The DBS's powerful, flowing form fuses the visual language of the DBR9 GT1 race car with the innate elegance of the DB series. Lower and tauter than other Aston Martin production models, the DBS has subtly flared wheel arches accommodating standard 20" diameter wheels and tyres. These provide excellent stability and grip, while giving the car a muscular and athletic stance that evokes the DBR9 and DBRS9. The design process involved continuous revision and honing of the Aston Martin DBS's surfaces, ensuring that the shapes and forms represent perfectly the car's inherent power, while never diluting the fundamental proportions that are the essence of every Aston Martin. The external detailing reflects the power and dynamic abilities of the DBS, with revised inlets and enlarged grilles that deliver more air into the engine and increase its cooling capacity. Subtle design details include a new five-bar design for the polished alloy main grille, as well as two additional vents in the enlarged power bulge on the carbon-fibre bonnet.



These vents are entirely functional, improving engine performance and efficiency, yet also communicating the increased power output of the uprated V12 engine. The DBS's aerodynamic enhancements are shaped by Aston Martin's racing experience. A carbon-fibre splitter and a new front bumper design help channel airflow around the car's wider bodywork. The aerodynamics team worked hand in hand with the modelling team to ensure that the forms and surfaces of DBS were sculpted for inherent stability at high speeds. The widened front and rear track improve handling and give the car a more muscular character. To accommodate this additional width, the surfaces of the wings have been sculpted and re-shaped with harder lines, which also serve to emphasise the car's strength and power. The lowered ride height is accentuated by the enhanced side sills, carefully profiled to improve aerodynamic performance and reduce drag along the flanks. The iconic Aston Martin side strake, a design feature of every DB car since the DB4, has been redesigned for the DBS, incorporating a side repeater formed by a bank of LEDs. Improved aerodynamics shape the rear of the DBS, where the more prominent boot spoiler is carefully incorporated into the carbon-fibre boot lid. A horizontal chrome finisher is set into the lid to accentuate the wide track of the new car. The car's flat undertray helps to improve the aerodynamics of the underbody surface and culminates in a new carbon-fibre rear diffuser, another feature carried over from the race cars. This device creates an area of low pressure beneath the rear of the car, reducing lift and improving high-speed stability without the need for large, unsightly external spoilers.



The new one-piece diffuser also incorporates the DBS's large and distinctive twin exhaust tailpipes. The interior of the Aston Martin DBS represents the epitome of Aston Martin's commitment to using materials honestly, without disguise or embellishment. Lightweight materials are used throughout to save weight; door pulls are made from carbon-fibre, for example, and the carpet has been woven with lighter fibres to save valuable kilograms. Special semi-aniline leather is used throughout the cabin, saving weight as well as giving a soft feel and distinctive aroma. The DBS features unique primary controls, including a new steering wheel profile with a twin-stitched detail marker that indicates the 'on-centre' position. The gear knob is fashioned from polished alloy to echo the metallic finishes on the new centre console. The instrument cluster is designed with white numerals on a dark graphite background for excellent legibility. The twin-stitch pattern runs through the interior as a signature device; the alignment of both stitch lines is testament to Aston Martin's ongoing tradition of exceptional craftsmanship. As an option the DBS may be equipped with specially developed lightweight seats (outside North America). These feature a carbon-fibre and Kevlar® composite structure and are manufactured by a supplier to the motorsport and aviation industries before being returned to Aston Martin's Gaydon factory for hand-trimming.



The structure is created by sandwiching a layer of Kevlar® between two layers of carbon-fibre with the outer finish left exposed on the seat backs, lacquered to create a durable and attractive finish. The combination of Kevlar® and carbon-fibre provides crucial weight saving by allowing the structure of the seat to be incredibly slim: between 2.5mm and 3mm. Overall, the trimmed seat provides a weight saving of 20kg.



The lightweight seats are a fixed structure, but can be adjusted for rake as well as sliding fore and aft. The DBS start sequence blends tradition with high technology and a touch of theatre. The ignition ECU (Emotion Control Unit) has evolved into a machined and highly tactile polished sapphire ECU, incorporating a stainless steel inner case. Resembling a fine wristwatch or a piece of contemporary sculptural jewellery, this sapphire ECU epitomises the spirit of the DBS. To operate the car, the sapphire ECU is inserted into a special docking station in Aston Martin's signature dashboard-mounted sapphire starter button, and glows red to indicate when the car is ready to start. The engine is fired by pressing the ECU flush with the surface of the starter button. After pressing to stop the engine, the ECU automatically motors out of the dashboard for removal. The start sequence of the DBS is augmented by an all-new centre console design with a cast metal surround, crisp typography and new graphics.