Car News

The BMW X9 is designed by Khalfi Oussama is a 18-year-old designer from Tunisia. This concept car design X9 has very futuristic and very aggressive color sense. It could be a proposal for a new Batmobile.

BMW has seen some rather odd looking cars roll off the production line over the past 10 years, but Khalfi Oussama’s new X9 off roader concept coupe takes oddball beemers to a whole new level. The X9’s massive wheels and excessively wide (not to mention oddly patterned) tyres combined with its color matched side-steps and heavy-duty crash plates front and rear definitely showcase the car’s intentions. At first glance, this concept car BMW X9 seems more suited to Hollywood than the actual driving in the streets. This will be used on any type of a car engine, is currently no detailed information, but because everything is the result of imagination, so anything is possible. As we know, attractive design and powerful engines rely on each other, but both a model of success in both play an important role.

Strange about the design of rich people sometimes go far beyond the imagination of car makers imagination, which launched in recent weeks from so many works on the concept car design is evident. This BMW concept car designed for 18-year-old X9 designer seems a lot of experience in automotive design, as he had also drawn up before several other models, futuristic design sketches, including BMW and Ferrari models.

The BMW X9 Concept blends the sporty bodylines of a coupe with the rolling stock of an off roader much like BMW’s chunky yet sporty looking X6 soft roader. The BMW X9 coupe also carries a new interpretation of BMW’s signature kidney grille, although Oussama’s version is considerably smaller than the current flock of BMWs. The grille sits alongside a set of unique twin-headlights, as well as a pair of tiny foglights that are set into the bumper.

The Mercedes-Benz 600 was a large luxury automobile. It was intended to represent the absolute pinnacle of automobile engineering.The 600 was so heavy that a massive 6.3L V8 engine with overhead camshafts and Bosch mechanical fuel injection was specially developed to move the vehicle. Adjustable air suspension gave the car a smooth ride and good handling over any road surface, although the car's agility was inevitably compromised by its mass.The 600's "M-100" engine and air suspension were fitted to the 300SEL 6.3 model in 1964.

The Ford Start Concept plays an important role to preview the latest in Ford green technology with its groundbreaking 1.0-litre, three-cylinder Ford EcoBoost engine.



The Ford Start Concept was inspired by the world's fast-growing mega cities and the unique needs and mindset of their inhabitants. With heavy traffic, limited parking and fuel efficiency being key concerns among urban drivers, the Ford Start concept provides a vision into a future sporty, small-car package that meets a multitude of primary driving objectives, particularly among first-time buyers.



The Ford Start concept is more than a design exploration into the feasibility of a future small car, however. That's because it previews the smallest engine yet in the growing Ford EcoBoost engine family.



The powerful new Ford EcoBoost 1.0-litre three-cylinder petrol engine is engineered to bring the EcoBoost promise for fuel efficiency to small cars with compact engine compartments. This very real technology will come into production in the near future to deliver CO2 emissions of less than 100 g/km but power and drivability comparable to larger petrol I4 powerplants.



The Ford Start Concept also has adopted smart phone technology to perform a multitude of in-car functions. This aspirational design concept uses lightweight material and efficient aerodynamics.

Eco Safari car is a compact car with large car comforts and stability. The Safari concept is all about giving you all the possible advantages that a heavy vehicle can give you. All the large car dynamics like greater energy absorbing strengthened by independent structural composite fiber panels and sliding door apertures in case of side impacts and rollovers, brings it almost very near to a compact dream car.Head up Display and a center console joystick replaces the conventional interiors. Its structural composite plant fiber body reduces the carbon emissions generated from such industries. The concept sounds great.

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 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 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.

The fastest production model ever to be built by Aston Martin made its world debut at the Paris Motor Show on September 23, 2004. With a maximum speed in excess of 200mph (320 km/h) and a 6.0 litre V12 engine developing 520 horsepower, the Vanquish S has been designed to deliver even greater performance, complemented by subtle suspension and steering changes and a number of interior and external style revisions. The Vanquish S has received subtle but effective changes to complement its elegant muscular body. The famous Aston Martin grille has a new rounded and more open appearance for better cooling, and an aerodynamic splitter improves high-speed stability. At the rear, a redesigned boot lid featuring a new high mounted stop lamp reduces lift and improves balance and stability, helping to achieve an impressive Cd figure of 0.32. These differences on the Vanquish S not only improve the appearance but also enhance performance. All the exterior body panels are constructed from aluminium with each individual panel hand tailored to the central structure to ensure a perfect panel fit. Every carefully detailed feature provides graphic evidence of the painstaking craftsmanship and quality, which is invested in its construction at Aston Martin?s Newport Pagnell site in Buckinghamshire. Revised steering geometry provides a 20% quicker response, allowing the driver to apply a reduced input for required steering response. This enables the driver to be more precise with inputs - especially on winding roads - and more accurate feedback from the chassis. The Sports Dynamics suspension, steering and braking package is now standard on the Vanquish S. This includes stiffer springs and dampers and shorter steering arms. The brakes have been upgraded to incorporate larger six piston calipers and larger grooved and ventilated front discs. The rear discs are 2mm wider for improved heat dissipation. The use of floating discs ensures the driver has consistent pedal feel under heavy braking whilst a new brake pedal assembly reduces travel and enhances pedal feel. Further development of Aston Martin?s low emissions, all alloy, quad-overhead camshaft, 48 valve, 6.0-litre V12 engine has generated an increase in power from 460 bhp to 520 bhp and torque is boosted to 425 lb ft (577 Nm). Engine enhancements include new cylinder heads with fully machined inlet ports and combustion chambers to improve airflow, revised engine mapping and new fuel injectors. The overall interior design is a subtle blend of traditional, classic and modern materials with Bridge of Weir leather upholstery matched to contemporary metal interior fittings and finishes. A number of detailed improvements have been made to the interior of the Vanquish S to enhance the enhance the overall appeal.

The future of Aston Martin is epitomised by the all-new DB9, a 2 sports car that sets new standards in its class due to its astonishing combination of agility, V12 power, smoothness, beautiful design and hand craftsmanship. Using a radical new aluminium-bonded body frame, the DB9 is one of the most sophisticated and technically advanced sports cars in the world. It is powered by the latest version of Aston Martin's 6.0-litre V12, producing 450bhp and a top speed of 186mph. Yet the DB9 is significant well beyond being a class-leading sports car. It is the beginning of a new era for Aston Martin. It is the first car to be hand-made at Aston Martin's new state-of-the-art facility in Gaydon, Warwickshire, where all future Aston Martin models will be developed and built. Sales of the model will start in Spring 2004, replacing the DB7, the most successful Aston Martin in history. 'Gaydon is the future of Aston Martin,' says Dr Ulrich Bez, CEO of Aston Martin. 'It combines cutting-edge high technology with hand-craftsmanship and tradition. It is probably the best facility of its type in the world, and the perfect showcase for how to design and build innovative sports and GT cars for the 21st Century. 'All cars built at Gaydon will be based on Aston Martin's new VH Vertical Horizontal platform. It's the first time in our history that we have had a totally flexible yet dedicated Aston Martin platform. The DB9 is the first car to use it making it the most important Aston Martin ever.' The body frame is the most structurally efficient in the world, taking into account strength, torsional rigidity and weight. It has double the rigidity of many rivals, as well as being lighter, resulting in superior handling and agility. All body panels are either aluminium or lightweight composites with magnesium being used on the steering column and inner door frames. Even the gear selector paddles are made from magnesium alloy. The total weight is 1710kgs, extremely light for a V12-powered prestige 2seater sports car with every imaginable luxury feature. This has a hugely beneficial effect on performance. Top speed of the manual is 186mph and 0-100 km/h (62mph) acceleration takes just 4.9 seconds. Other technologically radical features include a ZF 'drive-by-wire' six-speed automatic gearbox that dispenses with a traditional gear lever. Instead, the drive, park, neutral and reverse controls are selected by buttons. Touchtronic manual mode enables the driver to change gear using paddles mounted behind the steering wheel. The automatic gearchange has been tuned to provide the perfect balance between super-fast operation and comfortably smooth shifts. A conventional six-speed manual gearbox will also be offered. The agility of the car is boosted by the perfect 50:50 weight distribution. This has been achieved partly by putting the gearbox at the rear. A carbon fibre shaft, running in a cast aluminium tube, delivers torque from the engine to the gearbox. Handling is further improved by the light aluminium wishbone suspension and aluminium bodied dampers. The whole DB9 cabin is hand-finished in premium quality materials giving it a simple and functional feel. Aluminium is used in the interior, reflecting the most commonly used material in the structure and body. Even details such as the instrument dials are made from aluminium. Features include full leather Bridge of Weir upholstery of the highest quality and a state of the art music system specially developed for Aston Martin by British sound experts Linn. Among the many technological firsts is the 'message centre' in the dashboard. It is an organic electroluminescent display (OEL), as opposed to the more common LCD. OELs have a higher resolution and better contrast and are easier to read, especially when viewed at an angle. Of course, no Aston Martin would be an Aston Martin without a beautiful body. The DB9's is modern and clean but retains much of its heritage. It is a modern interpretation of a traditional Aston Martin, the successor to such benchmark designs as the DB4 and DB5. The aluminium bonnet is long and extends all the way to the car's leading edge. There is a minimum number of 'cut' or 'shut' lines, to aid styling simplicity and beauty. 'The DB9 has been designed as a sports car but with GT levels of comfort and cruising ability,' says Dr Bez. 'It is aimed at people who love driving but also enjoy exclusivity and style. 'It is the perfect vehicle to take you from London to the south of France, or to drive for the sheer exhilaration. It is fun and very focused on the driving experience, but also offers all the comforts you would expect from an Aston Martin grand tourer. 'This car is new from the ground up. We made sure that every solution was the correct one for the DB9. This is important for a car that we believe will lead the 2 sports car class for many years to come.' The DB9 manages to combine all facets of style, quality and useability of a traditional Aston Martin without relying on retrospective detail or design. It is a totally modern Aston Martin. Source - Ford / Aston Martin NEW DB9 - A LEADER IN SPORTS CAR TECHNOLOGY The new Aston Martin DB9 is one of the most sophisticated 2+2 sports cars available in the world today. The Aston Martin engineers' goal was to make a beautiful, distinctive car that was also outstandingly nimble and fast, and a car that was a worthy successor to the DB7 - the best selling Aston Martin in history. In every case, technology is used to make the car better and to make the driving experience more enjoyable. In most cases, the technology is invisible, always there, always helpful, never intrusive. Light and immensely strong aluminium frame In a long list of technological innovations, the most important is the bonded aluminium frame. Aston Martin believes it is the most structurally efficient body frame in the car industry. The new Aston Martin VH (vertical horizontal) aluminium structure gives immense benefits. It is very light, aiding performance, handling, economy and durability. It is also enormously strong. Despite being 25 percent lighter than the DB7 bodyshell, the DB9 structure has more than double the torsional rigidity. This is the car's backbone, the skeleton to which all the mechanical components are either directly or indirectly mounted. Drawing on the experience and technology pioneered in the Vanquish, the DB9's frame is made entirely from aluminium. Die-cast, extruded and stamped aluminium components are bonded using immensely strong adhesives, supplemented by mechanical fixing using self-piercing rivets. 'It is far superior to the conventional steel saloon-based floorpan often used by high-value brands,' says Aston Martin DB9 Chief Programme Engineer David King. 'The torsional rigidity of a car is a key factor in driving enjoyment and good handling. Any flexibility of the body compromises the performance of the suspension, delays vehicle response and corrupts feedback to the driver.' The tub is made in aluminium and the body panels are then fitted, again using adhesives, in the advanced body assembly area at Aston Martin's new Gaydon facility. This adhesive is applied by a robot - the only one at Aston Martin. Computer controlled hot-air curing ensures the highest standards of accuracy and repeatability. The bonding has enormously high stiffness, so that shakes and rattles are obliterated. Bonding also has excellent durability offering better stress distribution than welding - which is more prone to crack. The process is also used in the aircraft industry and Formula One. There are also advances in the welding procedure. On the DB9, the upper and lower C-pillars are joined by advanced ultrasonic welding. It works by using a vibrating probe, called a sonotrode, which oscillates at 20,000 Hz. This high frequency of vibration agitates the molecules of the two aluminium panels to be joined, allowing them to form a molecular bond. Because the bond takes place at a molecular level, it is 90 percent stronger than a conventional spot weld. It also requires only five percent of the energy of conventional welding, and as it generates no heat, there is no contamination or change in the characteristics or dimensions of the metal. Aston Martin is the first car company in the world to use this technique. Lightweight frame helps performance and handling In addition to the aluminium frame, other lightweight or high-technology materials are used extensively. The bonnet, roof and rear wings are aluminium. The front wings and bootlid are composite. Cast aluminium is used in the windscreen surround, another industry first. Magnesium alloy, which is even lighter than aluminium, is used in the steering column assembly and inner door frames. The driveshaft is made from carbon fibre. It is part of the torque tube that rigidly connects the front engine to the rear gearbox. This arrangement helps the DB9 achieve perfect 50:50 weight distribution, further improving handling. Lightweight suspension, brakes and wheels The DB9 uses all-round independent double-wishbone suspension. As the body frame is brand new, the chassis designers were able to start from scratch - rather than be forced to develop a suspension for an adapted saloon car platform. The front suspension is mounted on a cast aluminium subframe. At the rear, another subframe carries the rear suspension as well as the rear transaxle. Forged aluminium wishbones are used front and rear, as are aluminium-bodied dampers. This is rare, even on top-end sports and GT cars. The steering rack is mounted ahead of the front wheels, which provides better control under extreme steering loads and heavy braking. Magnesium alloy is used in the construction of the steering column.Even the wheels have been specially designed to save weight. The 19-inch alloys are made using flow forming rather than casting. This saves about 1kg per wheel, benefiting unsprung mass, overall vehicle weight, and reducing rotational inertia. The tyres have been specially developed by Bridgestone. On a 180+mph performance car, superb brakes are essential. The large discs are ventilated and grooved, rather than cross-drilled. 'Grooving is more efficient than cross drilling,' says David King. 'The pads are kept cleaner and work more effectively. Also, brake pad dust can block cross-drilled discs, which reduces braking performance.' The callipers are made from a single casting, rather than being fabricated in two halves and then bolted together. This increases strength and rigidity and gives superior braking performance at high speeds. 'This project was such a pleasure to work on,' comments King. 'We really could start from scratch in just about every area which rarely happens in the car business. We were not fighting compromises, such as having to adapt a saloon car component into a sports car.' Braking is improved by Electronic Brakeforce Distribution (EBD), which is computer controlled to optimise the front-to-rear brake balance, and by Brake Assist - in which the car's electronics detect when the driver wants to emergency brake and automatically applies maximum braking force, cutting stopping distance. There's also the latest anti-lock (ABS) system, which prevents the car skidding or sliding out of control. LED tail lamps improve rear lighting performance and also react quicker - in braking, for example - than conventional incandescent bulbs. Their design in the DB9 is novel: the tail and brake lamps project through a reflector, which disperses the rays more evenly, further improving lighting performance. This also gets rid of the little 'hot spots' that make up most LED tail lamps. Rather than a series of clearly visible dots, the light is one solid block. Dynamic Stability Control (DSC) is standard. DSC is an advanced electronic control system that continually analyses wheel speeds, steering angle and yaw rate. It reduces the risk of skids by automatically applying braking to individual wheels, or reducing engine torque. The DB9's entire electrical architecture is state-of-the-art, the result of a partnership with fellow Premier Automotive Group member Volvo, which uses multiplex electrical systems in its product range. 'It's a high volume but very advanced system, exactly what we wanted,' says Aston Martin's Chief Engineer for Electrical and Electronics Sean Morris. 'Every module on the car talks to every other module.' The air conditioning and climate control system is one of the most compact and efficient units in production. Instrument pack - mixed with high-tech organic electroluminescent display The instrument pack is particularly attractive and innovative and all dials are made from aluminium. Microperforations allow the warning lights to illuminate through the aluminium. The rev counter runs anti-clockwise to maximise the visible area for the central electronic display, in the main instrument cluster. It's also a nice reminder of earlier Aston Martin models such as the Atom and the DB2. There is no conventional red line on the tachometer. A red warning symbol will be displayed when maximum revs are reached but - thanks to the high-tech electronics - the 'red line' varies, depending on the engine's mileage, how recently the engine has been started, and ambient temperature. The electronic message displays in the main instrument cluster, and in the centre console, are organic electroluminescent displays (OEL). This is another car industry first. There are many benefits to OELs compared with conventional LCDs, including higher resolution and greater contrast, and improved clarity, particularly when viewed from an angle. The ICE system is state of the art. It's been developed by Scottish-based Hi Fi experts Linn, and includes its own amplifier and speakers that are specially designed for the DB9. It also benefits from the DB9's high-quality fibre optic electronics, which pass signals with total clarity. The top-of-the-range 950W Linn Hi Fi system uses 10 speakers and a 200W sub-woofer controlled by an in-built accelerometer that even compensates for changes of pressure in the car's interior. 'The goal was to make the finest ICE system of any car in the world,' says Sean Morris, 'and I think we have succeeded.' Aston Martin wanted to make the DB9 one of the safest sports cars in the world. For this, as with the electrical architecture, Aston Martin's engineers turned to Volvo for assistance. 'Volvo is renowned as the automotive safety leader,' says Chief Programme Engineer David King. 'It was the perfect partner to assist in delivering the DB9's outstanding safety performance. 'This car was developed in-house, by Aston Martin's small but highly skilled engineering team,' says King. 'Yet there were some areas where it made sense to draw on the expertise of other members of the Premier Automotive Group. 'Safety is one example. We are very fortunate to have Volvo as a partner. This partnership has given us access to the latest safety technologies, best-practice design guidelines and advanced computer aided engineering.' All crash testing was done by Volvo in its state-of-the-art safety centre in Sweden. The VH platform was designed to provide a supremely robust passenger cell that cocoons its occupants. The cell is protected at the front and rear by extruded aluminium crumple zones. Dual-stage driver and passenger airbags, and seat-mounted side airbags, offer further protection, as do seat belt pretensioners. 'When you're attempting to build the world's greatest 2+2 sports car - and that's certainly the goal for the DB9 - there really is no substitute for a V12,' says Aston Martin's Chief Powertrain Engineer Brian Fitzsimons. 'Aston Martin's V12 is acknowledged as one of the best in the world, so was a very good starting point.' The engine is developed from the V12 used in the Vanquish. The advanced quad-cam 48-valve engine has been designed by Aston Martin engineers in partnership with Ford's RVT (Research and Vehicle Technology), and is unique to Aston Martin. The crankshaft is new, as are the camshafts, inlet and exhaust manifolds, the lubrication system and engine management. The result is more low-down torque and a more seamless power delivery. Maximum power is 450bhp and maximum torque 570Nm. Even more impressive, 80 percent of that maximum torque is available at only 1500rpm. 'This car will overtake in any gear, at any revs, more or less any time. It really is that good,' says Fitzsimons. Comparing the Vanquish's engine to that of the DB9, Fitzsimons comments: 'The Vanquish offers more ultimate performance, the DB9 has more torque over a wider rev range,' says Fitzsimons. In the new DB9, the V12 - which is a significant 11.8kgs (26lb) lighter than the Vanquish V12 - has been fitted as far back and as low as possible, to assist agility and handling. This helps the DB9 achieve its perfect 50:50 weight distribution. Engine note is also very important to the driving experience. 'The Aston V12 engine has been described as having the best sound in the world,' says Brian Fitzsimons. 'We spent a great deal of time getting the 'music' of the DB9 just right.' The DB9 is fitted with a rear transaxle to help achieve the ideal 50:50 weight distribution. The front mid-mounted engine is connected to the rear gearbox by a cast aluminium torque tube, inside which is a carbon fibre drive shaft. The use of carbon fibre prevents any flex and ensures low rotational inertia, improving response and cutting both noise and vibration. Two transmissions are offered: a six-speed ZF automatic gearbox and a new six-speed Graziano manual gearbox. The ZF automatic used in the Aston Martin DB9 is particularly innovative. The DB9 is one of the first cars in the world to use a shift-by-wire automatic gearchange. The conventional PRNDL gear lever has been replaced by a system of buttons that select park, reverse, drive or neutral. 'It's easy to use and gets rid of the clutter associated with the automatic gear lever on the centre console,' says David King. Those choosing the ZF automatic can drive the car in full auto mode, or can change gear manually using the paddle shifts. The paddles are made from lightweight magnesium and are directly behind the steering wheel, at the 10-to-two position. They allow instant Touchtronic gearchanging. A great deal of time has been spent ensuring that the new Graziano manual gearbox has a smooth and fast shift action. 'It is one of the best manual gearchanges in the world,' says Chief Programme Engineer David King. 'Driving enjoyment is a very important quality of the DB9, and part of this is a superb gear change action.' The manual uses a twin-plate clutch, compared with the DB7 Vantage's single plate unit. It is more compact, has lower rotational inertia and is more robust. The clutch effort is also reduced. The 'swan wing' doors are unique and will become one of the car's trademarks. They open out and up (by 12 degrees) making for easier access, especially for the driver's feet into the footwell. This also improves clearance for the driver's (or passenger's) head between side glass and roof, further easing access. The 12-degree angle also means there is less chance of the doors scuffing high pavements. As they are angled, the doors are easier to close: they shut partly under their own weight, rather than relying on the driver having to slam them. Beyond 20 degrees opening angle, there is also infinite door checking. This means that the door will stop and hold at whatever position the driver (or passenger) chooses. The door handles feature LEDs that illuminate when the car is unlocked, allowing the handles to be located easily in the dark. The exterior handles lie flush with the door, to improve appearance and aerodynamics. The new DB9 has enjoyed the most thorough testing programme of any new Aston Martin model. Ninety-three prototypes were built and tested in locations as diverse as Nardo in Italy, Death Valley in the USA, and inside the Arctic Circle in Sweden, as well as in laboratories around the world. As well as using the Cranfield University's state-of-the-art 40 percent model wind tunnel, Aston Martin also used Ford's Environmental Test Laboratory in Dunton, which features one of the most advanced climactic wind tunnels in the world. Other testing took place at Volvo's world-renowned crash test safety centre in Sweden, and at the vast and superbly equipped Ford test track in Lommel, Belgium. 'Producing the DB9 in small volumes allows us to retain our handcrafting skills,' says Aston Martin Product Development Director Jeremy Main. 'It also allows us to use bespoke engineering solutions, such as the bonded aluminium structure and the aluminium instrument pack and the Linn ICE system. You just can't do this in mass production. 'The problem with small volumes, though, is that you typically have to use other manufacturers' components, and that usually compromises your car. But there are technologies that need high volume processes - ABS and electrical architecture for example - and we are lucky to be able to choose the best available components and then modify and adjust them to suit our needs. 'We've been fortunate in not having to compromise. Higher volume systems that we are using - such as the electrics and air conditioning - have actually made the car better.'There has probably never been a 2+2 sports car that started with fewer compromises. The result is that the DB9 is a pure, beautifully honed sports machine.' Says Dr Ulrich Bez, CEO of Aston Martin: 'We're confident that it is the finest 2+2 sports car in the world, and will continue the Aston Martin success story that is one of the highlights of the British motor industry in recent years.

In 1914, the founders of Aston Martin, Lionel Martin and Robert Bamford, began building handcrafted, high-performance sports cars. They believed sports cars should have a distinctive and individual character, be built to the highest standards and be exhilarating to drive and own. More than 90 years later these values remain true today. The Vanquish S is the fastest production model ever from Aston Martin, powered by a 520-horsepower 6.0-liter V12 engine with a top speed in excess of 200 mph. Performance is also increased with a rounded and more open grille for better cooling; an aerodynamic splitter for better high-speed stability; a redesigned decklid for reduced lift; revised steering geometry for quicker response; standard Sports Dynamics suspension; six piston front brake calipers; and new brake pedal assembly for better pedal feel and reduced travel. With a maximum speed in excess of 200mph (320 km/h) and a 6.0 litre V12 engine developing 520 horsepower, the Vanquish S has been designed to deliver even greater performance, complemented by subtle suspension and steering changes and a number of interior and external style revisions. ?The Vanquish is our flagship model and the standard 460bhp will continue to be built,? said Aston Martin CEO, Dr Ulrich Bez. ?However, this derivative makes the car even more exceptional. The latest Vanquish S is not only the fastest Aston Martin ever, but it is the best handling too. It is the ultimate high-performance Aston Martin.? The Vanquish S has received subtle but effective changes to complement its elegant muscular body. The famous Aston Martin grille has a new rounded and more open appearance for better cooling, and an aerodynamic splitter improves high-speed stability. At the rear, a redesigned boot lid featuring a new high mounted stop lamp reduces lift and improves balance and stability, helping to achieve an impressive Cd figure of 0.32. These differences on the Vanquish S not only improve the appearance but also enhance performance. All the exterior body panels are constructed from aluminium with each individual panel hand tailored to the central structure to ensure a perfect panel fit. Every carefully detailed feature provides graphic evidence of the painstaking craftsmanship and quality, which is invested in its construction at Aston Martin?s Newport Pagnell site in Buckinghamshire. Revised steering geometry provides a 20% quicker response, allowing the driver to apply a reduced input for required steering response. This enables the driver to be more precise with inputs - especially on winding roads - and more accurate feedback from the chassis. The Sports Dynamics suspension, steering and braking package is now standard on the Vanquish S. This includes stiffer springs and dampers and shorter steering arms. The brakes have been upgraded to incorporate larger six piston calipers and larger grooved and ventilated front discs. The rear discs are 2mm wider for improved heat dissipation. The use of floating discs ensures the driver has consistent pedal feel under heavy braking whilst a new brake pedal assembly reduces travel and enhances pedal feel. Further development of Aston Martin?s low emissions, all alloy, quad-overhead camshaft, 48 valve, 6.0-litre V12 engine has generated an increase in power from 460 bhp to 520 bhp and torque is boosted to 425 lb ft (577 Nm). Engine enhancements include new cylinder heads with fully machined inlet ports and combustion chambers to improve airflow, revised engine mapping and new fuel injectors. The overall interior design is a subtle blend of traditional, classic and modern materials with Bridge of Weir leather upholstery matched to contemporary metal interior fittings and finishes. A number of detailed improvements have been made to the interior of the Vanquish S to enhance the overall appeal. The luxurious but purposeful two seat or optional 2+2 cabin now features supportive all leather trimmed sports seats with many additional and exquisite detail touches which amply demonstrate the truly special nature of this unique hand crafted sports car. ?The Vanquish S V12 is a combination of state-of-the-art aerospace technology and hand craftsmanship,? said Dr Bez. ?It is the flagship model of a confident and growing company that is proud to display its heritage but is also determined to make the most technologically modern and inspirational sports cars in the world.? Illustrating Aston Martin?s continuing commitment to customer care Vanquish S customers will be eligible for a complimentary Performance Driving Course. This comprehensive one-to-one driving experience can be taken at one of three proving grounds ? Millbrook in the UK, Lommel in Belgium, or Romeo, Michigan, in North America. With the capacity to continue to turn heads, the design of the Vanquish is already established as a modern classic. Since its launch in 2001, the Vanquish has proved to be a huge success for Aston Martin with over 1500 cars built.

Launched at the Frankfurt Motor Show on Tuesday, 9th September 2003, the DB9, is first car to be produced at the company's facility in Gaydon, Warwickshire. The innovative Aston Martin DB9 heralds an exciting new era for Aston Martin as it reflects the direction that the company is taking with all future models. Using a radical new aluminium bonded frame, the 2+2 Aston Martin DB9 is one of the most sophisticated and technically advanced sports cars in the world. It successfully balances the attributes of a sports car with features normally found on luxury cars. DESIGN DB9 is a modern interpretation of a traditional Aston Martin sports car, representing a contemporary version of classic DB design elements and characteristics. "We wanted an elegant, beautiful car - in keeping with Aston Martin tradition," says Director of Design Henrik Fisker. "I was of course acutely aware that Aston Martin is renowned for its superb styling. It has launched some of the most beautiful sports and GT cars ever seen." Key traditional Aston Martin features incorporated into the Aston Martin DB9 include the distinctive grille, side strakes and clean, crisp, uncluttered lines. Clean and elegant surfacing "Aston Martins are not edgy cars - they don't have sharp surfaces or pronounced power domes," says Fisker. "The bodywork is elegant and gently curved, like a supremely fit person, with great muscle tone. But it is not like a body builder, who is bulky and out of harmony." The side profile is very clean, with a single-sweep roofline.



There is a pronounced boot - a noticeable feature of the Aston Martin DB4 and Aston Martin DB5 - and the haunches on the rear wings are wide and curvaceous. "A great deal of time was spent on the detailing," says Fisker. "In particular, we wanted to cut down on fuss. There are very few cut or shut lines. Each of the headlamps is set in single apertures in the front wings." Nor is there a separate nose cone, another typical source of sports car design fussiness. The aluminium bonnet runs all to the way to the leading edge of the car. "This accentuates the length of the bonnet and the power of the car," says Fisker. All front cut lines emanate from the grille.



The Aston Martin DB9's bumpers are invisible. The front number plate is part of the crash structure and computer modelling has enabled Aston Martin to use invisible 'hard pressure zones' to cope with bumps. "We wanted the Aston Martin DB9 to look like it was milled out of a single solid piece of aluminium," says Fisker. "No fussy detailing and a minimum of shut lines have helped." The side strakes - an Aston Martin DB signature - are made from metal. The door handles are flush with the body opening the unique 'swan wing' doors, which rise at a 12-degree angle for improved access. There are no visible gutters on the roof panel, and no visible drain channels at the front or rear windscreens. Nor are there any plastic 'dressing' plates. The importance of good stance "The way the car sits on the road is crucial," says Fisker. "A sleek, long look is what we wanted." The wide track and long wheelbase are further advantages. Compared with the outgoing Aston Martin DB7 Vantage, the Aston Martin DB9's wheelbase is 149mm longer, yet the track is 52mm wider at the front. Yet overall length and width are only marginally increased. "The 19-inch wheel has taken into account the optimal size for this car's design and dynamics," says Fisker, "although different wheel styles will be available." This low bodywork, relative to the wheels, is possible because of the suspension design.



The front suspension uses wishbones that 'fit' within the diameter of the wheels. This narrow spacing, between top and bottom wishbones, means the bodywork can be low - because there is no high suspension to clear. It also improves camber stiffness, improving handling. "The Aston Martin DB9 had to have the best quality and most luxurious cabin in the 2+2 sports car class," says Fisker. As with the exterior, the design is simple and elegant and a premium quality look and feel are crucial. "The latest technology is also essential, and that's exactly what the Aston Martin DB9 customer gets," says Fisker. "But in an Aston Martin, the technology is aimed at increasing the driving pleasure. There are no computer gimmicks. You don't buy an Aston Martin to play games on the in-car computer, or to send emails." Aluminium is used for door handles, on the dashboard, in the instrument cluster, and for some trim panels. The most distinctive use of aluminium is probably in the instruments. The dials are made from aluminium, and are of noticeable 'three dimensional' design. They are flood lit, not back lit - making them especially attractive and clear at night. There are 20 new leather colours, supplied by Bridge of Weir in Scotland. The hides are particularly soft and supple. The leather skins the seats and is used widely throughout the rest of the cabin. "We spent a lot of time considering how best to use wood," says Interior Designer Sarah Maynard. "Today wood is typically used as an appliqué, strips of highly polished veneer simply adding decoration to the car. We wanted the wood in the Aston Martin DB9 look more structural, as it does on avant-garde modern furniture. We also wanted to use large pieces of wood, rather than little strips - again, as in top furniture." Maynard adds: 'Wood is used in two places only: on top of the centre of the dashboard and, if the customer chooses, for the door caps. Three types of wood are offered: walnut, mahogany and bamboo.



The wood is one piece, so it looks completely different from burr strips, and can be oiled rather than high gloss. Glossy wood invariably looks like plastic." Maynard, a former fashion designer, attended numerous international fashion, furniture, leather and fabric fairs, as she, Fisker and the design team, conceived the cabin. Her favourite cabin design feature is the clear glass starter button. "It seemed wrong to us that most car starter buttons - the first point of contact between driver and engine - is a plastic button. We wanted something better so decided on crystal-like glass. The Aston Martin logo is sand etched into it. It's lit red when the ignition is on, and afterwards changes to light blue. I think it's a really cool piece of design." A great deal of effort has been put into ensuring that the Aston Martin DB9 is stable at high speed and has excellent front-to-rear lift balance. Aerodynamic performance was tuned using Computational Fluid Dynamics (CFD), at Volvo's studios in Sweden. This is one of the most advanced and effective ways of ensuring good drag figures and excellent stability. Aston Martin also used England's Cranfield University's state-of-the-art 40 percent model wind tunnel, which is widely used for motor sport. Just as much effort was put into the underside, as the top side.



A full undertray reduces lift and drag, and wheel arches are carefully profiled to allow for good airflow. Even the exhaust silencer has been shaped to be as aerodynamic as possible. The designers of the Aston Martin DB9 balanced beauty with aerodynamic performance. Sharp corners and chiselled profiles can reduce Cd figures, but can also lead to bland and unsightly styling. Pushing wheels out to each corner, in the Aston Martin tradition, improves stability and handling but also means 'Coke bottle' curves down the car's sides, which can have an effect on the Cd figure. The Aston Martin DB9's drag coefficient is 0.35, similar to that of the Aston Martin Vanquish. "A low Cd figure was not an absolute priority," says Fisker. "The goal was superb styling with high speed stability and great front-to-rear balance." TECHNOLOGY The Aston Martin engineers' goal was to make a beautiful, distinctive car that was also outstandingly nimble and fast, and a car that was a worthy successor to the Aston Martin DB7 - the best selling Aston Martin in history. In every case, technology is used to make the car better and to make the driving experience more enjoyable. In most cases, the technology is invisible, always there, always helpful, never intrusive. In a long list of technological innovations, the most important is the bonded aluminium frame. Aston Martin believes it is the most structurally efficient body frame in the car industry. The new Aston Martin VH (vertical horizontal) aluminium structure gives immense benefits. It is very light, aiding performance, handling, economy and durability. It is also enormously strong. Despite being 25 percent lighter than the Aston Martin DB7 bodyshell, the Aston Martin DB9 structure has more than double the torsional rigidity. This is the car's backbone, the skeleton to which all the mechanical components are either directly or indirectly mounted. Drawing on the experience and technology pioneered in the Aston Martin Vanquish, the Aston Martin DB9's frame is made entirely from aluminium. Die-cast, extruded and stamped aluminium components are bonded using immensely strong adhesives, supplemented by mechanical fixing using self-piercing rivets. "It is far superior to the conventional steel saloon-based floorpan often used by high-value brands," says Aston Martin DB9 Chief Programme Engineer David King. "The torsional rigidity of a car is a key factor in driving enjoyment and good handling. Any flexibility of the body compromises the performance of the suspension, delays vehicle response and corrupts feedback to the driver." The frame is made in aluminium and the body panels are then fitted, again using adhesives, in the advanced body assembly area at Aston Martin's new Gaydon facility. This adhesive is applied by a robot - the only one at Aston Martin. Computer controlled hot-air curing ensures the highest standards of accuracy and repeatability. The bonding has enormously high stiffness, so that shakes and rattles are obliterated. Bonding also has excellent durability offering better stress distribution than welding - which is more prone to crack. The process is also used in the aircraft industry and Formula One. There are also advances in the welding procedure. On the Aston Martin DB9, the upper and lower C-pillars are joined by advanced ultrasonic welding. It works by using a vibrating probe, called a sonotrode, which oscillates at 20,000 Hz.



This high frequency of vibration agitates the molecules of the two aluminium panels to be joined, allowing them to form a molecular bond. Because the bond takes place at a molecular level, it is 90 percent stronger than a conventional spot weld. It also requires only five percent of the energy of conventional welding, and as it generates no heat, there is no contamination or change in the characteristics or dimensions of the metal. Aston Martin is the first car company in the world to use this technique. In addition to the aluminium frame, other lightweight or high-technology materials are used extensively.

"It has phenomenal pull," was the first impression that Andreas Bovensiepen had of the BMW 320d race-diesel that he raced along with Hans Stuck, Marc Duez and Christian Menzel. Together they took the overall win in none other than the 1998 24 Hours of Nurburgring, the track whose North Loop was and is referred to as the "Green Hell". This remains the biggest racing victory for a diesel-fired vehicle to date, with thanks going to an intelligent package made up of high torque, high fuel economy and finely-honed aerodynamics An automobile from ALPINA - and cognoscenti know it - is always something special. Packaging is the magic word - to present a car that the informed, sporty and quite emotional ALPINA clientele will appreciate At the heart of the matter is the 2.0litre diesel, endowed with so much potential by the BMW engineers in Steyr that it achieves just over 100 horsepower per litre in the BMW ALPINA D3. This would be a great result for a high-performance petrol engine, and it's a sensation coming from a diesel. Garrett, of turbo-charger fame, are able to deliver a new charger that simultaneously achieves high levels of air mass through-put with outstanding responsiveness. ALPINA engineers performed intensive development work on the injection system, burn pattern, inter-cooling and exhaust gas emissions (particle filter). The result: 200hp (147kW) at 4,000rpm What makes this automobile special? First off - it works brilliantly in times of out-of-hand fuel prices. Torque: at 410Nm/302lbs-ft much like a V8 engine. Performance: 0-100kph in 7.4 seconds, with a top speed of 238kph, much like a six-cylinder. Fuel economy: at 6-7 litres per 100km, more like a small commuter car. A truly dynamic automobile that doesn't first create false hopes by shooting away from rest at low revs, only to peter out at higher revs. Instead, the 2.0litre loves to rev, in the hopes that its owner will co-operate fully and happily with both it and the buttery-smooth-shifting 6-speed ZF manual gearbox When served in this manner - thanks to the enervating drivetrain - an unsuspected level of driving pleasure reveals itself from the first kilometre on. Precise, direct steering allow driver and automobile to bond, rhythmically swinging from one corner to the next. Upon reaching 100kph on the autobahn, all that needs be done is to select sixth gear, and the driver surfs on a 410Nm wave of torque, constant from 2,000rpm to 3,300rpm. It feels relaxed, even easy, and one has the sense that it's really a muscle car. Far from it, as the distance-to-empty gauge smirkingly tells the story of 800 - 1,000km to go. Heavy mileage drivers know they'll have the upper hand against every sports car ALPINA doesn't just stand for fun, but also for a clear conscience - which brings us to the topic of particulates. We assure you that you'll still be able to go shopping into the city with each and every new D3, as the D3 has a diesel particulate filter standard. That said, not even Germany's Energy Minister, Juergen Trittin, can say anything bad about this sporty car Light-footed, exceptionally agile handling is immediately noticeable, with an agility not previously found in diesel vehicles. The secret is the ideal, 50%/50% front/rear weight bias, along with a suspension committed to soaking up bumps and providing Swiss levels of neutrality at the limit. The light, MICHELIN-shod 18" ALPINA CLASSIC wheels demand this agility, with of 225/40 ZR18 dimension front and 255/35 ZR18 rear. In configuring state-of-the-art MICHELIN tyres, we purposely chose conventional tyres over the much heavier Run-Flats. Optional 19" wheel/tyre packages, in CLASSIC or DYNAMIC design, provide the highest levels of lateral acceleration Quite dynamic and yet elegant in appearance is ALPINA's little one, the D3, with a nod to the wind-tunnel-optimised aerodynamic work done at the front and the rear.

The new Diesel Bi-Turbo continues the Alpina BMW D3 success story begun in 2006 by the popular 200 HP (147 kW) Alpina sport-diesel model, with over 850 units sold since its inception. It is a most passable answer to the low emissions and consumption discussions of current times, and dovetails perfectly with of out-of-hand fuel prices.



The designation "D" unmistakably indicates the diesel powerplants in the Alpina family. "D" especially stands for dynamism. The new D3 Bi-Turbo, celebrating its world debut at the 2008 GENEVA Salon d'Automobile - with 214 HP/211 bhp (157 kW) @ 4,100 rpm - is an exceptionally powerful and unusually high-revving diesel. Lastly, the "D" on the Alpina BMW D3 Bi-Turbo stands for the German "Drehmoment" or torque, which the D3 has in spades. At 450 Nm (332 lbs-ft) of torque from 2,000 to 2,500 rpm, the 2.0-litre, four-cylinder D3 is operating in V8 engine territory, or amongst large-displacement six-cylinder diesel engines. With the purchase of a D3 Bi-Turbo, an Alpina customer owns an engine transmission combination that is a rare and fine delicacy when measured against its diesel competitors. The elegant manner in which the power is delivered can be further augmented with the optional SWITCH-TRONIC automatic transmission. Developed by ZF and Alpina in partnership, this sport-automatic is operated via three driving modes: D, S and M. Depending on the driver's mood, he or she may let the transmission shift automatically, or shift manually using buttons on the back of the steering wheel. This affords the broadest spectrum of driving fascination.



The D3 Diesel Technology The D3 Bi-Turbo's basis is derived from the BMW 2.0-litre, four-cylinder, turbo-charged diesel engine with a block entirely of aluminium. The highpressure, 2000 bar Bosch-Common Rail system ensures high efficiency by means of utilising Piezo injectors. Two differently-sized exhaust-driven turbo-chargers breathe on the D3 Bi-Turbo. The smaller of the two chargers begins to operate right from tick-over and helps the four-cylinder yield an impressive 400 Nm (295 lbs-ft) of torque at a mere 1,500 rpm. Peak torque of 450 Nm ( 332 lbs-ft) is reached at 2,000 rpm. From about 3,000 rpm onward, the second, larger turbo-charger, is then fully on line and drives the engine to its peak performance of 214 horsepower (211 bhp, 157 kW). Thanks to extensive development work, optimal turbo-charger mapping and the fuel injection system, the new D3 Bi-Turbo allows revs up to 5,200 rpm, where most diesel aggregates today stop at 4,500 rpm. The base engine's configuration, as developed by BMW engineers in Steyr, provides the potential to make the Alpina BMW D3 Bi-Turbo's immensely high specific output of 107 horsepower per litre possible. The Efficient Transfer of Power The standard six-speed manual gearbox allows the driver to not only test the 5,200 rpm redline, but also to enjoy the driving experience in a way previously unknown to a diesel. Coupled with carefully-calibrated gear spacing, the broad useable torque curve makes possible an unusually lightfooted form of forward progress, especially on winding country lanes. At the request of many customers, one can now enjoy the D3 Bi-Turbo with the optional SWITCH-TRONIC.



This classic combination of plenty of torque and an automatic transmission, offers the driver a high degree of flexibility. Using the normal "D" Drive mode, the SWITCH-TRONIC shifts into the next gear most comfortably and almost unnoticed by the driver. "D" mode uses the engine's impressive torque, allowing a driving style that's very economical. In "S" mode, the up-shifts are later in the rev range, and quicker. This provides for the kind of driving characteristics that to date were only to be found in strong petrol engines. The D3 Bi-Turbo only really becomes the perfect "Sport Diesel" though, when the driver shifts manually using the shift buttons on the back of the steering wheel. Lightning-quick shifts are the order of the day - even the best drivers can't shift any quicker than themselves. This reveals itself in impressive performance numbers for both transmissions The manual D3 Coupé reaches 100 km/h [62 mph] in 6.9 seconds (automatic 7.0 sec), with a top speed of 244 km/h [152 mph]. Especially in light of the current CO2 discourse, the Alpina BMW D3 Bi-Turbo Coupe's fuel economy figures for the EU combined cycle of 5,4 (5,6) l/100 km [52.3 Imp. gal (50.4)] and resultant CO2 emissions of only 143 (148) g/km, reveal Alpina's efforts regarding highest fuel efficiency. In addition, all measures to reduce consumption and CO2 emissions used in the base BMW model were carried over into the D3, such as the automatic Start-Stop function on models with manual transmissions. High-mileage drivers and business users appreciate the resulting range: depending on driving style, up to 1,000 km (600 miles) are the norm. Alpina Suspension, Tyres & Wheels The Alpina BMW D3 Bi-Turbo Coupe uses suspension technology quite similar to the Alpina BMW B3 Bi-Turbo, an automobile whose suspension and chassis set-up has received rave reviews from the press. The BMW 3-Series Coupe's high chassis rigidity and five-arm rear suspension provided Alpina great potential for the highest levels of driving dynamics. The strut/spring calibration is fittingly sporty, matching the D3's character. Thanks to the low kerb weight, extraordinarily agile handling has been achieved, exhibiting itself in the form of excellent handling, all the way to the limit. The standard tyres and weight-optimised 18" Alpina CLASSIC light-alloy wheels can be up-graded with an optional 19" wheel/tyre combination, available in either Alpina CLASSIC or DYNAMIC wheel design.



The interplay of 245/40 ZR18 front tyres and 265/40 ZR18 rear tyres, riding on 8x18" front and 9x18" rear wheels, yields outstandingly exact handling. The key is Alpina's choice not to use the heavy Run-Flat tyre technology, for reasons of weight and comfort. In Conclusion Alpina typical interior and exterior design cues demonstrate the Alpin BMW D3 Bi-Turbo Coupe's individuality and elegance. Attractive light-alloy wheels, an instrument cluster with blue dials, and a leather sports steering wheel with Alpina emblem and multi-functionality (automatic tranmission) are standard on the D3 Bi-Turbo. The front spoiler minimises lift and underscores the Coupé's aesthetic lines, which can be augmented further with an optional rear spoiler. Initially offered as a Coupé, the D3 will also be available as a Saloon and Touring in Autumn 2008. With the advent of the new-generation D3, Alpina furthers the previous model's success.

Luxurious performance cabriolets are no longer simply the domain of bespoke British and Italian handiwork. ALPINA present the B6 Cabrio - a viable alternative -combining performance and luxury with a high degree of everyday usability500 horsepower, 700 Nm - absurd in an open-topped sports car? Far from it. The V8's beguiling sound and opulent torque entice the driver to glide along in a relaxed fashion, any and all red-line orgies far afield, much like cruising on a Harley Davidson. This provides the time to drink in the top-down melànge of breezes, scents and sounds. Leather, wood and matchless ergonomics caress the inhabitants, immediately creating a sense of comfort and well-being The acceleration suggests a super-sports car: 100 kph from a standing start is reached in 4.9 seconds, with speeds in excess of 300kph less than a minute away - the only short interruptions undertaken by the 6-speed ZF automatic's smooth upshifts. This noble Gran Tourismo is just as good at communicating the sound of its sonorous V8 directly into the cockpit, whether top down, or with just the rear windscreen lowered Driving a BMW ALPINA is an adventure in intense comfort, yet we don't define comfort as the absence of any feedback through the chassis, as many would have it. Comfort defines itself to us in a completely different manner. The steering needs to be exact, but light on its feet at the same time. The seats need to be firm, with good lateral support. Dampers and springs must nip languid suspension swells in the bud. The tyres will accept great cornering, braking and acceleration forces, without sidewalls that are too stiff and without being too heavy in general. For these reasons, we at ALPINA simply don't like Run-Flat tyres The staggered tyres, as always from MICHELIN, are generously dimensioned: 255/35 ZR20 front and 285/30 ZR20 rear, and mounted on large 20" ALPINA DYNAMIC wheels. In spite of the low aspect ratios, a special tyre configuration makes them capable of high levels of comfort, this coupled with handling that turns every long drive into a joy ride. For those who are lovers of the 20-spoke design on ALPINA's CLASSIC wheel, there is the optional 19" wheel and tyre package Light retouching of the Cabrio's front and rear lend a sense of sophistication. Harmoniously integrated into the rear diffuser, the four exhaust pipes are at once elegant and powerful.

Luxurious performance cabriolets are no longer simply the domain of bespoke British and Italian handiwork. ALPINA present the B6 Cabrio - a viable alternative -combining performance and luxury with a high degree of everyday usability500 horsepower, 700 Nm - absurd in an open-topped sports car? Far from it. The V8's beguiling sound and opulent torque entice the driver to glide along in a relaxed fashion, any and all red-line orgies far afield, much like cruising on a Harley Davidson. This provides the time to drink in the top-down melànge of breezes, scents and sounds. Leather, wood and matchless ergonomics caress the inhabitants, immediately creating a sense of comfort and well-being The acceleration suggests a super-sports car: 100 kph from a standing start is reached in 4.9 seconds, with speeds in excess of 300kph less than a minute away - the only short interruptions undertaken by the 6-speed ZF automatic's smooth upshifts. This noble Gran Tourismo is just as good at communicating the sound of its sonorous V8 directly into the cockpit, whether top down, or with just the rear windscreen lowered Driving a BMW ALPINA is an adventure in intense comfort, yet we don't define comfort as the absence of any feedback through the chassis, as many would have it. Comfort defines itself to us in a completely different manner. The steering needs to be exact, but light on its feet at the same time. The seats need to be firm, with good lateral support. Dampers and springs must nip languid suspension swells in the bud. The tyres will accept great cornering, braking and acceleration forces, without sidewalls that are too stiff and without being too heavy in general. For these reasons, we at ALPINA simply don't like Run-Flat tyres The staggered tyres, as always from MICHELIN, are generously dimensioned: 255/35 ZR20 front and 285/30 ZR20 rear, and mounted on large 20" ALPINA DYNAMIC wheels. In spite of the low aspect ratios, a special tyre configuration makes them capable of high levels of comfort, this coupled with handling that turns every long drive into a joy ride. For those who are lovers of the 20-spoke design on ALPINA's CLASSIC wheel, there is the optional 19" wheel and tyre package Light retouching of the Cabrio's front and rear lend a sense of sophistication. Harmoniously integrated into the rear diffuser, the four exhaust pipes are at once elegant and powerful.

In ALPINA more than 40 year history of manufacturing automobiles, turbo-charged engines have consistently set enduring accents. Launched in 1989, the BMW ALPINA B10 Bi-Turbo is just one example of the cult status some of these automobiles achieved. In fact, ALPINA?s turbo-charging history began in 1978, based on the 5 Series and 6 Series of the day (E12 & E28 and E24). The new BMW ALPINA B3 Bi-Turbo continues this tradition for the first time on the basis of the BMW 3 Series with its world premiere at the 2007 Geneva Salon d?Automobile The heart of the B3 Bi-Turbo offers 265 kW (360 hp) at 5,500 - 6,000 revolutions per minute, as well as maximum torque of 500 Nm from 3,800 - 5,000 rpm. The B3 Bi-Turbo?s engine has a sporty engine?s willingness to rev to 7,000 rpm. Equally as present but usually reserved for diesel engines, there is vigorous torque from 1,500 rpm onwards. The result: a powerband broader than ever before experienced, guaranteeing both sporty and bullish driving dynamics Technically, this is all made possible due to the exceptional BMW base engine with injectors centrally located over the pistons ? the state-of-the-art in direct injection technology. For more than a year, ALPINA engineers researched, developed and tested, both on the engine test bench and on the road. Ever refining the ALPINA engine map to leverage all the advantages offered by modern direct injection, the potential inherent in the BMW foundation was maximised. The use of extremely durable MAHLE pistons allows for a maximum boost of 1.1 bar with a 9.4:1 compression ratio. The result, peak specific values of 89 kW (121 hp) per litre and a maximum average pressure of 21 bar The allure of the new BMW ALPINA B3 Bi-Turbo is found in its V8 like performance, but with the advantages of a much lighter and noticeably thriftier 3.0-litre straight-six, a six with an aluminium block and twin-turbo charging. The smooth-running nature inherent in this engine concept is even more prominent when the engine is charged The BMW ALPINA B3 Bi-Turbo embodies pure driving enjoyment ? whether cruising along or enjoying all 7,000 revs in each gear. The reason for the spontaneous responsiveness of the B3 Bi-Turbo is the ZF 6-speed sport automatic transmission with its very short shift sequences, which smoothly processes the power through the drivetrain without any uncomfortable interruption of forward momentum. The driver may also choose to shift manually at the wheel using SWITCH-TRONIC, which contributes in no small part to both the awe-inspiring performance numbers and the ability to save fuel in top gear. Frugality and driving excitement are therefore not contradictory in the B3 Bi-Turbo. Driven by high torque means using sixth gear on the Autobahn is more than sufficient in almost all situations The engine?s kick surprises even those in the know: 0-100 km/h in 4,9 seconds and thrust-like acceleration that keeps pulling all the way up to a top speed of 285 km/h. Indulgence without remorse: in spite of its stellar performance, the new BMW ALPINA B3 Bi-Turbo achieves excellent fuel economy in relation to its competitors. One of the B3 Bi-Turbo?s features that literally stands out are the four exhaust tips, with their catalytic converters contributing significantly to the achieving of low Euro4 emissions standards The intense driving experience and an immediate bonding with the B3 Bi-Turbo are markedly influenced by fine materials and superior ergonomics. The standard leather interior features comfortably-padded sport seats with excellent lateral support, making long journeys a joy. The ALPINA SWITCH-TRONIC steering wheel falls perfectly to hand and affords a clear view of the typical ALPINA blue instruments with their red pointers. As demanded by any enthusiastic driver, the provision of essential information in the form of the analogue oil temperature gauge located below the rev counter means the B3 Bi-Turbo can be pushed to its limits, once the minimum oil temperature of 50? C has been reached. Next to the analogue speedometer, the B3 Bi-Turbo also provides a digital speed read-out as well as average fuel economy and instantaneous fuel economy figures ? thrifty driving also creates driving pleasure Immediately noticeable is the B3 Bi-Turbo?s light-footed, extremely agile handling. The secret lies in an ideal 50/50 weight balance between front and rear axles in combination with a ALPINA?s neutral and supple suspension. Augmenting this agility are light-weight 18? ALPINA CLASSIC wheels shod with conventional MICHELIN tyres, 225/40 ZR18 front and 255/35 ZR18 rear, with a conscious choice having been made not to use heavy Run-Flat tyres. 19? wheels offer an even higher level of potential lateral acceleration ? in either DYNAMIC or CLASSIC design ALPINA?s newest creation reduces aerodynamic lift, especially approaching top speed. The greatest contributors are the optimised front and rear aerodynamics, helping guarantee true driving safety, not just creating a feeling of safety In quite exclusive fashion, we?ll complete but a few hundred B3 Bi-Turbos in Buchloe per annum for automotive connoisseurs. As tradition holds, each automobile will be fitted with an ALPINA plaque identifying its unique production number

The definitive version of the gorgeous exclusive Alfa Romeo 8C Competizione, Gran Turismo car that is to be produced in a limited edition makes its debut in Paris. The car, designed by Alfa Romeo, is directly derived from the concept car that aroused such admiration at the 2003 Frankfurt Motor Show and has benefited from the best technical and industrial know-how that the Alfa-Maserati Sports Centre can offer. The cooperative venture between both manufacturers was conducted with a view to ensuring integration between the Alfa Romeo design departments and the Maserati production departments. The Alfa Romeo 8C Competizione is inspired by Alfa Romeo's glorious past, projecting its brand values of technology and emotion into the future. The historical allusions begin with the evocative name, recalling the great sporting tradition of Alfa Romeo. The 8C code was used to identify cars of the Thirties and Forties equipped with the revolutionary eight cylinder engine produced by the famous designer Vittorio Jano. The term 'Competizione' is intended as a homage to the '6C 2500 Competizione', a sports coupé driven in 1950 by the duo Fangio and Zanardi in the famous Mille Miglia race. The name, '8C Competizione' is not an arbitrary invention but a distinctive mark of Alfa Romeo's own sporting history .This link with the values of Alfa Romeo's history adds extra poignancy to the term 'Competizione' when projected into the future it represents the sense of constant dynamism that distinguishes a brand engaged in a quest for excellence, increased competitiveness and technological innovation. This is the explanation behind the role of the new car, which is not a point of arrival but a point of departure designed to reaffirm Alfa Romeo's unique place in the world: its ability to match a thrilling shape to driving satisfaction. The attractive shape created by the Alfa Romeo Style Centre makes this car with its two bucket seats unique in the Gran Turismo scenario. The designers have worked hard to ensure that the aerodynamic and performance demands have not altered the car's original concept. The style maintains an incredibly clean shape, uncluttered by any element interfering with the overall harmony. The solutions introduced on the Alfa Romeo 8C to achieve the highest levels of aerodynamic efficiency are not limited to the shape. Air wraps around the car and follows its natural course, unhindered by corners and unevenness. All the pillar and glass surfaces and profiles together with the door mirror shape and position have been optimised by mathematical modelling and also by wind tunnel tests and tests on actual models. Much attention has been devoted to the creation of a ground effect that has allowed a negative Cz (lift coefficient) to help increase stability at high speed, as on racing cars. The compact dimensions concentrate the aggression of a car designed to ensure maximum driving efficiency. The car surfaces are highly sculpted and skilfully moulded. In detail, the body is given extra dynamism by the horizontal furrow cut into the side above the front wheelarch. The big wheels and powerful musculature of the rear wings emphasise the model's personality and strength without detracting from the lines that flow smoothly, almost as though to underscore the formal good looks of the individual exterior details: the drop-shaped headlight embedded, gem-like, in the front wing, the led tail-lights that are a blend of technology and rationalism, the spare door handle. The front end still displays the distinctive Alfa Romeo traits, with a new interpretation of the 'whiskers' and shield. The innovative shape heralds the details and proportions of future Alfa Romeo cars but is also redolent with past thrills and historical allusions: the 33 Coupé Stradale, the Giulia TZ and many other great names of motoring history. The Alfa Romeo style centre also developed new colours to emphasise the shape of the Alfa Romeo 8C Competizione that match the car's sinuous shape while also suggesting modernity and a hint of technology. 8 cylinder 4.7 engine: Italian 'belcanto' The engine is the beating heart of any Alfa Romeo. In this case it takes the form of a brand new 90° V 8 cylinder unit with a cylinder capacity of 4691 cc that was designed with one aim in mind: to ensure extraordinary performance while still offering a smooth drive and being usable in all circumstances, from the track to city traffic. The top engine performance figures may be summarised as a maximum power output of 450 bhp at 7000 rpm, a peak torque of 470 Nm at 4750 rpm and a top speed of 7500 rpm. The layout of internal fluid movements and the cylinder head cooling system is designed to achieve high duct permeability and effective intake load cooling to maximise volumetric efficiency and engine performance. Harmonisation of the intake and exhaust geometry together with the introduction of continuous variable valve timing on the intake camshafts and optimisation of the combustion chamber and engine calibration means that 80% of torque is available from 2000 rpm. In sporty driving conditions over mixed routes, the power unit offers impressively short response times due to the high permeability of the intake duct and the low inertia of the flywheel-twin plate clutch system. A crankshaft with counterweights at 90°, fully balanced through careful selection of connecting rods and pistons, ensures the engine runs with low vibration levels. The engine block and base assembly is in aluminium with 5 main bearings to ensure the structure is very rigid with little loss due to friction. The cylinder heads are also in aluminium alloy. All the ducts (water, oil, secondary air) are cast directly into the engine to produce a system with great rigidity, low dimensions and guarantees of safe installation, i.e. great reliability. Casting accessory systems into the main engine casting and the use of very rigid, thick-walled components ensures that little noise radiates from the engine and the components are very reliable. Longitudinal engine packaging has also received particular attention, as evidenced by the introduction of a single chain timing system that guarantees exceptional lifetime dependability. Special attention has also been devoted to the acoustic definition and tuning of the intake and exhaust in the quest for a sound timbre that enhances the car's character and makes it unmistakable. The result is a full, distinctive sound, emphasised by the permeable intake system and an exhaust system with electronically controlled valves that enhance the car's sound without infringing any type-approval or environmental constraints. Transmission, robotised gearbox and self-locking differential The engineers used a layout familiar from other Alfa Romeo cars on the 8C Competizione: the transaxle architecture with gearbox at the rear that is an acknowledged asset of Alfa Romeo cars. This layout allows outstanding dynamic performance while also offering the active safety for which Alfa Romeo cars are fabled. The engine-gearbox unit is designed in accordance with a transaxle configuration that ensures the weight distribution is very effective for vehicle handling. Due to the small axial engine size and the integration with frame components from the drawing board, the entire power unit can be housed well back to ensure the required sporty configuration. The 6-speed gearbox with computerised speed selection by means of levers behind the steering wheel is designed to ensure ultra-slick gear shifts and may be used in Manual-Normal; Manual-Sport; Automatic-Normal; Automatic-Sport and Ice modes. The self-locking differential allows acceleration and stability to be managed with extraordinary efficiency in all situations. Suspension, wheels and braking system In the very best Alfa Romeo tradition, the engineering is directly derived from the race track. The suspension on the new model is no exception, with a double wishbone layout, forged aluminium axle carrier and arms and extra strut for toe-in control. The braking system offers perforated, ventilated discs with aluminium brake callipers to ensure prompt, effective braking even with heavy use. To ensure the car stays glued to the road, it is fitted with 20" tyres specially developed to ensure outstanding performance: 245/35 at the front and 285/35 at the rear, fitted on perforated rims in fluid moulded aluminium to ensure lightness and maximum brake ventilation efficiency. To ensure the car is entertaining and safe in any driving condition, the Alfa Romeo 8C Competizione comes with the latest Alfa Romeo VDC, an advanced stability and traction control system to ensure the driver feels at one with his car. Rigid, light structure A rigid, light structure is the rule when configuring a good high performance car. This is also the guiding principle behind the Alfa Romeo 8C Competizione. In detail, the compact frame is in steel to achieve the greatest torsional rigidity to ensure an accurate, safe drive at all times while the body is in carbon fibre. This choice was motivated by the need to minimise weights while also optimising the car's centre of gravity for better agility and handling on demanding routes. Interiors: personality and technology The car's distinctive look comes from extensive use of composite materials on the facia and interior panels. This is a technical choice but also reinforces the car's spirit and emphasises its personality. The same thinking lies behind the adoption of anatomical seats made out of carbon fibre that can be adjusted and customised on the basis of the driver's physical characteristics (a facility previously reserved for racing cars). Everything is designed and produced to ensure the greatest user-friendliness for the driver and whoever is lucky enough to share the thrill: relaxed driving position, intuitive instruments that are always visible, robotised gear levers secured to the steering column and easy to reach without removing your hands from the sporty steering wheel. The carefully-crafted and detailed finish naturally allows the car to be customised to the driver's taste and a choice of different interior environments is available. The absolute satisfaction of a sporty drive To see it is to love it: wide tyres, low-slung ride and styling of poised aggression. To die for, in fact. Hear the engine and weep: a full, convincing throaty roar. Now all that remains is to sit behind the wheel, engage first gear and you are off to try out your Alfa Romeo 8C Competizione. You are left with one doubt: how will you drive a sports model whose bonnet conceals a 4700 cc eight cylinder engine hat unleashes 450 bhp of power and 470 Nm of torque when you touch the accelerator. The unexpected answer is: with great ease - even more easily, simply and instinctively than your normal car in fact. Provided you allow yourself the time and satisfaction (because this is about pleasure, after all) of getting used to the more direct controls and prompter responses: the sort you could only expect from a true sports car on mixed routes or - even more so - on the track where speed and transverse acceleration are much more controllable. The new Alfa Romeo 8C Competizione is self-avowedly an Alfa in its uncompromising sense of control and driving satisfaction. Driving comfort and dynamic behaviour have always been specific features of Alfa Romeo cars: on this car, they amount to a real strength. Alfa Romeo 8C Competizione: a legendary name for a unique car Since the very beginning, the Alfa Romeo spirit has been driven by a constant quest for technical perfection, achieving performances that are better and better. This is all about the engine: the beating heart of every Alfa Romeo car. Racetracks throughout the world have provided the perfect backdrops for truly unique technical and technological progress, with Alfa Romeo always occupying the highest position on the winners' podium. The key to Alfa Romeo's engineering prominence was the 8 cylinder engine developed during the first half of the Twenties by a young engineer named Vittorio Jano. His original brief was to revise the 6 cylinder engine to meet the needs of standard production model buyers and also to stand up to the competition offered by rival manufacturers in races.

Acura NSX prototype on the street were taken in Germany near the famed Nurburgring test track. Of course, any prototype driving around the 'Ring will eventually be driving on the 'Ring, and so it was today for Acura's future supercar. KGP photographers snapped the NSX prototype being driven hard around the Green Hell, so much so that the car's left-front wheel catches air at one point during hard cornering. There are many more angles and views of the next NSX in our gallery below that should allow you to see the car's form through its heavy camo paint even better.

The car features flexible skin instead of solid body panels. The exterior of this car was not made of heavy rigid material? it was made from flexible fabric stretched over a moveable structural subframe.It explores the design possibilities opened up when the traditional body panel approach is dropped to make a car's exterior completely flexible - from variable lines to hingeless doors to eyelid headlights.

Monster trucks are cool. They're automotive overkill of highest order: insanely powerful, ridiculously oversized 4WDs that both adults and kids alike dream about driving.

Mainly because they can crush cars.

But a monster bike?

Nope, it's not Christmas yet, but ex-stuntman Ray Baumann has dropped a huge gift onto the Melbourne Motor Show with the Monster Motorbike from hell.

And yes, it can crush cars - such as lurid yellow Holden Camiras.

The mind-bogglingly huge Monster Motorbike will be displayed at the 2008 Melbourne International Motor Show (MIMS), and is powered b a Detroit Diesel truck engine that outputs an ungodly amount of torque.

Ray Baumann's creation weighs about 10 times that of a normal family car at 13.6 tonnes, and measures close to 9 metres long and over 3 metres tall.

It's big, bad, and very loud.

The super-heavy 10-foot high motorbike can crush cars in first gear, though it has a 6-speed Allison automatic borrowed from a prime mover, just in case you need to clock up some highway kilometers.

It also uses a 2-speed Eaton differential from a road train to drive a massive chains on both sides of the spectacular rear wheel.

"We did stunt driving for quite a few years," says Baumann, "broke a few records and broke my back a few times, so this is a way of taking a bit more care.

"Now we crush things, which is definitely less risky than jumping them - we still do jump things, but not at the Melbourne Motor Show," added Baumann.

We're not sure if the Monster Motorbike is capable of popping wheelies and monos, but crushing Commodores is an impressive party trick.

Like the huge body and girder-like front swing-arms, the wheels on the Monster Motorbike are also larger than life.

Baumann got the huge wheels which tower over mere humans from Caterpillar. They normally cost around $30,000 each, but they appear to be second hand which would reduce the cost.

Normally used on Caterpillar's mining trucks prevalent in Western Australia, where they can cart around 300 tonnes of rubble, the wheels on the Monster Motorbike have custom rims finished in white, which adds greatly to the bike's aesthetic. As do the dripping blood decals.

The car crushing bike was built in Perth, and Ray Baumann has spent three years developing the vehicle which according to reports has already stunned spectators during its early demonstrations out west.

If you do plan on heading to the Melbourne Motor Show, be careful where you park your car...