Thursday, September 30, 2010
Beautiful Diwali 2010 Wallpapers, Free Deepavali 2010 Photos, Pictures, Images
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Lamborghini Murcielago LP650-4 Roadster, 2010
Lamborghini Murcielago LP650-4 Roadster, 2010
The automobile Lamborghini has released the first photographs of a limited edition Lamborghini Murciélago LP650-4 Roadster.
The Roadster version of the Murciélago will offer an uprated 6.5 litre V12 engine that produces 650 hp (478 kW) along with permanent four-wheel drive: hence the model's LP 650-4 moniker.
With 660 Nm of torque, top performance is at 0-100km/h (0-62mph) in 3.4 seconds.
The top speed is around 330 Km/h (205mph).
The Roadster version of the Murciélago will offer an uprated 6.5 litre V12 engine that produces 650 hp (478 kW) along with permanent four-wheel drive: hence the model's LP 650-4 moniker.
With 660 Nm of torque, top performance is at 0-100km/h (0-62mph) in 3.4 seconds.
The top speed is around 330 Km/h (205mph).
The special edition model will be produced in a limited volume (50 units only), with a Grigio Telesto exterior that combines grey bodywork with a special bright orange Arancio LP 650-4 featured on the front spoiler and sills. The LP 650-4 logo applied to the car's exterior is recognition of the car's increased power. The car features orange brake calipers and a transparent V12-engine cover, which shows off the V12 engine behind the driver.
The interior features echo the car's striking grey-and-orange exterior: besides the orange touches, there is an asymmetric dash design, with black Alcantara Nera on the driver's side, including door panel and central tunnel, and black leather Nero Perseus on the passenger's side.
The increased power of the Murciélago engine, from 640 to 650 hp, will be unique to the Lamborghini Murciélago LP650-4 Roadster: it demonstrates even further the developments that Lamborghini is able to offer from a current engine, and creates the exclusive characteristic of the Lamborghini Murciélago LP650-4 Roadster.
The interior features echo the car's striking grey-and-orange exterior: besides the orange touches, there is an asymmetric dash design, with black Alcantara Nera on the driver's side, including door panel and central tunnel, and black leather Nero Perseus on the passenger's side.
The increased power of the Murciélago engine, from 640 to 650 hp, will be unique to the Lamborghini Murciélago LP650-4 Roadster: it demonstrates even further the developments that Lamborghini is able to offer from a current engine, and creates the exclusive characteristic of the Lamborghini Murciélago LP650-4 Roadster.
Wednesday, September 29, 2010
Porsche 911 Carrera, 2009
Porsche 911 Carrera, 2009
The very first sports car to bear the Porsche name was introduced to the world in June, 1948. Therefore, as the proud, independent Swabian automaker celebrates sixty years of sports car excellence, it is only fitting that it has a new Porsche 911 Carrera - for many the quintessential Porsche-to help mark the milestone.
The Porsche 911 Carrera Coupe and its higher-performance variant, the 911 Carrera S Coupe, are the most sophisticated, potent and environmentally friendly Porsche 911 Carrera models that Porsche has ever offered.
Despite their abundance of 21st century technologies, the 2009 911 Carrera Coupe and Carrera S Coupe clearly trace their engineering and aesthetic roots to the seminal Porsche. That original car evolved over fifteen years from the highly coveted 356 to the first 911 when, at the 1963 Frankfurt Motor Show, the ground-breaking 1964 911 Coupe debuted. As a testament to the genius of its design, after more than forty years of development and six generations of engineering improvements, the 911 Carreras still showcase a horizontally opposed, rear-mounted six-cylinder engine carried in a distinctive and instantly recognizable body.
Less Fuel In, More Power Out
Though the 2009 Porsche 911 Carrera Coupe and 911 Carrera S Coupe are each propelled by Porsche's familiar horizontally opposed, six-cylinder "boxer" engine, and despite the fact that both engines carry the same displacement designation as their immediate predecessors, both are substantially different than in 2008 model year.
In Porsche Parlance, "S" Means More
The 2009 Porsche 911 Carrera S Coupe, like its predecessor model, is powered by a larger, more potent version of the Porsche horizontally opposed six-cylinder than its non-S sibling. As with the 3.6-liter version in the Porsche 911 Carrera, the 3.8-liter engine benefits from less weight, a two-piece crankcase, improved intake and exhaust, and direct fuel injection. The fruits of these refinements are 385 horsepower at 6500 rpm and 310 lb.-ft. of torque at 4400 rpm. This is an increase of 30 hp and 15 lb.-ft. of torque while achieving a power output of 101.3 hp per liter, without the need for any form of supercharging.
With a boost in potency, the Porsche 911 Carrera S Coupe with manual gearbox runs to 60 mph (96 km/h) in only 4.5 seconds, on its way to a track-proven top speed of 188 mph (302 kmph).
The PDK driving-shifting automatic transmission shaves two-tenths of a second off the acceleration times of Porsche's most skilled test drivers. The 0 to 60 mph (96 km/h) run takes only 4.3 seconds. Track-proven top speed for the Carrera S Coupe with PDK is 186 mph (300 kmph).
Despite its awesome performance the nearly 400-hp Carrera S Coupe carries no gasguzzler stigma. And the added power and torque do nothing to diminish the engine's clean exhaust. Like the Carrera Coupe, the Porsche 911 Carrera S Coupe is certified as LEV-II.
It Starts With a Straight Shot
Both the 3.6-liter and 3.8-liter horizontally opposed, six-cylinder engines in the Porsche 911 Carrera Coupe and 911 Carrera S Coupe are substantially revamped from the similarly designated engines in last year's model range.
The engines still consist of a light alloy crankcase and cylinder heads, and have four valves per cylinder actuated by dual overhead camshafts. Now, for the first time in a Porsche sports car, the engines boast a direct fuel injection system (DFI), which works in concert with Porsche's VarioCam Plus valve lift and timing control.
By injecting fuel directly into the combustion chamber rather than in the intake port, DFI delivers myriad benefits. Since the fuel charge arrives closer to combustion than with port injection, throttle response is instantaneous, and the Porsche 911 Carrera driver feels a razor-like reaction to even the slightest movements of his right foot, whether accelerating or lifting from the throttle.
To take fullest advantage of the DFI's attributes, Porsche's engineers designed the combustion chamber and piston crown to maximize efficiency. Those refinements allowed the engineers to design both the 3.6-liter and 3.8-liter engines with a compression ratio of 12.5:1. This is up from 11.3:1 on the previous 3.6-liter and 11.8:1 of the former 3.8-liter. To ensure maximum efficiency and durability, the DFI injectors have been designed and manufactured to deal with working pressures of up to 1740 psi (120 bar) in the combustion chamber.
The fuel injector nozzle is between the two intake valves, spraying fuel directly into the incoming fresh air charge from both valves. This is clearly far more efficient than port injection which naturally leaves some unburned gasoline on the intake walls and valves. The incoming fuel charge further aids the combustion process by cooling the incoming air as it vaporizes, allowing more air to be drawn into the engine for a denser charge and permitting the higher compression ratios. Finally, the fuel and air are mixed more evenly and thoroughly when the fuel is injected directly into the air inside the combustion chamber.
DFI also reduces emissions since the engineers were able to reshape the piston crown to completely direct the fuel charge at the spark plug for thorough combustion. During start-up, the engine benefits from high-pressure stratification of the injected fuel. Then to quickly light off the catalysts, the DFI heats the exhaust rapidly through multiple injection. To increase the temperature of the exhaust gas to an even higher level, ignition timing is very late, further minimizing start-up emissions.
The system also employs multiple fuel injection during periods of combined high loads and engine speeds up to about 3500 rpm-as when the driver floors the throttle at slower speeds. During the multiple injection phases, the injectors split the fuel charge into several successive bursts during the piston's intake stroke. Otherwise, the fuel is injected in one phase during each intake stroke.
As with their predecessors, the new 3.6-liter and 3.8-liter engines are equipped with Porsche's VarioCam Plus intake valve timing and lift system. Porsche's engineers have refined the elements and operation of the VarioCam Plus to optimize the benefits of the DFI. The engineers re-aligned the profiles of both the intake and the exhaust camshafts. The diameter of the intake tappets has been reduced from 33 to 29.5 mm (1.30 - 1.15 in.) and the exhaust valve tappets are down from 33 to 24.2 mm (1.30 - 0.94 in.). This reduction in mass allowed the engineers to safely raise the engines' redlines, from the previous 7300 rpm to 7500 rpm.
Two, Two Camshafts in One
As with all Porsche engines, VarioCam Plus in the Porsche 911 Carrera and Carrera S Coupes adjusts intake valve lift and timing based on engine speed and load, and is under the umbrella of the engine's main electronic controller. Though the VarioCam Plus operates far too quickly for the driver to be aware of it, the results are obvious. The effect is that of an engine with two different intake camshaft profiles, one set up for smooth and efficient around-town driving, the other a high-performance camshaft designed for high-speed. Each of these two designs usually precludes the other and most cars have a compromise of the two. Porsche's VarioCam Plus removes the compromise and the driver benefits from the best of both driving worlds.
Valve timing is controlled via a vane cell adjuster which continuously varies the two intake camshafts positions relative to crankshaft. Valve lift is varied by a system utilizing two cup tappets, one resting in the other. These tappets are actuated by separate cam lobes of differing size. The engine control module directs oil pressure to the appropriate tappet based on engine speed and load parameters. When nonpressurized, the tappet moves under the camshaft lobe, but exerts no pressure on the valve, in effect free wheeling.
Different Size That's the Same
Finally, the various internal refinements to both the 3.6-liter and 3.8-liter engines result in slight changes to their displacements.
The 3.6-liter engine in the 2009 Carrera Coupe now has a 3.21 inch (81.5 mm) stroke, up by 1.3 mm over last year. Bore has been increased by 1.04 mm, and is now 3.82 inches (97 mm). The Porsche 911 Carrera S Coupe's 3.8-liter engine has a 3.05 inch (77.5 mm) stroke, down from the predecessor's 3.226 inches (82.8 mm). Bore has been increased by 3 mm to 4.02 inches (102 mm).
The results of these changes are that the 3.6-liter has an actual displacement of 3614 cc, or 18 cc more than before. The 3.8-liter actually sheds 24 cc and is now exactly 3800 cc.
Getting the Power Out
As before, both the Porsche 911 Carrera Coupe and Carrera S Coupe come equipped with a six-speed manual gearbox as standard. Commensurate with the increase in power over last year's models, the transmissions in both cars have been strengthened and refined.
Steel rather than brass synchronizing rings as well as thick shafts and wide gears provide strength, yet the transmission's weight is kept down by using extra-thin aluminum in the oil chamber walls. The transmission's internal architecture minimizes splash effect and flow losses, increasing the efficiency.
The gearbox uses wear-resistant carbon-coated synchromesh rings on first, second and third gears. In addition, first and second boast triple synchronizers. Third gear has double synchronizer rings and fourth through sixth gears uses a single ring. Taking advantage of the engines' increased output, the engineers altered Third gear, making it about 3 percent taller than before. This change improves around town fuel economy with no impact on performance or derivability.
These internal details mean the driver can shift more quickly and smoothly, since less force is needed and the linkage has shorter travel during gear changes.
In addition, the wear-compensating clutch which was formerly only found on the Carrera S, is now standard on the 3.6-liter model. As the friction face of the clutch wears, an adjustment ring in the pressure plate automatically compensates for the wear.
All 2009 911 Carrera models, regardless of transmission, also boast Start-Off Assistant as standard. This feature allows the driver to get moving again smoothly without rolling on a hill when starting from a stop. When the driver stops on an incline and leaves the transmission in gear, the Start-Off Assistant maintains brake pressure for about two seconds after the driver lifts his foot from the brake pedal. Then the system incrementally reduces brake pressure. As soon as the driver accelerates, brake pressure is fully released.
Multiple Clutches and Seven Speeds
For 2009, both the Porsche 911 Carrera and Carrera S Coupes can be equipped with the innovative and blazingly fast Porsche PDK transmission. The seven-speed, driver-shiftable automatic replaces the five-speed Tiptronic S as the optionally available transmission.
Though it was developed in the 1980s for the all-conquering Porsche 962 Group C racecar, thanks to recent advances in electronic control technology, this is the first time that the PDK is available in a street-faring sports car.
The new PDK (which comes from the German Porsche-Doppelkupplungsgetriebe or Porsche double-clutch transmission), like the Tiptronic S, allows the driver to shift up and down using either steering-wheel mounted paddles or the console-mounted lever. Or, if he'd rather, the driver can simply leave the PDK in automatic mode and allow it to operate totally on its own.
Stopping What Goes Fast
Inherent in the Porsche philosophy is that every Porsche must have braking power at least commensurate with its acceleration and top speed capabilities. Therefore, all are equipped with cross-drilled, internally vented four-wheel disc antilock brakes. And as the Porsche 911 Carrera and Carrera S Coupes have more power and speed than their immediate predecessors, they have more braking ability as well.
Keeping Up the Pressure
To ensure optimum safety, fuel economy and performance, Porsche engineers provide Carrera Coupe and Carrera S Coupe drivers with a safeguard against driving on a damaged or an underinflated tire. Both cars come with Porsche's Tire Pressure Control system (TPC). This system uses sensors at each wheel to constantly monitor inflation pressures. The system offers the driver two levels of warning, should it detect a problem.
If any tire shows a pressure drop of more than 2.9 psi but less than 5.8 psi from specifications, a text message in white lettering shows in the tachometer. This warning appears for 10 seconds each time the car is started. If pressure drops more than 5.8 psi, or if inflation pressure drops at a rate of 2.9 psi or more per minute, the warning becomes more urgent and is displayed in red text. This warning appears as soon as the respective values are exceeded, whether the vehicle is stationary or moving.
Sporty Handling = Accident Avoidance
Knowing full well that all vehicles are safest by avoiding an accident in the first place, Porsche's engineers understand that their cars' awesome dynamic abilities are as much of a safety feature as a performance attribute.
To ensure both dynamic safety and an exhilarating driving experience, Porsche's engineers have continued to refine and enhance their cars' suspensions. Building upon a wide stance, both the Porsche 911 Carrera and Carrera S Coupes sit on a large, secure footprint. Both cars have a 58.6 inch (1486 mm) front track. In back, the Carrera has a 60.4 inch (1534 mm) track. With its larger wheels and tires, the Carrera S has a rear track of 59.7 inches (1516 mm). Porsche's engineers then specified a lightweight and technologically advanced suspension system and a low center of gravity for optimum agility and driver confidence assuring stability.
Better Living through PASM
As noted, the Carrera S Coupe comes standard with the most recent version of Porsche Active Suspension Management (PASM). This system is optional on the Carrera Coupe. For the 2009 911 Carrera models, PASM suspension has refined springs and antiroll bars for even greater comfort. Porsche's engineers were able to accomplish this by fine-tuning the PASM control function, delivering a smoother ride on bad roads in both the Normal and Sport modes with no degradation in handling.
This electronically controlled suspension allows the driver to select either a Normal or Sport setting, depending on the driving situation and conditions. Besides allowing the choice of choice setups, PASM also lowers the car's ride height by about 0.4 inch (10 mm).
Variable-Ratio Steering
The Porsche 911 Carrera and Carrera S Coupes come with standard variable-ratio rack-andpinion steering. This both increases agility and stability at higher speed maneuvers and reduces steering effort at slow speeds.
When the steering wheel is turned within 30 degrees of center, the ratio is to provide a smooth and calm driving experience, even on rough surfaces. However, when the steering wheel angle exceeds 30 degrees, the ratio become more direct, reducing lock-to-lock from 2.98 to 2.62 turns. This gives the driver better control both on winding roads and in slow-speed parking maneuvers.
In addition to the variable ratio technology, the Porsche 911 Carrera Coupes have steering columns that tilt and telescope. The wheel can be adjusted by 1.57 inches (40 mm) in height and reach.
Classic Profile
The cars' profiles are highlighted by the new larger outside mirrors and by the newly designed wheels. The Porsche 911 Carrera's 18 inch alloy wheels have by five double spokes which are arranged so the each pair of spokes opens outward at the rim. The Carrera S has larger, 19 inch wheels which have five pairs of parallel spokes.
The Sound of Music
The Porsche 911 Carrera Coupes' standard audio system features AM/FM radio as well as the ability to play CDs, audio and video DVDs. The standard-equipment BOSE Surround Sound System features 5.1 Discreet Surround Format, and works with a gamut of audio formats: MP3, AAC, WMA, Dolby Digital, MLP, and DTS.
The PCM has an integral six-CD/DVD changer standard which supports the same formats as the single CD/DVD player. Plus, a new, optional universal audio interface connects the PCM to an external audio source such as an iPod or a USB stick. An optional TV tuner can receive uncoded television signals. While driving, only the TV audio plays; when parked the picture is shown on the PCM monitor.
Breath of Fresh Air
Automatic climate controls with air and pollen filtration are standard equipment. The controls for the heat, air conditioning and ventilation (HVAC) systems are integrated into the center console. Airflow through the HVAC system is optimized by large ducts and side vents.
Ample Storage Space
The cabins in the Porsche 911 Carrera Coupe and Carrera S Coupe offer the convenience of several storage locations. The cars' interiors have a load volume of 7.24 cu.-ft. (205 liters).
A large locking glove box provides nearly 400 cubic inches (6.5 liters) of room and has an integrated CD storage rack and a penholder. The center console includes more than 90 cubic inches (1.5 liters) of storage capacity. This compartment automatically locks with the Coupes' central locking system.
Cupholders are located just above the glove box and are hidden behind a folding cover. When released, the left cupholder emerges in front of the central air nozzle in the instrument panel while the right cupholder rests in front of the front passenger nozzle.
Critical Data
The five dials that comprise the instrument panel are positioned to provide outstanding readability. The faces of the dials are black in the 911 Carrera Coupe and have an aluminum-look finish in the Porsche 911 Carrera S Coupe.
Given the sporting soul of the Porsche 911 Carrera and Carrera S Coupes, the tachometer dominates the instrument cluster. The rev counter is the largest gauge and it is mounted in the center of the display. A digital speedometer within the tachometer's face beneath the rev counter allows the driver to check both vehicle and engine speed in a single glance.
The separate analog speedometer includes overall and trip odometers and is located just to the left of the tachometer. The gauge to the right of the tach includes coolant temperature and fuel indicators, as well as the clock. The oil temperature gauge is at the far left of the cluster with the oil pressure gauge at the far right.
Safe by Design
Thanks to the high- and ultra-high-strength steel as well as the sophisticated spotwelding and bonding techniques used during their manufacture, the Porsche 911 Carrera Coupe bodies are extremely torsionally rigid and flex resistant while still being lightweight.
Particular attention was paid in designing and engineering the junction of the A-pillars and the roof frame, as well as the safety structure involved in head-on and offset collisions, including the transition between the door and B-pillars. Forces in a collision can be transferred through the door, around the passenger compartment to the rear of the car.
A bulkhead crossbar at the front of the car is made from high-strength boron steel and special assembly processes were developed to minimize intrusion or into the foot well in an offset collision.
Six Airbags with POSIP
Occupants in the Porsche 911 Carrera and 911 Carrera S Coupes are protected, in the event of a collision by six airbags. There are two front-impact airbags; two front seatmounted, thorax protecting, side-impact airbags; and the two curtain-style, doormounted, side-impact airbags that are part of the Porsche Side Impact Protection (POSIP) system.
The frontal airbags are full-size, two-stage front units featuring an organic-based propellant. This propellant reduces the stored airbags' size and weight, and aids in their recyclability.
The front passenger seat features sensors that accommodate child safety seats. Should the sensors detect a child sitting in that seat, the airbag is defeated.
The POSIP boasts head airbags that deploy upward from their housings in the door windowsills. These airbags provide a flat cushion that inflates to nearly 500 cu.-in. (8 liters) and are designed to help protect the heads of the driver and front-seat passenger from broken glass and objects that might enter through the window, in the event of an accident.
Sport Chrono Package Plus
Both the Porsche 911 Carrera and Carrera S Coupes are available with the optional Sport Chrono Package Plus feature. Sport Chrono Package can be specified with either the manual gearbox or PDK transmission.
This enhancement package brings specific control maps to the engine management system and Porsche Stability Management (PSM), as well as to Porsche Active Suspension Management (PASM) and PDK on vehicles so equipped.
The revised engine control maps strongly favor performance over comfort and provide even quicker engine response, not only on deployment but also on release of the throttle. This helps the PDK shift even more aggressively.
Stability thresholds allow more lateral slip before the ABS and PSM intervene. On those cars with PASM, that system switches to its firmer setting to provide more agility in cornering. However, in some instances, such as on wet pavement, a softer suspension setting can be advantageous so the driver using Sport Chrono can press the PASM button to return to the normal damper settings.
The Sport Chrono package also includes a digital/analog stopwatch and lap-counting function.
The Porsche 911 Carrera Coupe and its higher-performance variant, the 911 Carrera S Coupe, are the most sophisticated, potent and environmentally friendly Porsche 911 Carrera models that Porsche has ever offered.
Despite their abundance of 21st century technologies, the 2009 911 Carrera Coupe and Carrera S Coupe clearly trace their engineering and aesthetic roots to the seminal Porsche. That original car evolved over fifteen years from the highly coveted 356 to the first 911 when, at the 1963 Frankfurt Motor Show, the ground-breaking 1964 911 Coupe debuted. As a testament to the genius of its design, after more than forty years of development and six generations of engineering improvements, the 911 Carreras still showcase a horizontally opposed, rear-mounted six-cylinder engine carried in a distinctive and instantly recognizable body.
Less Fuel In, More Power Out
Though the 2009 Porsche 911 Carrera Coupe and 911 Carrera S Coupe are each propelled by Porsche's familiar horizontally opposed, six-cylinder "boxer" engine, and despite the fact that both engines carry the same displacement designation as their immediate predecessors, both are substantially different than in 2008 model year.
In Porsche Parlance, "S" Means More
The 2009 Porsche 911 Carrera S Coupe, like its predecessor model, is powered by a larger, more potent version of the Porsche horizontally opposed six-cylinder than its non-S sibling. As with the 3.6-liter version in the Porsche 911 Carrera, the 3.8-liter engine benefits from less weight, a two-piece crankcase, improved intake and exhaust, and direct fuel injection. The fruits of these refinements are 385 horsepower at 6500 rpm and 310 lb.-ft. of torque at 4400 rpm. This is an increase of 30 hp and 15 lb.-ft. of torque while achieving a power output of 101.3 hp per liter, without the need for any form of supercharging.
With a boost in potency, the Porsche 911 Carrera S Coupe with manual gearbox runs to 60 mph (96 km/h) in only 4.5 seconds, on its way to a track-proven top speed of 188 mph (302 kmph).
The PDK driving-shifting automatic transmission shaves two-tenths of a second off the acceleration times of Porsche's most skilled test drivers. The 0 to 60 mph (96 km/h) run takes only 4.3 seconds. Track-proven top speed for the Carrera S Coupe with PDK is 186 mph (300 kmph).
Despite its awesome performance the nearly 400-hp Carrera S Coupe carries no gasguzzler stigma. And the added power and torque do nothing to diminish the engine's clean exhaust. Like the Carrera Coupe, the Porsche 911 Carrera S Coupe is certified as LEV-II.
It Starts With a Straight Shot
Both the 3.6-liter and 3.8-liter horizontally opposed, six-cylinder engines in the Porsche 911 Carrera Coupe and 911 Carrera S Coupe are substantially revamped from the similarly designated engines in last year's model range.
The engines still consist of a light alloy crankcase and cylinder heads, and have four valves per cylinder actuated by dual overhead camshafts. Now, for the first time in a Porsche sports car, the engines boast a direct fuel injection system (DFI), which works in concert with Porsche's VarioCam Plus valve lift and timing control.
By injecting fuel directly into the combustion chamber rather than in the intake port, DFI delivers myriad benefits. Since the fuel charge arrives closer to combustion than with port injection, throttle response is instantaneous, and the Porsche 911 Carrera driver feels a razor-like reaction to even the slightest movements of his right foot, whether accelerating or lifting from the throttle.
To take fullest advantage of the DFI's attributes, Porsche's engineers designed the combustion chamber and piston crown to maximize efficiency. Those refinements allowed the engineers to design both the 3.6-liter and 3.8-liter engines with a compression ratio of 12.5:1. This is up from 11.3:1 on the previous 3.6-liter and 11.8:1 of the former 3.8-liter. To ensure maximum efficiency and durability, the DFI injectors have been designed and manufactured to deal with working pressures of up to 1740 psi (120 bar) in the combustion chamber.
The fuel injector nozzle is between the two intake valves, spraying fuel directly into the incoming fresh air charge from both valves. This is clearly far more efficient than port injection which naturally leaves some unburned gasoline on the intake walls and valves. The incoming fuel charge further aids the combustion process by cooling the incoming air as it vaporizes, allowing more air to be drawn into the engine for a denser charge and permitting the higher compression ratios. Finally, the fuel and air are mixed more evenly and thoroughly when the fuel is injected directly into the air inside the combustion chamber.
DFI also reduces emissions since the engineers were able to reshape the piston crown to completely direct the fuel charge at the spark plug for thorough combustion. During start-up, the engine benefits from high-pressure stratification of the injected fuel. Then to quickly light off the catalysts, the DFI heats the exhaust rapidly through multiple injection. To increase the temperature of the exhaust gas to an even higher level, ignition timing is very late, further minimizing start-up emissions.
The system also employs multiple fuel injection during periods of combined high loads and engine speeds up to about 3500 rpm-as when the driver floors the throttle at slower speeds. During the multiple injection phases, the injectors split the fuel charge into several successive bursts during the piston's intake stroke. Otherwise, the fuel is injected in one phase during each intake stroke.
As with their predecessors, the new 3.6-liter and 3.8-liter engines are equipped with Porsche's VarioCam Plus intake valve timing and lift system. Porsche's engineers have refined the elements and operation of the VarioCam Plus to optimize the benefits of the DFI. The engineers re-aligned the profiles of both the intake and the exhaust camshafts. The diameter of the intake tappets has been reduced from 33 to 29.5 mm (1.30 - 1.15 in.) and the exhaust valve tappets are down from 33 to 24.2 mm (1.30 - 0.94 in.). This reduction in mass allowed the engineers to safely raise the engines' redlines, from the previous 7300 rpm to 7500 rpm.
Two, Two Camshafts in One
As with all Porsche engines, VarioCam Plus in the Porsche 911 Carrera and Carrera S Coupes adjusts intake valve lift and timing based on engine speed and load, and is under the umbrella of the engine's main electronic controller. Though the VarioCam Plus operates far too quickly for the driver to be aware of it, the results are obvious. The effect is that of an engine with two different intake camshaft profiles, one set up for smooth and efficient around-town driving, the other a high-performance camshaft designed for high-speed. Each of these two designs usually precludes the other and most cars have a compromise of the two. Porsche's VarioCam Plus removes the compromise and the driver benefits from the best of both driving worlds.
Valve timing is controlled via a vane cell adjuster which continuously varies the two intake camshafts positions relative to crankshaft. Valve lift is varied by a system utilizing two cup tappets, one resting in the other. These tappets are actuated by separate cam lobes of differing size. The engine control module directs oil pressure to the appropriate tappet based on engine speed and load parameters. When nonpressurized, the tappet moves under the camshaft lobe, but exerts no pressure on the valve, in effect free wheeling.
Different Size That's the Same
Finally, the various internal refinements to both the 3.6-liter and 3.8-liter engines result in slight changes to their displacements.
The 3.6-liter engine in the 2009 Carrera Coupe now has a 3.21 inch (81.5 mm) stroke, up by 1.3 mm over last year. Bore has been increased by 1.04 mm, and is now 3.82 inches (97 mm). The Porsche 911 Carrera S Coupe's 3.8-liter engine has a 3.05 inch (77.5 mm) stroke, down from the predecessor's 3.226 inches (82.8 mm). Bore has been increased by 3 mm to 4.02 inches (102 mm).
The results of these changes are that the 3.6-liter has an actual displacement of 3614 cc, or 18 cc more than before. The 3.8-liter actually sheds 24 cc and is now exactly 3800 cc.
Getting the Power Out
As before, both the Porsche 911 Carrera Coupe and Carrera S Coupe come equipped with a six-speed manual gearbox as standard. Commensurate with the increase in power over last year's models, the transmissions in both cars have been strengthened and refined.
Steel rather than brass synchronizing rings as well as thick shafts and wide gears provide strength, yet the transmission's weight is kept down by using extra-thin aluminum in the oil chamber walls. The transmission's internal architecture minimizes splash effect and flow losses, increasing the efficiency.
The gearbox uses wear-resistant carbon-coated synchromesh rings on first, second and third gears. In addition, first and second boast triple synchronizers. Third gear has double synchronizer rings and fourth through sixth gears uses a single ring. Taking advantage of the engines' increased output, the engineers altered Third gear, making it about 3 percent taller than before. This change improves around town fuel economy with no impact on performance or derivability.
These internal details mean the driver can shift more quickly and smoothly, since less force is needed and the linkage has shorter travel during gear changes.
In addition, the wear-compensating clutch which was formerly only found on the Carrera S, is now standard on the 3.6-liter model. As the friction face of the clutch wears, an adjustment ring in the pressure plate automatically compensates for the wear.
All 2009 911 Carrera models, regardless of transmission, also boast Start-Off Assistant as standard. This feature allows the driver to get moving again smoothly without rolling on a hill when starting from a stop. When the driver stops on an incline and leaves the transmission in gear, the Start-Off Assistant maintains brake pressure for about two seconds after the driver lifts his foot from the brake pedal. Then the system incrementally reduces brake pressure. As soon as the driver accelerates, brake pressure is fully released.
Multiple Clutches and Seven Speeds
For 2009, both the Porsche 911 Carrera and Carrera S Coupes can be equipped with the innovative and blazingly fast Porsche PDK transmission. The seven-speed, driver-shiftable automatic replaces the five-speed Tiptronic S as the optionally available transmission.
Though it was developed in the 1980s for the all-conquering Porsche 962 Group C racecar, thanks to recent advances in electronic control technology, this is the first time that the PDK is available in a street-faring sports car.
The new PDK (which comes from the German Porsche-Doppelkupplungsgetriebe or Porsche double-clutch transmission), like the Tiptronic S, allows the driver to shift up and down using either steering-wheel mounted paddles or the console-mounted lever. Or, if he'd rather, the driver can simply leave the PDK in automatic mode and allow it to operate totally on its own.
Stopping What Goes Fast
Inherent in the Porsche philosophy is that every Porsche must have braking power at least commensurate with its acceleration and top speed capabilities. Therefore, all are equipped with cross-drilled, internally vented four-wheel disc antilock brakes. And as the Porsche 911 Carrera and Carrera S Coupes have more power and speed than their immediate predecessors, they have more braking ability as well.
Keeping Up the Pressure
To ensure optimum safety, fuel economy and performance, Porsche engineers provide Carrera Coupe and Carrera S Coupe drivers with a safeguard against driving on a damaged or an underinflated tire. Both cars come with Porsche's Tire Pressure Control system (TPC). This system uses sensors at each wheel to constantly monitor inflation pressures. The system offers the driver two levels of warning, should it detect a problem.
If any tire shows a pressure drop of more than 2.9 psi but less than 5.8 psi from specifications, a text message in white lettering shows in the tachometer. This warning appears for 10 seconds each time the car is started. If pressure drops more than 5.8 psi, or if inflation pressure drops at a rate of 2.9 psi or more per minute, the warning becomes more urgent and is displayed in red text. This warning appears as soon as the respective values are exceeded, whether the vehicle is stationary or moving.
Sporty Handling = Accident Avoidance
Knowing full well that all vehicles are safest by avoiding an accident in the first place, Porsche's engineers understand that their cars' awesome dynamic abilities are as much of a safety feature as a performance attribute.
To ensure both dynamic safety and an exhilarating driving experience, Porsche's engineers have continued to refine and enhance their cars' suspensions. Building upon a wide stance, both the Porsche 911 Carrera and Carrera S Coupes sit on a large, secure footprint. Both cars have a 58.6 inch (1486 mm) front track. In back, the Carrera has a 60.4 inch (1534 mm) track. With its larger wheels and tires, the Carrera S has a rear track of 59.7 inches (1516 mm). Porsche's engineers then specified a lightweight and technologically advanced suspension system and a low center of gravity for optimum agility and driver confidence assuring stability.
Better Living through PASM
As noted, the Carrera S Coupe comes standard with the most recent version of Porsche Active Suspension Management (PASM). This system is optional on the Carrera Coupe. For the 2009 911 Carrera models, PASM suspension has refined springs and antiroll bars for even greater comfort. Porsche's engineers were able to accomplish this by fine-tuning the PASM control function, delivering a smoother ride on bad roads in both the Normal and Sport modes with no degradation in handling.
This electronically controlled suspension allows the driver to select either a Normal or Sport setting, depending on the driving situation and conditions. Besides allowing the choice of choice setups, PASM also lowers the car's ride height by about 0.4 inch (10 mm).
Variable-Ratio Steering
The Porsche 911 Carrera and Carrera S Coupes come with standard variable-ratio rack-andpinion steering. This both increases agility and stability at higher speed maneuvers and reduces steering effort at slow speeds.
When the steering wheel is turned within 30 degrees of center, the ratio is to provide a smooth and calm driving experience, even on rough surfaces. However, when the steering wheel angle exceeds 30 degrees, the ratio become more direct, reducing lock-to-lock from 2.98 to 2.62 turns. This gives the driver better control both on winding roads and in slow-speed parking maneuvers.
In addition to the variable ratio technology, the Porsche 911 Carrera Coupes have steering columns that tilt and telescope. The wheel can be adjusted by 1.57 inches (40 mm) in height and reach.
Classic Profile
The cars' profiles are highlighted by the new larger outside mirrors and by the newly designed wheels. The Porsche 911 Carrera's 18 inch alloy wheels have by five double spokes which are arranged so the each pair of spokes opens outward at the rim. The Carrera S has larger, 19 inch wheels which have five pairs of parallel spokes.
The Sound of Music
The Porsche 911 Carrera Coupes' standard audio system features AM/FM radio as well as the ability to play CDs, audio and video DVDs. The standard-equipment BOSE Surround Sound System features 5.1 Discreet Surround Format, and works with a gamut of audio formats: MP3, AAC, WMA, Dolby Digital, MLP, and DTS.
The PCM has an integral six-CD/DVD changer standard which supports the same formats as the single CD/DVD player. Plus, a new, optional universal audio interface connects the PCM to an external audio source such as an iPod or a USB stick. An optional TV tuner can receive uncoded television signals. While driving, only the TV audio plays; when parked the picture is shown on the PCM monitor.
Breath of Fresh Air
Automatic climate controls with air and pollen filtration are standard equipment. The controls for the heat, air conditioning and ventilation (HVAC) systems are integrated into the center console. Airflow through the HVAC system is optimized by large ducts and side vents.
Ample Storage Space
The cabins in the Porsche 911 Carrera Coupe and Carrera S Coupe offer the convenience of several storage locations. The cars' interiors have a load volume of 7.24 cu.-ft. (205 liters).
A large locking glove box provides nearly 400 cubic inches (6.5 liters) of room and has an integrated CD storage rack and a penholder. The center console includes more than 90 cubic inches (1.5 liters) of storage capacity. This compartment automatically locks with the Coupes' central locking system.
Cupholders are located just above the glove box and are hidden behind a folding cover. When released, the left cupholder emerges in front of the central air nozzle in the instrument panel while the right cupholder rests in front of the front passenger nozzle.
Critical Data
The five dials that comprise the instrument panel are positioned to provide outstanding readability. The faces of the dials are black in the 911 Carrera Coupe and have an aluminum-look finish in the Porsche 911 Carrera S Coupe.
Given the sporting soul of the Porsche 911 Carrera and Carrera S Coupes, the tachometer dominates the instrument cluster. The rev counter is the largest gauge and it is mounted in the center of the display. A digital speedometer within the tachometer's face beneath the rev counter allows the driver to check both vehicle and engine speed in a single glance.
The separate analog speedometer includes overall and trip odometers and is located just to the left of the tachometer. The gauge to the right of the tach includes coolant temperature and fuel indicators, as well as the clock. The oil temperature gauge is at the far left of the cluster with the oil pressure gauge at the far right.
Safe by Design
Thanks to the high- and ultra-high-strength steel as well as the sophisticated spotwelding and bonding techniques used during their manufacture, the Porsche 911 Carrera Coupe bodies are extremely torsionally rigid and flex resistant while still being lightweight.
Particular attention was paid in designing and engineering the junction of the A-pillars and the roof frame, as well as the safety structure involved in head-on and offset collisions, including the transition between the door and B-pillars. Forces in a collision can be transferred through the door, around the passenger compartment to the rear of the car.
A bulkhead crossbar at the front of the car is made from high-strength boron steel and special assembly processes were developed to minimize intrusion or into the foot well in an offset collision.
Six Airbags with POSIP
Occupants in the Porsche 911 Carrera and 911 Carrera S Coupes are protected, in the event of a collision by six airbags. There are two front-impact airbags; two front seatmounted, thorax protecting, side-impact airbags; and the two curtain-style, doormounted, side-impact airbags that are part of the Porsche Side Impact Protection (POSIP) system.
The frontal airbags are full-size, two-stage front units featuring an organic-based propellant. This propellant reduces the stored airbags' size and weight, and aids in their recyclability.
The front passenger seat features sensors that accommodate child safety seats. Should the sensors detect a child sitting in that seat, the airbag is defeated.
The POSIP boasts head airbags that deploy upward from their housings in the door windowsills. These airbags provide a flat cushion that inflates to nearly 500 cu.-in. (8 liters) and are designed to help protect the heads of the driver and front-seat passenger from broken glass and objects that might enter through the window, in the event of an accident.
Sport Chrono Package Plus
Both the Porsche 911 Carrera and Carrera S Coupes are available with the optional Sport Chrono Package Plus feature. Sport Chrono Package can be specified with either the manual gearbox or PDK transmission.
This enhancement package brings specific control maps to the engine management system and Porsche Stability Management (PSM), as well as to Porsche Active Suspension Management (PASM) and PDK on vehicles so equipped.
The revised engine control maps strongly favor performance over comfort and provide even quicker engine response, not only on deployment but also on release of the throttle. This helps the PDK shift even more aggressively.
Stability thresholds allow more lateral slip before the ABS and PSM intervene. On those cars with PASM, that system switches to its firmer setting to provide more agility in cornering. However, in some instances, such as on wet pavement, a softer suspension setting can be advantageous so the driver using Sport Chrono can press the PASM button to return to the normal damper settings.
The Sport Chrono package also includes a digital/analog stopwatch and lap-counting function.
Tuesday, September 28, 2010
Lexus GS 350, 2009
Lexus GS 350, 2009
The 2009 Lexus GS luxury sport sedan model line includes the V6-powered Lexus GS 350 and the GS 350 all-wheel drive (AWD), the V8-powered Lexus GS 460, and the only gasoline electric hybrid model in the segment, the Lexus GS 450h.
Engine/Transmission/Drivetrain/Performance
Optimized for low internal friction, the Lexus GS 350's 3.5-liter V6 engine produces 303 horsepower at 6,200 rpm and 274 lb.-ft. of peak torque at 3,600 rpm. A direct fuel-injection system provides much finer fuel-mixture control to improve both power and fuel efficiency. Dual Variable Valve Timing with intelligence (VVT-i) acts on both intake and exhaust valves to further enhance performance through a wide rpm range. A smooth-shifting six-speed transmission allows manual shifting when desired.
The Lexus GS 460's V8 produces 342 horsepower at 6,400 rpm and 339 lb.-ft. of peak torque at 4,100 rpm. The GS 460, like the GS 350, meets the EPA's Ultra Low Emission Vehicle (ULEV-II) certification. Lexus has been setting standards for powertrain smoothness since its inception, and the GS 460's V8 and eight-speed automatic transmission continue that tradition. The transmission, as the six-speed automatic in the Lexus GS 350 models, allows manual shifting for a more engaging driving experience, and to maximize performance in certain driving situations. The GS 460 can accelerate from zero to 60 mph in 5.4 seconds, the Lexus GS 350 in 5.7 (5.8 for AWD).
Chassis/Body/Suspension/Tires/Brakes
The Lexus GS combines proven chassis systems with advanced dynamic handling technology to provide both agile handling and the Lexus trademark smooth ride. The double-wishbone front suspension and multilink rear suspension virtually eliminate unwanted wheel-angle changes during suspension movement. The result is a natural, confident feel that's also spirited. A 34.1-ft. turning circle (35.4 ft. for GS 350 AWD) is comparable to that of smaller cars and helps make the GS highly maneuverable.
In all GS models, Brake Assist (BA), Electronic Brake-force Distribution (EBD) and the Anti-lock Braking System (ABS) help form a powerful safety front. EBD optimizes brake pressure at each wheel to help minimize body dive or sway during hard braking and cornering. Brake Assist is designed to determine if the driver is attempting emergency braking, and, if the driver has not stepped firmly enough on the brake pedal to activate the ABS, it will apply maximum braking force until pedal pressure is released.
Aluminum-alloy 18-inch wheels are standard on the Lexus GS 460 and available for the rear-wheel-drive Lexus GS 350, which features standard 17-inch wheels. For maximum handling capability, the GS 350 comes standard with 225/50R17 W-rated summer tires. The all-season 17-inch run-flat tires that are standard on the GS 350 AWD model are available on the GS 350 RWD. The Lexus GS 460 is equipped with 245/40R18 Z-rated summer tires or available all-season run-flats.
The GS 350's available all-wheel-drive system helps to enhance handling in diverse driving conditions. A planetary-gear center differential and a wet-type multi-disc clutch control front-to-rear power distribution. The system normally sends 70 percent of available power to the rear wheels to provide the traditional performance advantages of a rear-drive car and will vary the torque-split ratio from 30:70 to 50:50 in response to driving conditions and driver input. The AWD system's electronic-control strategy takes inputs such as steering and throttle angle from driver activity combined with vehicle signals from wheel speed and yaw rate sensors.
An Adaptive Variable Suspension (AVS) system, standard on the Lexus GS 460 and available on the GS 350, provides four settings, including "sport" for tighter, more precise control. AVS can automatically select appropriate suspension damping for driving conditions. The Lexus GS 460 also offers the advanced Active Power Stabilizer system that reduces body sway and enhances vehicle control during cornering. An Electronic Control Unit (ECU) calculates the force needed to counter excess body sway, which is then applied to the stabilizer bars by the front and rear actuators. The GS 350 models are equipped with Vehicle Stability Control (VSC) with traction control. The system can be disengaged with the "Trac Off" switch when the situation warrants doing so.
In the GS 460, the Lexus Vehicle Dynamics Integrated Management (VDIM) system integrates and manages a host of handling technologies, including VSC. Combining input from a variety of sensors, VDIM is designed to anticipate the onset of a vehicle skid or slide and then help correct the situation with a combination of braking, throttle, and steering control. VDIM integration helps to provide precise management for the Electronically Controlled Brakes (ECB), Variable Gear Ratio Steering (VGRS), Electric Power Steering (EPS), Vehicle Stability Control (VSC), Anti-lock Braking System (ABS), Brake Assist (BA), Electronic Brake-force Distribution (EBD), and engine torque via the electronically controlled throttle.
Electric Power Steering (EPS) in the GS 460 provides precise electric power assist using a DC motor built into the steering gear housing. Also in the GS 460, Variable Gear Ratio Steering (VGRS) can vary the steering from 2.7 turns lock-to-lock for low-speed maneuverability to a slower 3.2 turns lock-to-lock for highway-speed stability. VGRS also provides differential steering control, which helps correct for a delay in steering response - something that occurs in all vehicles - to help enhance driving feel during lane changes and other transitional maneuvers.
The GS 460's Electronically Controlled Brakes (ECB) is a brake-by-wire system. ECB translates brake pedal pressure into electric signals that, via computer control, help provide precise and optimized braking. Electronic control provides quick brake response when needed, helping the GS 460's VDIM system to anticipate and help correct skids before they occur. The ECB system is backed by conventional hydraulic brake control in the unlikely event of electronic failure.
Safety/Security Features
The Adaptive Front lighting System (AFS), standard on the GS 460 and optional for the Lexus GS 350, helps illuminate a curve as the driver steers into it. A Tire Pressure Monitoring system can detect a critical loss in pressure in one or more tires and alert the driver. The available Intuitive Park Assist (IPA) system uses ultrasonic sensors to detect objects close to the car's front and rear bumpers and alerts the driver accordingly. A steering-input sensor helps to better judge changes in distance to objects.
The Supplemental Restraint System (SRS) in the GS sedans includes variable-force front airbags for both the driver and front passenger. The GS features standard seat-mounted side airbags for the front seats, knee airbags for the driver and front passenger, and front and rear side-curtain airbags.
The rear back-up camera, available in conjunction with the optional navigation system, automatically projects an image of what its lens can detect behind the vehicle onto the navigation screen when the vehicle is in reverse gear.
The optional Pre-Collision System (PCS) in the GS models can help the driver avoid an accident. A millimeter-wave radar sensor helps detect obstacles in front of the car, while vehicle speed, steering angle and yaw-rate inputs help to determine whether a collision is unavoidable. In such a situation, PCS switches the Adaptive Variable-air Suspension to sport mode for optimal chassis response, preemptively retracts front seat belts, and pre-initializes Brake Assist so that increased braking will be applied the instant the driver depresses the pedal. The active-braking feature will automatically apply the brakes up to a deceleration rate of 0.3 g if the driver fails to react to system warnings.
Luxury/Comfort/Convenience
The standard Regency leather-trimmed, heated, 10-way power front seats (perforated leather trim on GS 460) are comfortably contoured for support on long trips. Ventilated front seats are standard for the Lexus GS 460 and available for the Lexus GS 350. A power-tilt and telescopic steering wheel helps ensure a comfortable driving position. The standard dual-zone climate-control system filters the air, and a standard rear power sunshade adds to passenger comfort on warm days.
All 4 windows offer one-touch up-and-down operation with jam protection. Both electrochromic auto-dimming side mirrors are power-retractable and feature automatic tilt-down to aid in parking when reverse gear is selected. A power trunk closer provides an added convenience on this extremely well equipped car.
The standard Lexus audio system features an AM/FM/cassette stereo and a 6-disc, in-dash CD changer. The system plays through 10 premium speakers while an Automatic Sound Levelizer (ASL) maintains consistent sound levels at varying vehicle speeds.
Luxury Options
Within the ultra-quiet Lexus GS interior, all styles of music come to life with the optional Mark Levinson® Premium Sound system. Featuring 11 channels of amplification with a total of 330 watts playing through 14 speakers, the system allows users to play both CDs and DVDs. DVD movies can be viewed on the color seven-inch touch screen when the parking brake is engaged.
The optional Lexus DVD Navigation System allows the driver to enter a destination by voice command. Visual support is greatly enhanced with a central screen featuring a high-resolution 800 x 480 pixel display in 32,000 colors. On-screen details are crisp and clean, and maps and roads are highlighted by 3-D shadow effects. Text display options include English, Spanish and French.
The DVD map database contains more than five million Points of Interest (POI). The database for Chicago, Detroit, Los Angeles, and New York includes a building footprint-display feature that can show graphic representations of buildings and structures to help the driver identify surroundings. System functions include multiple route calculations, route preview, simplified highway junction graphics, and a dual-map screen mode. Bluetooth® wireless technology integrates with the navigation system to allow the driver to make hands-free phone calls via its touch-screen control panel. Personal phone books can be transferred via Bluetooth, as well.
Exterior Design
The current generation GS sedans introduced the brand's L-finesse design language. A 112.2-inch wheelbase, long hood, pulled-back cabin and short rear deck create a confident, powerful stance for the GS. A sloped, vertical grille surrounded by four independent headlamps visually connects the current GS sedans with the previous-generation models while signaling the brand's design progression. The lower valance features integrated fog lamps, and a low 0.27 coefficient of drag (Cd) helps to minimize wind noise and maximize highway fuel efficiency.
Interior Design
Ultra-premium wood, polished-metal accents and leather trim endow the Lexus GS interior with a lavish yet high-precision feel. Touch points convey quality and controls that respond fluidly. The customer can choose from among three interior leather color combinations: Light Gray leather with Dark Gray Bird's-eye maple wood trim, Cashmere leather with Golden Bird's-eye Maple wood trim, or Black leather with Red Walnut wood trim. Each combination includes a matching wood and leather-trim steering wheel and shift knob.
The Lexus designers strive to keep controls simple and intuitive, avoiding needless complexity. The SmartAccess keyless entry and push-to-start ignition allow the driver to keep the access fob in a pocket or purse. Audio and climate-control systems are easy to understand and operate. The unique instrument panel lighting system relies on variable-transparency glass to minimize reflections from the gauge faces and to help optimize visibility in all lighting conditions.
Engine/Transmission/Drivetrain/Performance
Optimized for low internal friction, the Lexus GS 350's 3.5-liter V6 engine produces 303 horsepower at 6,200 rpm and 274 lb.-ft. of peak torque at 3,600 rpm. A direct fuel-injection system provides much finer fuel-mixture control to improve both power and fuel efficiency. Dual Variable Valve Timing with intelligence (VVT-i) acts on both intake and exhaust valves to further enhance performance through a wide rpm range. A smooth-shifting six-speed transmission allows manual shifting when desired.
The Lexus GS 460's V8 produces 342 horsepower at 6,400 rpm and 339 lb.-ft. of peak torque at 4,100 rpm. The GS 460, like the GS 350, meets the EPA's Ultra Low Emission Vehicle (ULEV-II) certification. Lexus has been setting standards for powertrain smoothness since its inception, and the GS 460's V8 and eight-speed automatic transmission continue that tradition. The transmission, as the six-speed automatic in the Lexus GS 350 models, allows manual shifting for a more engaging driving experience, and to maximize performance in certain driving situations. The GS 460 can accelerate from zero to 60 mph in 5.4 seconds, the Lexus GS 350 in 5.7 (5.8 for AWD).
Chassis/Body/Suspension/Tires/Brakes
The Lexus GS combines proven chassis systems with advanced dynamic handling technology to provide both agile handling and the Lexus trademark smooth ride. The double-wishbone front suspension and multilink rear suspension virtually eliminate unwanted wheel-angle changes during suspension movement. The result is a natural, confident feel that's also spirited. A 34.1-ft. turning circle (35.4 ft. for GS 350 AWD) is comparable to that of smaller cars and helps make the GS highly maneuverable.
In all GS models, Brake Assist (BA), Electronic Brake-force Distribution (EBD) and the Anti-lock Braking System (ABS) help form a powerful safety front. EBD optimizes brake pressure at each wheel to help minimize body dive or sway during hard braking and cornering. Brake Assist is designed to determine if the driver is attempting emergency braking, and, if the driver has not stepped firmly enough on the brake pedal to activate the ABS, it will apply maximum braking force until pedal pressure is released.
Aluminum-alloy 18-inch wheels are standard on the Lexus GS 460 and available for the rear-wheel-drive Lexus GS 350, which features standard 17-inch wheels. For maximum handling capability, the GS 350 comes standard with 225/50R17 W-rated summer tires. The all-season 17-inch run-flat tires that are standard on the GS 350 AWD model are available on the GS 350 RWD. The Lexus GS 460 is equipped with 245/40R18 Z-rated summer tires or available all-season run-flats.
The GS 350's available all-wheel-drive system helps to enhance handling in diverse driving conditions. A planetary-gear center differential and a wet-type multi-disc clutch control front-to-rear power distribution. The system normally sends 70 percent of available power to the rear wheels to provide the traditional performance advantages of a rear-drive car and will vary the torque-split ratio from 30:70 to 50:50 in response to driving conditions and driver input. The AWD system's electronic-control strategy takes inputs such as steering and throttle angle from driver activity combined with vehicle signals from wheel speed and yaw rate sensors.
An Adaptive Variable Suspension (AVS) system, standard on the Lexus GS 460 and available on the GS 350, provides four settings, including "sport" for tighter, more precise control. AVS can automatically select appropriate suspension damping for driving conditions. The Lexus GS 460 also offers the advanced Active Power Stabilizer system that reduces body sway and enhances vehicle control during cornering. An Electronic Control Unit (ECU) calculates the force needed to counter excess body sway, which is then applied to the stabilizer bars by the front and rear actuators. The GS 350 models are equipped with Vehicle Stability Control (VSC) with traction control. The system can be disengaged with the "Trac Off" switch when the situation warrants doing so.
In the GS 460, the Lexus Vehicle Dynamics Integrated Management (VDIM) system integrates and manages a host of handling technologies, including VSC. Combining input from a variety of sensors, VDIM is designed to anticipate the onset of a vehicle skid or slide and then help correct the situation with a combination of braking, throttle, and steering control. VDIM integration helps to provide precise management for the Electronically Controlled Brakes (ECB), Variable Gear Ratio Steering (VGRS), Electric Power Steering (EPS), Vehicle Stability Control (VSC), Anti-lock Braking System (ABS), Brake Assist (BA), Electronic Brake-force Distribution (EBD), and engine torque via the electronically controlled throttle.
Electric Power Steering (EPS) in the GS 460 provides precise electric power assist using a DC motor built into the steering gear housing. Also in the GS 460, Variable Gear Ratio Steering (VGRS) can vary the steering from 2.7 turns lock-to-lock for low-speed maneuverability to a slower 3.2 turns lock-to-lock for highway-speed stability. VGRS also provides differential steering control, which helps correct for a delay in steering response - something that occurs in all vehicles - to help enhance driving feel during lane changes and other transitional maneuvers.
The GS 460's Electronically Controlled Brakes (ECB) is a brake-by-wire system. ECB translates brake pedal pressure into electric signals that, via computer control, help provide precise and optimized braking. Electronic control provides quick brake response when needed, helping the GS 460's VDIM system to anticipate and help correct skids before they occur. The ECB system is backed by conventional hydraulic brake control in the unlikely event of electronic failure.
Safety/Security Features
The Adaptive Front lighting System (AFS), standard on the GS 460 and optional for the Lexus GS 350, helps illuminate a curve as the driver steers into it. A Tire Pressure Monitoring system can detect a critical loss in pressure in one or more tires and alert the driver. The available Intuitive Park Assist (IPA) system uses ultrasonic sensors to detect objects close to the car's front and rear bumpers and alerts the driver accordingly. A steering-input sensor helps to better judge changes in distance to objects.
The Supplemental Restraint System (SRS) in the GS sedans includes variable-force front airbags for both the driver and front passenger. The GS features standard seat-mounted side airbags for the front seats, knee airbags for the driver and front passenger, and front and rear side-curtain airbags.
The rear back-up camera, available in conjunction with the optional navigation system, automatically projects an image of what its lens can detect behind the vehicle onto the navigation screen when the vehicle is in reverse gear.
The optional Pre-Collision System (PCS) in the GS models can help the driver avoid an accident. A millimeter-wave radar sensor helps detect obstacles in front of the car, while vehicle speed, steering angle and yaw-rate inputs help to determine whether a collision is unavoidable. In such a situation, PCS switches the Adaptive Variable-air Suspension to sport mode for optimal chassis response, preemptively retracts front seat belts, and pre-initializes Brake Assist so that increased braking will be applied the instant the driver depresses the pedal. The active-braking feature will automatically apply the brakes up to a deceleration rate of 0.3 g if the driver fails to react to system warnings.
Luxury/Comfort/Convenience
The standard Regency leather-trimmed, heated, 10-way power front seats (perforated leather trim on GS 460) are comfortably contoured for support on long trips. Ventilated front seats are standard for the Lexus GS 460 and available for the Lexus GS 350. A power-tilt and telescopic steering wheel helps ensure a comfortable driving position. The standard dual-zone climate-control system filters the air, and a standard rear power sunshade adds to passenger comfort on warm days.
All 4 windows offer one-touch up-and-down operation with jam protection. Both electrochromic auto-dimming side mirrors are power-retractable and feature automatic tilt-down to aid in parking when reverse gear is selected. A power trunk closer provides an added convenience on this extremely well equipped car.
The standard Lexus audio system features an AM/FM/cassette stereo and a 6-disc, in-dash CD changer. The system plays through 10 premium speakers while an Automatic Sound Levelizer (ASL) maintains consistent sound levels at varying vehicle speeds.
Luxury Options
Within the ultra-quiet Lexus GS interior, all styles of music come to life with the optional Mark Levinson® Premium Sound system. Featuring 11 channels of amplification with a total of 330 watts playing through 14 speakers, the system allows users to play both CDs and DVDs. DVD movies can be viewed on the color seven-inch touch screen when the parking brake is engaged.
The optional Lexus DVD Navigation System allows the driver to enter a destination by voice command. Visual support is greatly enhanced with a central screen featuring a high-resolution 800 x 480 pixel display in 32,000 colors. On-screen details are crisp and clean, and maps and roads are highlighted by 3-D shadow effects. Text display options include English, Spanish and French.
The DVD map database contains more than five million Points of Interest (POI). The database for Chicago, Detroit, Los Angeles, and New York includes a building footprint-display feature that can show graphic representations of buildings and structures to help the driver identify surroundings. System functions include multiple route calculations, route preview, simplified highway junction graphics, and a dual-map screen mode. Bluetooth® wireless technology integrates with the navigation system to allow the driver to make hands-free phone calls via its touch-screen control panel. Personal phone books can be transferred via Bluetooth, as well.
Exterior Design
The current generation GS sedans introduced the brand's L-finesse design language. A 112.2-inch wheelbase, long hood, pulled-back cabin and short rear deck create a confident, powerful stance for the GS. A sloped, vertical grille surrounded by four independent headlamps visually connects the current GS sedans with the previous-generation models while signaling the brand's design progression. The lower valance features integrated fog lamps, and a low 0.27 coefficient of drag (Cd) helps to minimize wind noise and maximize highway fuel efficiency.
Interior Design
Ultra-premium wood, polished-metal accents and leather trim endow the Lexus GS interior with a lavish yet high-precision feel. Touch points convey quality and controls that respond fluidly. The customer can choose from among three interior leather color combinations: Light Gray leather with Dark Gray Bird's-eye maple wood trim, Cashmere leather with Golden Bird's-eye Maple wood trim, or Black leather with Red Walnut wood trim. Each combination includes a matching wood and leather-trim steering wheel and shift knob.
The Lexus designers strive to keep controls simple and intuitive, avoiding needless complexity. The SmartAccess keyless entry and push-to-start ignition allow the driver to keep the access fob in a pocket or purse. Audio and climate-control systems are easy to understand and operate. The unique instrument panel lighting system relies on variable-transparency glass to minimize reflections from the gauge faces and to help optimize visibility in all lighting conditions.
Monday, September 27, 2010
Audi A1 e-tron Concept, 2010
Audi A1 e-tron Concept, 2010
The new e-tron model series from Audi will gain another new member at the 2010 Geneva Motor Show: The Audi A1 e-tron Concept is a Mega City Vehicle (MCV) with an innovative drive technology. It comes equipped with a powerful electric motor for zero-emission driving in the city. There is also an internal combustion engine on board that recharges the battery in exceptional circumstances. The Audi A1 e-tron Concept is very agile thanks to the 75 kW (102 hp) peak power of its electric motor.
The technology of the Audi A1 e-tron
The e-tron model family from Audi is just a few months old, but it already has a number of members, for each of which Audi has chosen a different drive technology. The first e-tron, which debuted at the 2009 IAA in Frankfurt/Main, is a near-series high-performance sports car with electric motors for all four wheels. The study shown at the Detroit Motor Show in 2010 is a lightweight, compact two-seater with two electric motors on the rear axle.
The Audi A1 e-tron Concept now presents another approach - a compact electric car in the premium class. The four-passenger, two-door MCV city car was designed specifically for use in the metropolitan areas of Europe and North America and in the rapidly growing megacities of Asia and South America. The Audi A1 e-tron always drives on electric power; its internal combustion engine is only used to recharge the battery in isolated cases.
Audi A1 e-tron Concept
The integration of the new technologies shows the holistic approach that Audi is pursuing with electric mobility. The objective is to use the energy with the lowest possible losses. The precise interaction of the components, their intelligent packaging, and the efficient management of the current flows are the product of the expertise that the company has developed in this area.
The electric motor: 75 kW (102 hp) peak power
The synchronous electric motor of the Audi A1 e-tron is mounted transversely at the front of the car. Its low mounting position has a positive effect on the vehicle's center of gravity. Continuous output is rated at 45 kW (61 hp), with peak power of 75 kW (102 hp) available in short bursts. 150 Nm (110.63 lb-ft) of torque is continuously available, and peak torque is 240 Nm (177.01 lb-ft).
The electric motor sends its power to the front wheels via a single-speed transmission. The elegant, retractable selector lever on the console of the center tunnel used to choose between "Drive," "Reverse," and "Neutral" was taken from the first Audi e-tron.
The power electronics are mounted in the engine compartment above the electric motor. The most important components are the pulse-controlled inverter, which serves as the controller between the electric motor and the battery; the DC converter, which connects the high-voltage network with the 14 volt electrical system; a breaker unit to protect the high-voltage components; and the charging module. The socket for the standard charging plug is located behind the rings in the single-frame grille of the Audi A1 e-tron. A fully depleted battery can be recharged in approximately three hours from the 380 volt grid. A display immediately adjacent to the plug-in connection shows the current charge status and the charging time remaining.
The concept of the innovative Mega City Vehicle requires the electrification of key auxiliaries. The refrigerant compressor of the climate control system, for example, is electrically powered by a high-voltage electric motor that supplies only the amount of power needed at the time.
This increases system efficiency substantially compared to conventional concepts. Thanks to a special circuit, the climate control loop also functions as a heat pump that regulates the temperature of the cabin and the battery.
The power steering of the Audi A1 e-tron is electro-mechanical and thus particularly energy-efficient. An electronic brake system makes it possible to tap into the recuperation potential of the electric motors. A hydraulic fixed-caliper brake is mounted on the front axle, with two novel electrically-actuated floating-caliper brakes mounted on the rear axle. These floating calipers are actuated not by any mechanical or hydraulic transfer elements, but rather by wire ("brake by wire"). In addition, this eliminates frictional losses due to residual slip when the brakes are not being applied. In addition, the servo unit received a new, demand-controlled electric vacuum pump.
The large electric motor powering the Audi A1 e-tron Concept can convert braking energy into electric current and feed it back into the electrical system. The high degree of recuperation benefits overall efficiency. The electric control actions are imperceptible to the driver, who notices only the familiar, precise, and perfectly controllable pedal feel.
The battery pack: a compact T arranged below the floor
The energy storage unit is arranged below the floor, where it is ideal for the center of gravity and weight distribution. The battery pack is shaped like a T, with the short "transverse beam" filling the rear section of the center tunnel and the "cross-beam" filling that area in front of the rear axle where the fuel tank is otherwise located. The 380 volt lithium-ion rechargeable battery has a nominal energy content of 12 kilowatt hours. It comprises 96 prismatic cells and weighs less than 150 kilograms (330.69 lb).
The Audi A1 e-tron can drive 50 kilometers (31.07 miles) emission-free in city traffic on the powerful battery. On longer trips, the battery is recharged by a particularly compact internal combustion engine mounted below the luggage compartment.
The range extender
The Audi A1 e-tron Concept car has a Wankel engine as a range extender, but other compact concepts are also possible. The small single-rotor Wankel has a chamber volume of 254 cc and runs at a constant 5,000 rpm in its peak efficiency window. The electronics also consider navigation data such as the destination and route profile to automatically activate the range extender as needed. The driver can also turn the range extender on and off as necessary with the push of a button The fuel tank holds 12 liters (3.17 US gallons).
The great strengths of the Wankel engine are the nearly vibration-free and quiet operation, the small dimensions, and the extremely low weight. Together with the generator, which is powered by the Wankel engine and produces 15 kW of electric power, the complete assembly weighs only around 70 kilograms (154.32 lb). This weight also includes the special power electronics, the intake, exhaust, and cooling unit, plus the insulation and the subframe.
Driving experience
The first defining impression that the driver of the Audi A1 e-tron gets is that of nearly total silence. Even the Wankel engine in the back can barely be heard when it is running.
The second characteristic perception is the power of the electric motor, nearly all of which is available instantly and thrusts the Audi A1 e-tron forward with authority. The innovative Mega City Vehicle, which despite its complex drive technology weighs only 1,190 kilograms (2,623.50 lb) delivers zero-emission driving fun in a modern and sophisticated manner. The vehicle accelerates from 0 to 100 km/h (62.14 mph) in 10.2 seconds and has a top speed of more than 130 km/h (80.78 mph).
The Audi A1 e-tron can also cover longer distances if the range extender charges the battery. The extra range, which is intended primarily for interurban driving, is 200 kilometers (124.27 miles).
According to the draft standard, the two different operating modes yield a fuel consumption of only 1.9 l/100 km (123.80 US mpg), which corresponds to CO2 emissions of 45 g/km (72.42 g/mile). In electric mode, there are zero local CO2 emissions - the compact Audi A1 e-tron Concept is thus ecological and economical.
The third impression that the Audi A1 e-tron Concept makes is that of a larger car. The compact two-door boasts all of the strengths of the new A1 model series - the carefully tuned, sporty chassis with specially designed 18 inch alloy wheels and 215/35 R18 tires; the generous, "grown-up" interior; the excellent fit and finish; and a multitude of high-end equipment.
The dark shade "ebony" dominates the interior. The seats - with stone gray seams - and the headliner are in "Alabaster White".
Design
The concept car in Geneva has a special "Aqua Mint, pearl effect" paint finish; the contrasting roof arch is offset in "High Gloss Steel dark." As with the other two e-tron models, the 18-inch wheels with a 20-spoke turbine design convey the high-tech aspiration of the concept.
The rear diffuser with aluminum trim lacks tailpipes. This emphasizes the width of the vehicle and suggests the low emissions. The two front fenders are emblazoned with the "e-tron" logo.
The "Aqua Mint, pearl effect" exterior color carries over into the interior, where it adorns the door panels and the center console. The shift lever is a special leather-wrapped design; as is typical for the e-tron models, the start-stop button was placed in the front of the center console. A specially designed battery cover at the front of the car and the range extender engine with its cooling fins displayed under a sheet of glass in the luggage compartment also serve to visually underscore the clean technology of the Audi A1 e-tron Concept. And because an innovative drive concept also calls for innovative information management, the concept car features a freely programmable instrument cluster with a virtual display surface and innovative display and operating concept.
The technology of the Audi A1 e-tron
The e-tron model family from Audi is just a few months old, but it already has a number of members, for each of which Audi has chosen a different drive technology. The first e-tron, which debuted at the 2009 IAA in Frankfurt/Main, is a near-series high-performance sports car with electric motors for all four wheels. The study shown at the Detroit Motor Show in 2010 is a lightweight, compact two-seater with two electric motors on the rear axle.
The Audi A1 e-tron Concept now presents another approach - a compact electric car in the premium class. The four-passenger, two-door MCV city car was designed specifically for use in the metropolitan areas of Europe and North America and in the rapidly growing megacities of Asia and South America. The Audi A1 e-tron always drives on electric power; its internal combustion engine is only used to recharge the battery in isolated cases.
Audi A1 e-tron Concept
The integration of the new technologies shows the holistic approach that Audi is pursuing with electric mobility. The objective is to use the energy with the lowest possible losses. The precise interaction of the components, their intelligent packaging, and the efficient management of the current flows are the product of the expertise that the company has developed in this area.
The electric motor: 75 kW (102 hp) peak power
The synchronous electric motor of the Audi A1 e-tron is mounted transversely at the front of the car. Its low mounting position has a positive effect on the vehicle's center of gravity. Continuous output is rated at 45 kW (61 hp), with peak power of 75 kW (102 hp) available in short bursts. 150 Nm (110.63 lb-ft) of torque is continuously available, and peak torque is 240 Nm (177.01 lb-ft).
The electric motor sends its power to the front wheels via a single-speed transmission. The elegant, retractable selector lever on the console of the center tunnel used to choose between "Drive," "Reverse," and "Neutral" was taken from the first Audi e-tron.
The power electronics are mounted in the engine compartment above the electric motor. The most important components are the pulse-controlled inverter, which serves as the controller between the electric motor and the battery; the DC converter, which connects the high-voltage network with the 14 volt electrical system; a breaker unit to protect the high-voltage components; and the charging module. The socket for the standard charging plug is located behind the rings in the single-frame grille of the Audi A1 e-tron. A fully depleted battery can be recharged in approximately three hours from the 380 volt grid. A display immediately adjacent to the plug-in connection shows the current charge status and the charging time remaining.
The concept of the innovative Mega City Vehicle requires the electrification of key auxiliaries. The refrigerant compressor of the climate control system, for example, is electrically powered by a high-voltage electric motor that supplies only the amount of power needed at the time.
This increases system efficiency substantially compared to conventional concepts. Thanks to a special circuit, the climate control loop also functions as a heat pump that regulates the temperature of the cabin and the battery.
The power steering of the Audi A1 e-tron is electro-mechanical and thus particularly energy-efficient. An electronic brake system makes it possible to tap into the recuperation potential of the electric motors. A hydraulic fixed-caliper brake is mounted on the front axle, with two novel electrically-actuated floating-caliper brakes mounted on the rear axle. These floating calipers are actuated not by any mechanical or hydraulic transfer elements, but rather by wire ("brake by wire"). In addition, this eliminates frictional losses due to residual slip when the brakes are not being applied. In addition, the servo unit received a new, demand-controlled electric vacuum pump.
The large electric motor powering the Audi A1 e-tron Concept can convert braking energy into electric current and feed it back into the electrical system. The high degree of recuperation benefits overall efficiency. The electric control actions are imperceptible to the driver, who notices only the familiar, precise, and perfectly controllable pedal feel.
The battery pack: a compact T arranged below the floor
The energy storage unit is arranged below the floor, where it is ideal for the center of gravity and weight distribution. The battery pack is shaped like a T, with the short "transverse beam" filling the rear section of the center tunnel and the "cross-beam" filling that area in front of the rear axle where the fuel tank is otherwise located. The 380 volt lithium-ion rechargeable battery has a nominal energy content of 12 kilowatt hours. It comprises 96 prismatic cells and weighs less than 150 kilograms (330.69 lb).
The Audi A1 e-tron can drive 50 kilometers (31.07 miles) emission-free in city traffic on the powerful battery. On longer trips, the battery is recharged by a particularly compact internal combustion engine mounted below the luggage compartment.
The range extender
The Audi A1 e-tron Concept car has a Wankel engine as a range extender, but other compact concepts are also possible. The small single-rotor Wankel has a chamber volume of 254 cc and runs at a constant 5,000 rpm in its peak efficiency window. The electronics also consider navigation data such as the destination and route profile to automatically activate the range extender as needed. The driver can also turn the range extender on and off as necessary with the push of a button The fuel tank holds 12 liters (3.17 US gallons).
The great strengths of the Wankel engine are the nearly vibration-free and quiet operation, the small dimensions, and the extremely low weight. Together with the generator, which is powered by the Wankel engine and produces 15 kW of electric power, the complete assembly weighs only around 70 kilograms (154.32 lb). This weight also includes the special power electronics, the intake, exhaust, and cooling unit, plus the insulation and the subframe.
Driving experience
The first defining impression that the driver of the Audi A1 e-tron gets is that of nearly total silence. Even the Wankel engine in the back can barely be heard when it is running.
The second characteristic perception is the power of the electric motor, nearly all of which is available instantly and thrusts the Audi A1 e-tron forward with authority. The innovative Mega City Vehicle, which despite its complex drive technology weighs only 1,190 kilograms (2,623.50 lb) delivers zero-emission driving fun in a modern and sophisticated manner. The vehicle accelerates from 0 to 100 km/h (62.14 mph) in 10.2 seconds and has a top speed of more than 130 km/h (80.78 mph).
The Audi A1 e-tron can also cover longer distances if the range extender charges the battery. The extra range, which is intended primarily for interurban driving, is 200 kilometers (124.27 miles).
According to the draft standard, the two different operating modes yield a fuel consumption of only 1.9 l/100 km (123.80 US mpg), which corresponds to CO2 emissions of 45 g/km (72.42 g/mile). In electric mode, there are zero local CO2 emissions - the compact Audi A1 e-tron Concept is thus ecological and economical.
The third impression that the Audi A1 e-tron Concept makes is that of a larger car. The compact two-door boasts all of the strengths of the new A1 model series - the carefully tuned, sporty chassis with specially designed 18 inch alloy wheels and 215/35 R18 tires; the generous, "grown-up" interior; the excellent fit and finish; and a multitude of high-end equipment.
The dark shade "ebony" dominates the interior. The seats - with stone gray seams - and the headliner are in "Alabaster White".
Design
The concept car in Geneva has a special "Aqua Mint, pearl effect" paint finish; the contrasting roof arch is offset in "High Gloss Steel dark." As with the other two e-tron models, the 18-inch wheels with a 20-spoke turbine design convey the high-tech aspiration of the concept.
The rear diffuser with aluminum trim lacks tailpipes. This emphasizes the width of the vehicle and suggests the low emissions. The two front fenders are emblazoned with the "e-tron" logo.
The "Aqua Mint, pearl effect" exterior color carries over into the interior, where it adorns the door panels and the center console. The shift lever is a special leather-wrapped design; as is typical for the e-tron models, the start-stop button was placed in the front of the center console. A specially designed battery cover at the front of the car and the range extender engine with its cooling fins displayed under a sheet of glass in the luggage compartment also serve to visually underscore the clean technology of the Audi A1 e-tron Concept. And because an innovative drive concept also calls for innovative information management, the concept car features a freely programmable instrument cluster with a virtual display surface and innovative display and operating concept.
Sunday, September 26, 2010
Peugeot Sport Cars Epine Concept Cars Inspired by Formula One and Motorcycles
Peugeot Sport Cars Epine Concept Cars derived from a project to create a hybrid eco-friendly vehicle. The Peugeot Epine Concept design study was developed to have a sportscar-like performance while creating a new way to get in touch with nature. Inspired by Formula One cars and motorcycles, Epine features a whale skeleton, as a tribute to Mother Nature.
Peugeot Sport Cars Epine Concept Cars Inspired by Formula One and Motorcycles
The concept car was created by Daniel Schumpert. Peugeot Epine was basically a project that was supposed to turn into an environmentally friendly hybrid vehicle, but eventually it turned into a “consumer’s racing car”.
This Peugeot Sport Cars Epine Concept Cars Inspired by Formula One and Motorcycles ride relies on the Epine system, with an innovative seating arrangement and the drive-by-wire technology, as far as steering is concerned. The energy source of the vehicle is placed at the back, while the storage area is at the front of the car. The major technical feature of this car is the Epine system that allows a complete seating arrangement by adopting the drive-by-wire technology to run the steering system.
The rear-engined sportscar is minimalistic with an exposed frame, Peugeot Sport Cars Epine Hybrid Concept Cars uses the Michelin Tweel concept airless wheels, with a positive impact on the suspension system.
Turns out that the wheel spokes are able to compress and decompress, thanks to the materials they’re made out of, allowing a wide variety of car motions. This futuristic Peugeot measures 4,260 mm (length), 1,882mm (width) and 1153mm (height).
Infiniti G37, 2009
Infiniti G37, 2009
Powered by a potent 3.7-litre version of VQ family of petrol engines, the Infiniti G37 has been created to provide pure driving pleasure. There's a choice of rear- or all-wheel drive models with drive taken to the wheels via a slick six-speed manual or an advanced seven-speed automatic transmission.
The Infiniti G37's suspension - double wishbones at the front and a multi-link rear - deliver the perfect blend of sporting handling and superb ride comfort while the longer-than-class-average wheelbase results in a roomy cabin with a specific attention to rear knee room.
Just as significantly, the Infiniti G37 has been fine tuned to cope with European demands and expectations. Our higher average speeds place extra demands on aerodynamic efficiency, high speed stability, ride and handling and braking performance.
To meet those demands, a special Infiniti team working within Nissan's Technical Centre Europe (NTCE) has developed a package of changes to ensure the Infiniti G37 can compete with Europe's finest on level terms. Testing of the developments has been undertaken not just on private test tracks, but also on derestricted sections of the German Autobahnen at the infamous Nürburgring Nordschleife race track for handling and on British secondary roads for ride comfort.
Unlike many of its rivals, where judicious ticking of boxes in the options list is invariably required before a 'complete' car can be ordered, the Infiniti G37 is comprehensively equipped as standard. There's a full complement of standard safety equipment, too, while Infiniti's drive for quality results in exceptionally low Noise/Vibration and Harshness, uniformly small panel gaps and excellent materials inside the cabin.
It's clear that the Infiniti G37 is a car that can take on the establishment with a convincing credibility.
Exterior styling
With its long bonnet, long wheelbase and short overhangs, the Infiniti G37 blurs the boundaries between a four-door sedan and coupé. As well as providing a classic silhouette, the long bonnet is a visual reference to the Infiniti G37's 'front midships' engine location: the compact V6 is mounted in the front of the car, but as low and as far back as possible, with most of the block behind the front axle line. The result lowers the centre of gravity and helps to deliver the optimum front to rear weight distribution.
The low nose flows, via a curving roofline, to a high trunk to provide a feeling of motion even when the car is static. This is accentuated by a strong rising beltline, the flowing C-pillar and the muscular rear wheel arches.
To the front, the L-shaped headlamps and double-arch grille - complete with sculpted "twisted" horizontal blades inspired by traditional Japanese swords - have become Infiniti design elements helping to give the brand a distinctive face. At the rear the distinctive wraparound tail-lights are another Infiniti signature design. A neat, upswept spoiler integrated into the boot lid contributes to zero lift aerodynamics over the rear axle and completes the sporting look.
The overall effect combines obvious sporting potential with an understated sophistication that together capture the essence of the Infiniti brand.
Chassis and driving dynamics
Using the second generation version of Infiniti FM platform, the Infiniti G37 has an excellent front to rear weight balance thanks to its 'front midships' engine location while its long wheelbase and wide front and rear track adds to the car's overall handling stability.
Suspension design is fully independent and uses lightweight aluminium components to reduce weight as much as possible. With a racing-inspired double wishbone set up at the front, a multi-link arrangement mounted on a subframe behind and an extremely rigid bodyshell, the Infiniti G37 feels agile and surefooted with a refined ride.
Alignment changes are minimised at the front through use of a single pivot lower wishbone and a long upper link. The rear design separates the shock absorbers and springs, locating the dampers in line with the wheel centre to help reduce friction and reduce wind-up under acceleration.
Four-Wheel Active Steer (4WAS) is available as part of the Infiniti G37 Sport model (see standard and optional equipment). This helps improve handling performance by varying the front steering ratio and adjusting the geometry of the rear suspension according to steering input and vehicle speed.
An AWD version, known as the Infiniti G37x, uses Infiniti's ATTESA E-TS (Advanced Total Traction Engineering System for All Electronic Torque Split) all-wheel drive system, as found on EX37 and FX models will also be available.
The system uses an active torque distribution management system with an active centre clutch for smooth starts, greater grip and better manoeuvrability on slippery surfaces without compromising the vehicle's rear-wheel drive performance characteristics on dry roads.
By constantly adjusting the power - sending anything from 50 per cent to the front, to up to 100 per cent to the rear - the system generates greater control without sacrificing sportiness and true performance dynamics.
All versions of Infiniti G37, whether rear- or all-wheel drive come with Electronic Stability Program (ESP), helping to enhance vehicle stability under a variety of driving conditions. A Viscous Limited Slip Differential (VLSD) is included in the Sport model.
Power-assisted four-wheel vented disc brakes have a four-channel, four-sensor Anti-lock Braking System (ABS), Electronic Brake force Distribution (EBD) and Brake Assist (BA). The power steering system is a vehicle-speed-sensing design, which provides optimum steering effort at both high and low vehicle speeds.
Engine and powertrain
At the heart of a sports sedan there needs to be a sporting engine… and this is another area where Infiniti G37 delivers on its promise. It is powered by a new 3.7-litre version of VQ engine family. Regularly honoured in independent awards the world over, the twin cam 24 valve V6 produces over 310PS and an impressive over 350Nm of torque.
Among its many features, the lightweight aluminium engine features a bed-plate construction. A technique that has been used in motor racing for many years, the resulting two-part construction of the cylinder block is more rigid than a single piece casting. Among engine specialists, this configuration signifies a high-performance sporting engine which is uncompromisingly designed for the highest strength and reliability.
Other benefits include reduced vibration levels and higher engine speeds to be reached consistently without damage.
The VQ37 unit also features V-VEL (Variable Valve Event and Lift) technology to optimise efficiency and, in turn, the balance between power, response, fuel efficiency and emissions.
V-VEL continually alters valve lift and therefore the quantity of air in the combustion chamber. At partial throttle - in stop-go city traffic, for example - it will make a small lift thus achieving a more precise fuel/air mix with lower quantities of both to improve fuel consumption. At full throttle, the valve lift is greater, inducting a larger quantity of air into the combustion chamber.
The result is a more powerful combustion phase increasing torque and power… this is felt tangibly by the driver in the instant throttle response, which is a result of using the valves to control air-flow into the cylinder - eliminating the slight delay that can be felt with engines using a conventional throttle butterfly.
Precise mapping of the engine control unit (ECU), meanwhile, helps the engine provide a progressive 'swell' of power and torque, providing a 'building wave' of acceleration rather than a peaky power delivery.
As well as a smooth shifting six-speed manual transmission, the Infiniti G37 will be available with a new seven-speed automatic option with Adaptive Shift Control (ASC) allowing a downshift blip control.
With its additional forward gear, the new automatic transmission has a wider spread of ratios which benefits both fuel consumption and drivability. The seventh speed is effectively an overdrive ratio, returning improved fuel economy on a steady throttle without compromising in-gear flexibility for overtaking.
Shift points are tuned to keep the engine in the largest part of the torque curve, ensuring there is always a healthy reserve when the driver wants to overtake. The linked ASC system switches between three different programs depending on input from the major control systems throughout the car.
Interior environment
The Infiniti G37's interior is an environment designed to appeal to driver and passengers alike. Quality materials provide the warmth and comfort expected in a premium car, yet the driver's quarters have a 'scooped-out' design to emphasise the concept of a cockpit in direct contrast to the open, spacious design of the passenger area.
The dashboard and centre console adopts Infiniti design DNA with a 'double wave' upper section linked to a central vertical spine for a feeling of solidity. With roots in Japanese design, 'Washi-style' aluminium accents can be found through the cabin. Washi is a form of elegant Japanese handmade paper and textured aluminium trim inserts can be found on the centre console, the instrument binnacle and the door panels. Automatic versions have the option of African rosewood inserts.
At 2850mm, the wheelbase is longer than its key rivals which translates directly into more interior space for rear passengers.
Safety
A full complement of six airbags can be found as standard in Infiniti G37. The front seats incorporate hip and thorax bags, while there are front-to-rear curtain airbags for protection in a side impact.
As well as offering occupants the highest level of crash protection, Infiniti has developed a pop-up bonnet to offer greater protection for pedestrians: it is a standard fitting on Infiniti G37.
In the event of a collision, a small pyrotechnic charge raises the trailing edge of the bonnet close to the lower edge of the windscreen. This creates a larger buffer between the bonnet and the 'hard points' of the top of the engine, providing a more yielding surface and helping to reduce potential injuries.
Standard and optional equipment
Right from the outset, Infiniti G37 has been designed to offer a full complement of standard equipment rather than force prospective customers to open their wallets even wider when choosing the model of their choice.
That means every Infiniti G37 has the Infiniti I-Key with smart access as standard. As soon as the vehicle identifies a pre-programmed I-Key in the vicinity, the door can be opened and the car started without the key needing to leave a pocket or handbag.
Personal settings for the driver's seat, steering wheel and exterior mirrors can be programmed into the key (on any car specified with leather seats) so that the key holder won't have to reposition anything if the car has been driven by anyone else.
Standard are a six-disc, seven speaker CD audio system, Bluetooth mobile phone connectivity, cruise control, power seats, auto-dimming rear view mirror, front and rear parking sensors, automatic lights and wipers, 18-inch alloy wheels, six airbags and integrated fog lamps.
The steering wheel - leather trimmed and double stitched by hand - incorporates controls for the audio system, cruise control and telephone. The Infiniti G37 also has an adaptive front-light system (AFS) as standard. The Bi-Xenon headlamps are linked to steering inputs and automatically follow the path of the front wheels to provide a wide spread of light around corners and on winding roads.
Unique to Infiniti is the use of "Scratch Shield" paint. A special highly elastic resin has been combined with a conventional clearcoat to increase the paint's flexibility. A car painted with "Scratch Shield" paint can exhibit up to five times fewer scratches that a conventional clearcoat when exposed to the same conditions.
When exposed to heat, "Scratch Shield" paint repairs fine scratches, restoring painted surfaces close to their original state. It will allow a Infiniti G37 to retain the brilliance of its exterior colour long after rivals have lost their glow.
Options are largely grouped into a couple of special packages. The leather package, as its name implies, includes leather seats, heated in the front, power lumbar support in the driver's seat and eight-way adjustment for the passenger seat in place of the standard four-way adjustment.
The Sport Model provides a different style of 18-inch alloy wheel, tyre pressure monitoring, a viscous limited slip differential and sports settings for the suspension, steering and brakes (forged aluminium opposed brake callipers).
It also features Four-Wheel Active Steer (4WAS). By monitoring steering angle and vehicle speed data, the 4WAS controller calculates the difference between current performance and optimum target data which is pre-programmed into the system.
The front and rear steering angle (the amount the wheels are turning in comparison to the straight-ahead position) can then be altered to match the target performance data - which is based on the optimum possible vehicle dynamics.
Benefits of active steering include greater stability at high speed, adding to the passive safety equipment of the vehicle and working in combination with the ESP system. The driver will also be able to enjoy an even greater level of agility when cornering. 4WAS is not available with four-wheel drive.
The heated and leather covered seats have thigh extensions for greater support, while the driver's also has power operated lumbar and lateral support. As with the leather package, the passenger seat is upgraded to 8-way power adjustment. The sports package is completed by aluminium pedals and foot rest and exterior 'S' badging.
Finally there's a multimedia package which includes satellite navigation, a rear view camera and a Bose premium audio system. The navigation system covers more than 30 European countries and offers Birdview as well as conventional displays on the integrated eight-inch colour screen. Voice recognition for navigation and the phone is incorporated and the screen is also used by the rear view camera to relay real time images from behind the car whenever reverse gear is selected.
The Bose premium sound system has been specially designed for Infiniti G37. The loudspeakers in the 10 unit system features lightweight yet powerful neodymium magnets with an innovative driver design allowing the speakers to produce the output of a larger, heavier speaker.
Nd magnets are smaller and lighter than conventional ferrite magnets found in most speakers but are just as powerful. As a result, they help the system deliver a full rich sound while adding less weight to the vehicle. In addition, an innovative design approach, powerful digital amplifier, custom equalisation and digital signal processing help reproduce music with clarity, spaciousness and realism.
The audio system itself incorporates an in-dash six-disc CD player with AM/FM radio and has an RCA AUX-in jack socket for MP3 players.
The final option is an Intelligent Cruise Control (ICC) which uses brakes, throttle and laser sensors to help maintain a set distance between the Sedan and the car in front. In automatic versions of the Infiniti G37, the software reduces driver's workload even more allowing ICC to work from 0km/h thanks to the "Full Speed Range" feature.
Quality
Infiniti is synonymous with vehicle quality, and that's something that doesn't happen by accident.
On the Tochigi production line in Japan every vehicle - not just every tenth - is laser scanned to ensure that panel gaps are within prescribed limits.
During the design and development phase, new models are exhaustively tested not just at Infiniti's Hokkaido proving ground but also at the Tochigi and Motegi test and race complexes in Japan. Infiniti also has a vast 12.34 million square metre hot weather testing base in Arizona and uses the famed Nordschleife circuit at the Nürburgring in Germany.
Testing every Infiniti in the harshest of conditions and over thousands and thousands of kilometres ensures the durability and peace of mind that buyers can expect from the products.
The Infiniti G37's suspension - double wishbones at the front and a multi-link rear - deliver the perfect blend of sporting handling and superb ride comfort while the longer-than-class-average wheelbase results in a roomy cabin with a specific attention to rear knee room.
Just as significantly, the Infiniti G37 has been fine tuned to cope with European demands and expectations. Our higher average speeds place extra demands on aerodynamic efficiency, high speed stability, ride and handling and braking performance.
To meet those demands, a special Infiniti team working within Nissan's Technical Centre Europe (NTCE) has developed a package of changes to ensure the Infiniti G37 can compete with Europe's finest on level terms. Testing of the developments has been undertaken not just on private test tracks, but also on derestricted sections of the German Autobahnen at the infamous Nürburgring Nordschleife race track for handling and on British secondary roads for ride comfort.
Unlike many of its rivals, where judicious ticking of boxes in the options list is invariably required before a 'complete' car can be ordered, the Infiniti G37 is comprehensively equipped as standard. There's a full complement of standard safety equipment, too, while Infiniti's drive for quality results in exceptionally low Noise/Vibration and Harshness, uniformly small panel gaps and excellent materials inside the cabin.
It's clear that the Infiniti G37 is a car that can take on the establishment with a convincing credibility.
Exterior styling
With its long bonnet, long wheelbase and short overhangs, the Infiniti G37 blurs the boundaries between a four-door sedan and coupé. As well as providing a classic silhouette, the long bonnet is a visual reference to the Infiniti G37's 'front midships' engine location: the compact V6 is mounted in the front of the car, but as low and as far back as possible, with most of the block behind the front axle line. The result lowers the centre of gravity and helps to deliver the optimum front to rear weight distribution.
The low nose flows, via a curving roofline, to a high trunk to provide a feeling of motion even when the car is static. This is accentuated by a strong rising beltline, the flowing C-pillar and the muscular rear wheel arches.
To the front, the L-shaped headlamps and double-arch grille - complete with sculpted "twisted" horizontal blades inspired by traditional Japanese swords - have become Infiniti design elements helping to give the brand a distinctive face. At the rear the distinctive wraparound tail-lights are another Infiniti signature design. A neat, upswept spoiler integrated into the boot lid contributes to zero lift aerodynamics over the rear axle and completes the sporting look.
The overall effect combines obvious sporting potential with an understated sophistication that together capture the essence of the Infiniti brand.
Chassis and driving dynamics
Using the second generation version of Infiniti FM platform, the Infiniti G37 has an excellent front to rear weight balance thanks to its 'front midships' engine location while its long wheelbase and wide front and rear track adds to the car's overall handling stability.
Suspension design is fully independent and uses lightweight aluminium components to reduce weight as much as possible. With a racing-inspired double wishbone set up at the front, a multi-link arrangement mounted on a subframe behind and an extremely rigid bodyshell, the Infiniti G37 feels agile and surefooted with a refined ride.
Alignment changes are minimised at the front through use of a single pivot lower wishbone and a long upper link. The rear design separates the shock absorbers and springs, locating the dampers in line with the wheel centre to help reduce friction and reduce wind-up under acceleration.
Four-Wheel Active Steer (4WAS) is available as part of the Infiniti G37 Sport model (see standard and optional equipment). This helps improve handling performance by varying the front steering ratio and adjusting the geometry of the rear suspension according to steering input and vehicle speed.
An AWD version, known as the Infiniti G37x, uses Infiniti's ATTESA E-TS (Advanced Total Traction Engineering System for All Electronic Torque Split) all-wheel drive system, as found on EX37 and FX models will also be available.
The system uses an active torque distribution management system with an active centre clutch for smooth starts, greater grip and better manoeuvrability on slippery surfaces without compromising the vehicle's rear-wheel drive performance characteristics on dry roads.
By constantly adjusting the power - sending anything from 50 per cent to the front, to up to 100 per cent to the rear - the system generates greater control without sacrificing sportiness and true performance dynamics.
All versions of Infiniti G37, whether rear- or all-wheel drive come with Electronic Stability Program (ESP), helping to enhance vehicle stability under a variety of driving conditions. A Viscous Limited Slip Differential (VLSD) is included in the Sport model.
Power-assisted four-wheel vented disc brakes have a four-channel, four-sensor Anti-lock Braking System (ABS), Electronic Brake force Distribution (EBD) and Brake Assist (BA). The power steering system is a vehicle-speed-sensing design, which provides optimum steering effort at both high and low vehicle speeds.
Engine and powertrain
At the heart of a sports sedan there needs to be a sporting engine… and this is another area where Infiniti G37 delivers on its promise. It is powered by a new 3.7-litre version of VQ engine family. Regularly honoured in independent awards the world over, the twin cam 24 valve V6 produces over 310PS and an impressive over 350Nm of torque.
Among its many features, the lightweight aluminium engine features a bed-plate construction. A technique that has been used in motor racing for many years, the resulting two-part construction of the cylinder block is more rigid than a single piece casting. Among engine specialists, this configuration signifies a high-performance sporting engine which is uncompromisingly designed for the highest strength and reliability.
Other benefits include reduced vibration levels and higher engine speeds to be reached consistently without damage.
The VQ37 unit also features V-VEL (Variable Valve Event and Lift) technology to optimise efficiency and, in turn, the balance between power, response, fuel efficiency and emissions.
V-VEL continually alters valve lift and therefore the quantity of air in the combustion chamber. At partial throttle - in stop-go city traffic, for example - it will make a small lift thus achieving a more precise fuel/air mix with lower quantities of both to improve fuel consumption. At full throttle, the valve lift is greater, inducting a larger quantity of air into the combustion chamber.
The result is a more powerful combustion phase increasing torque and power… this is felt tangibly by the driver in the instant throttle response, which is a result of using the valves to control air-flow into the cylinder - eliminating the slight delay that can be felt with engines using a conventional throttle butterfly.
Precise mapping of the engine control unit (ECU), meanwhile, helps the engine provide a progressive 'swell' of power and torque, providing a 'building wave' of acceleration rather than a peaky power delivery.
As well as a smooth shifting six-speed manual transmission, the Infiniti G37 will be available with a new seven-speed automatic option with Adaptive Shift Control (ASC) allowing a downshift blip control.
With its additional forward gear, the new automatic transmission has a wider spread of ratios which benefits both fuel consumption and drivability. The seventh speed is effectively an overdrive ratio, returning improved fuel economy on a steady throttle without compromising in-gear flexibility for overtaking.
Shift points are tuned to keep the engine in the largest part of the torque curve, ensuring there is always a healthy reserve when the driver wants to overtake. The linked ASC system switches between three different programs depending on input from the major control systems throughout the car.
Interior environment
The Infiniti G37's interior is an environment designed to appeal to driver and passengers alike. Quality materials provide the warmth and comfort expected in a premium car, yet the driver's quarters have a 'scooped-out' design to emphasise the concept of a cockpit in direct contrast to the open, spacious design of the passenger area.
The dashboard and centre console adopts Infiniti design DNA with a 'double wave' upper section linked to a central vertical spine for a feeling of solidity. With roots in Japanese design, 'Washi-style' aluminium accents can be found through the cabin. Washi is a form of elegant Japanese handmade paper and textured aluminium trim inserts can be found on the centre console, the instrument binnacle and the door panels. Automatic versions have the option of African rosewood inserts.
At 2850mm, the wheelbase is longer than its key rivals which translates directly into more interior space for rear passengers.
Safety
A full complement of six airbags can be found as standard in Infiniti G37. The front seats incorporate hip and thorax bags, while there are front-to-rear curtain airbags for protection in a side impact.
As well as offering occupants the highest level of crash protection, Infiniti has developed a pop-up bonnet to offer greater protection for pedestrians: it is a standard fitting on Infiniti G37.
In the event of a collision, a small pyrotechnic charge raises the trailing edge of the bonnet close to the lower edge of the windscreen. This creates a larger buffer between the bonnet and the 'hard points' of the top of the engine, providing a more yielding surface and helping to reduce potential injuries.
Standard and optional equipment
Right from the outset, Infiniti G37 has been designed to offer a full complement of standard equipment rather than force prospective customers to open their wallets even wider when choosing the model of their choice.
That means every Infiniti G37 has the Infiniti I-Key with smart access as standard. As soon as the vehicle identifies a pre-programmed I-Key in the vicinity, the door can be opened and the car started without the key needing to leave a pocket or handbag.
Personal settings for the driver's seat, steering wheel and exterior mirrors can be programmed into the key (on any car specified with leather seats) so that the key holder won't have to reposition anything if the car has been driven by anyone else.
Standard are a six-disc, seven speaker CD audio system, Bluetooth mobile phone connectivity, cruise control, power seats, auto-dimming rear view mirror, front and rear parking sensors, automatic lights and wipers, 18-inch alloy wheels, six airbags and integrated fog lamps.
The steering wheel - leather trimmed and double stitched by hand - incorporates controls for the audio system, cruise control and telephone. The Infiniti G37 also has an adaptive front-light system (AFS) as standard. The Bi-Xenon headlamps are linked to steering inputs and automatically follow the path of the front wheels to provide a wide spread of light around corners and on winding roads.
Unique to Infiniti is the use of "Scratch Shield" paint. A special highly elastic resin has been combined with a conventional clearcoat to increase the paint's flexibility. A car painted with "Scratch Shield" paint can exhibit up to five times fewer scratches that a conventional clearcoat when exposed to the same conditions.
When exposed to heat, "Scratch Shield" paint repairs fine scratches, restoring painted surfaces close to their original state. It will allow a Infiniti G37 to retain the brilliance of its exterior colour long after rivals have lost their glow.
Options are largely grouped into a couple of special packages. The leather package, as its name implies, includes leather seats, heated in the front, power lumbar support in the driver's seat and eight-way adjustment for the passenger seat in place of the standard four-way adjustment.
The Sport Model provides a different style of 18-inch alloy wheel, tyre pressure monitoring, a viscous limited slip differential and sports settings for the suspension, steering and brakes (forged aluminium opposed brake callipers).
It also features Four-Wheel Active Steer (4WAS). By monitoring steering angle and vehicle speed data, the 4WAS controller calculates the difference between current performance and optimum target data which is pre-programmed into the system.
The front and rear steering angle (the amount the wheels are turning in comparison to the straight-ahead position) can then be altered to match the target performance data - which is based on the optimum possible vehicle dynamics.
Benefits of active steering include greater stability at high speed, adding to the passive safety equipment of the vehicle and working in combination with the ESP system. The driver will also be able to enjoy an even greater level of agility when cornering. 4WAS is not available with four-wheel drive.
The heated and leather covered seats have thigh extensions for greater support, while the driver's also has power operated lumbar and lateral support. As with the leather package, the passenger seat is upgraded to 8-way power adjustment. The sports package is completed by aluminium pedals and foot rest and exterior 'S' badging.
Finally there's a multimedia package which includes satellite navigation, a rear view camera and a Bose premium audio system. The navigation system covers more than 30 European countries and offers Birdview as well as conventional displays on the integrated eight-inch colour screen. Voice recognition for navigation and the phone is incorporated and the screen is also used by the rear view camera to relay real time images from behind the car whenever reverse gear is selected.
The Bose premium sound system has been specially designed for Infiniti G37. The loudspeakers in the 10 unit system features lightweight yet powerful neodymium magnets with an innovative driver design allowing the speakers to produce the output of a larger, heavier speaker.
Nd magnets are smaller and lighter than conventional ferrite magnets found in most speakers but are just as powerful. As a result, they help the system deliver a full rich sound while adding less weight to the vehicle. In addition, an innovative design approach, powerful digital amplifier, custom equalisation and digital signal processing help reproduce music with clarity, spaciousness and realism.
The audio system itself incorporates an in-dash six-disc CD player with AM/FM radio and has an RCA AUX-in jack socket for MP3 players.
The final option is an Intelligent Cruise Control (ICC) which uses brakes, throttle and laser sensors to help maintain a set distance between the Sedan and the car in front. In automatic versions of the Infiniti G37, the software reduces driver's workload even more allowing ICC to work from 0km/h thanks to the "Full Speed Range" feature.
Quality
Infiniti is synonymous with vehicle quality, and that's something that doesn't happen by accident.
On the Tochigi production line in Japan every vehicle - not just every tenth - is laser scanned to ensure that panel gaps are within prescribed limits.
During the design and development phase, new models are exhaustively tested not just at Infiniti's Hokkaido proving ground but also at the Tochigi and Motegi test and race complexes in Japan. Infiniti also has a vast 12.34 million square metre hot weather testing base in Arizona and uses the famed Nordschleife circuit at the Nürburgring in Germany.
Testing every Infiniti in the harshest of conditions and over thousands and thousands of kilometres ensures the durability and peace of mind that buyers can expect from the products.
Saturday, September 25, 2010
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