Variance

Wow, something related to NASCAR I'd actually want to watch.

You forget the dealer "price/market adjustments".

Today in the Shaw's parking lot: -A blue Buick Lucerne -A Jeep Commander -and a MB C230 AMG...

Pretty nice. It looks to be in good shape for a 10-year old car. I see newer Kias in worse shape. EDIT: In retrospect, that sounds like damning with faint praise (Kias aren't really the pinnacle of quality) but really it is meant to be a compliment. :AH-HA_wink:

I wasn't aware the new Camry was on sale already. Toyota still has the 2006 up on their site.

Yes but mine actually came first. Since the other one seems to be more popular, discuss it there then: http://www.cheersandgears.com/forums/index...?showtopic=6145

I think it's a potential vandalism issue. Don't people like to steal hood ornaments? Unless they can make them hideaway like on the Rolls-Royce Phantom, I think it's best cars don't have them.

http://www.msnbc.msn.com/id/11566794/?GT1=7756

Analysts: Feb. Auto Sales Should Be Up By DEE-ANN DURBIN, AP Auto Writer Sat Feb 25, 12:20 AM ET Despite a blizzard, February auto sales should be higher than last year thanks to heavy advertising, a blitz of new products and the continued strength of Asian automakers, industry analysts said Friday. Several Wall Street analysts predicted U.S. sales will be up between 1 percent and 3 percent over last February when automakers report sales Wednesday. General Motors Corp. could be among the biggest beneficiaries after piquing customers' interest with advertising during the Super Bowl and the Olympics, Goldman Sachs auto analyst Robert Barry said in a note to investors. GM is seeing healthy sales of its new cars, including the Buick Lucerne and Chevrolet HHR, Barry said. Tim Ryan, a manager at Don Brown Chevrolet in St. Louis, said he is selling the HHR retro crossover as fast as he can get it onto his lot. "That is a red-hot vehicle for everyone right now," Ryan said. He said the HHR's competitive pricing — it starts below $16,000 — is one reason it's selling so well. GM lowered prices on most of its vehicles in January, another move that's fueling customer interest, analysts said. GM's new lineup of sport utility vehicles — including the Chevrolet Tahoe, GMC Yukon and Cadillac Escalade — also hit the market in February, which should give the automaker at least a short-term boost in sales, Merrill Lynch analyst John Murphy said in a research note. "We believe that (GM's) new SUVs will be the litmus test showing whether or not consumer tastes have shifted away from large trucks," Murphy said. "Sales of the refreshed Ford Explorer did not do well last fall, but its launch unfortunately coincided with two hurricanes and record gas prices." Most analysts predict Toyota and Honda will again see their sales increase by double-digit percentages. Honda, in particular, could see sales of its redesigned Civic up by 50 percent or more, and its Ridgeline pickup also is a strong seller, Murphy said. Ford Motor Co. are DaimlerChrysler AG's Chrysler Group are likely to see lower sales in February despite signs they have spent more on incentives, Burnham Securities analyst David Healy said. Chrysler introduced zero-percent financing on trucks and SUVs, while Ford is offering cash back and special financing deals. Ford and Chrysler's cars are selling well, but they can't make up for the losses they're experiencing on trucks and SUVs. Edmunds.com, a vehicle research site, said it expects Ford sales to fall 8 percent in February, while Chrysler's could be down 6 percent. U.S. automakers surprised analysts in January by boosting their results with an influx of sales to government and corporate fleets. Fleet sales accounted for nearly 40 percent of sales at GM and Ford in January and an estimated 30 percent at Chrysler, Healy said. Automakers generally try to limit fleet sales, which are less lucrative and can hurt a vehicle's resale value by flooding the market. But analysts said it's difficult to predict whether fleet sales could be a major factor again in February. "Following the boom in January we don't expect another upside surprise from fleet in February," Murphy said. "However, it is largely up to a company's discretion when to push the fleet channel, so it retail is particularly weak for the Big Three, another push is possible." GM shares were down 60 cents to close at $19.99 on the New York Stock Exchange. Ford share were down 7 cents to close at $8.10, while DaimlerChrysler shares were up 9 cents to close at $55.86. Link: http://news.yahoo.com/s/ap/20060225/ap_on_...wN5bnN1YmNhdA--

2007 Lexus GS450h Can hybrid technology make a great sedan even better? by Paul A. Eisenstein (2006-02-24) The Big Island of Hawaii is a land of surprises. Along the warm, dry Kona Coast it's sunshine, swimming, and golf. But just ten miles away, along the cross-island Saddle Road , a torrential rain is pummeling down, while a blizzard scours the island's twin volcanic peaks. So it was an unexpectedly appropriate place to go for our first drive of the 2007 Lexus GS450h, a sedan that delivers a variety of its own surprises. The new model could very well redefine both the Lexus brand and the concept of hybrid-electric vehicles. "Hybrid" is, of course, what the little "h" stands for, making this the second gasoline-electric offering in the Lexus lineup. The first, the RX400h, debuted barely a year ago. A version of the automaker's crossover wagon, it's proved both immensely popular and quite controversial. Like the little Prius sedan sold by parent company, Toyota , Lexus bills the RX400h as an environmentally friendly vehicle whose high-mileage technology reduces both emissions and reliance on imported oil. In real-world use, the RX is more about feeling good than helping Mother Earth. Some reviewers, including those at TheCarConnection.com and The New York Times, have gotten just 21 mpg. Polling owners, the enthusiast site, GreenHybrids.com, got the average closer to 25 mpg, still a significant shortfall from the 33 City/28 Highway sticker. But if you don't save much fuel, there's the feel-good factor - and the access to the diamond commuter lanes with one person onboard, offsetting the steep hybrid price penalty. Well aware of the controversy, Lexus is nonetheless still singing a green tune as it prepares to launch the GS450h. But it is fine-tuning that message. The emphasis here is on environmentally sensitive performance. Cleaner than the average car The sedan, boasted chief engineer Shigetoshi Miyoshi, is "80 percent cleaner than the average car." But during a background briefing, he put the real emphasis on the fact that the new hybrid is not only the fastest-ever Lexus, but with a 0-60 time of 5.2 seconds, quicker than a Porsche 911 with the Tiptronic transmission. Top speed is a limited 131 mph for the U.S. version. Will you also get better mileage? Well, it depends. Almost certainly better than a 4.5-liter V-8, which officials claim is what you'd need to get comparable performance - and why the 3.5-liter sedan is designated the GS450h, rather than GS350h. According to Lexus, the '07 hybrid should match the fuel consumption of a stingy, 2.5-liter in-line four, rated 27 mpg City and 28 Highway. Well, that's what the window sticker is likely to show. But we wouldn't expect that in everyday use. Sure, in heavy L.A. traffic, you'll spend time in electric-only mode. But stomp on the drive-by-wire throttle and you're going to drain a lot of that imported petrol. During several admittedly brief runs around the Big Island , our test GS delivered results ranging from 19.3 to 24.4 mpg. Steep hills and hard acceleration, as you'd expect, quickly slashed away at the numbers. Now, as we tore through the Hawaiian countryside, we have to admit, we weren't all that worried about fuel economy. This hybrid-electric proved an absolute, er, gas to drive. Flat-out performance is exhilarating. The throttle nailed, you quickly sank back into the sedan's well-bolstered seats. Thanks to the "electric supercharging" system, the GS kept pulling as long as there was power in the batteries. And we found no noticeable loss in performance as we climbed to higher altitudes on this well-terraced island. With last year's introduction of the GS sedan, Lexus took a great leap forward. As the division's general manager, Bob Carter, readily admits, this is not a brand known for its high emotional quotient. Parent Toyota is trying to change that. It has set up a separate Lexus board of directors, engineering arm and design center. And the '06 GS made great use of the division's stylish new design theme, known internally as L-finesse. Lexus chose not to plaster the word, "hybrid," all over the vehicle, preferring discreet badging and otherwise subtle visual differences from the standard GS sedan. Synergy at work What matters most is largely found under the skin. Lift the hood and you'll discover an engine cover emblazoned, " Hybrid Synergy Drive ." It's an extraordinarily complicated package of technology - and not easy to boil down to a paragraph, but let's try. The 292-hp V-6 delivers power through a new hybrid transmission specifically developed for the GS450h (and likely other high-performance models to follow). The transmission can also be driven by the most powerful hybrid twin-electric motor system Toyota has ever built, which is capable of punching out 197 hp and lots of on-demand torque. (Don't try to add the horsepower ratings of the gas engine and electric motors. It doesn't work that way. All told, the GS450h makes a maximum 339 hp.) When slowing or coasting, the synergy drive system can recapture waste energy, as can the vehicle's so-called regenerative brakes, which create current, rather than waste heat. This power can be re-directed to the electric motor, or recycled into 40 nickel-metal-hydride batteries. The hybrid package is smaller and lighter than that used in other Toyota hybrids, notably the RX400h. That reflects the emphasis on performance over mileage, as well as the need to provide reasonable cargo space. There's room for two full-size golf bags in the trunk. Still, the motor, power electronics, batteries, and other hybrid accoutrements add about 386 pounds to the standard, V-6 GS sedan, which now weighs in at a hefty 4134 lb. On the road, you'd likely not notice. Nor are you aware of all the complicated machinations ordered up by the hybrid's computer controllers. "It's a challenge, when you're (switching from electric drive to gas-power) to tell when the engine starts," asserts executive engineer Dave Hermance. After trying, we have to agree. This is easily the most transparent of any hybrid we've driven. There's very little of that rubber-banding effect you feel in a Prius or RX as the engine revs, seemingly independent of actual road speed. It's even better when you put the shift in manual mode, where it does a reasonable job of emulating a six-speed manual. Alphabet soup The '06 GS introduced an alphabet soup of technology designed to improve handling, performance, comfort, and safety. There's a full review on-site, so to keep this piece from stretching on indefinitely, we'll touch on only a few key features, like VGRS, which provides variable gear ratio steering. The steering is electrically assisted. The Vehicle Dynamics Integrated Management System, or VDIM, takes input from sources like steering angle, yaw rate, brake pressure, and acceleration sensors. That regulates various traction systems, including anti-lock brakes, or ABS, Vehicle Stability Control, or VSC, Traction Control, or TCS, Brake Assist, or BA, and Electronic Throttle Control with intelligence, or ETC-i. Our test vehicle also included the optional Active Stabilizer Suspension system. (Perhaps you can understand why Lexus uses no acronym here.) It's similar to the BMW system used to variably torque stabilizer bars, but Lexus has gone electric instead of hydraulic. Toss in the standard rain-sensing wipers, Park Assist, and rearview camera and you've got a car with more silicon and copper circuitry than you'd find at a small Radio Shack. But what happens when it's all running? While we may be skeptical of the mileage claims, it's hard to fault the performance and pure fun of driving the GS450h. It's smooth and quick and nimble. As with the '06 GS, the steering is precise and quick and the suspension keeps you firmly planted on the road. Better yet, with the electric portion of the drivetrain directly linked to VDIM, the traction systems seem to work just that much more smoothly. Our complaints, then, are relatively minor. We'd like to replace the mouse-fur headliner, and some of the buttons for the video display are cheap looking. But the display itself is incredible. It's the highest resolution display Lexus has ever offered and that permits a much more detailed, eye-pleasing image, whether you're watching the Hybrid Synergy Drive display or using GPS navigation. Incidentally, the next-generation nav software now allows you to program street addresses by voice, so you don't have to stop and type - or so we're told. There are no maps for Hawaii , so we couldn't test the claim out. Expect the powers-that-be at Toyota to be watching quite closely to gauge the reaction to the new GS450h. If things play out well, it's likely to be the first in a series of high-performance hybrids from the Lexus brand. But it could very well kick off a bit of a backlash among those who believe gas-electric technology should be used exclusively to boost mileage. While we're skeptical of the save-the-earth claims, we're duly impressed with the GS450h's overall performance and handling. It's lavishly equipped and incredibly quiet, as you'd expect from a Lexus, but has a much more sporty feel than the brand has traditionally been known for. We expect a lot of folks to pay attention when the sedan reaches showrooms. 2007 Lexus GS450h Base price: $58,000 (est.; GS430, $51,375) Engine: Hybrid Synergy Drive consisting of 3.5-liter all-aluminum V-6, 292 hp/267 lb-ft, and two electric motors generating a peak 197 hp. Combined rating is 339 hp Transmission: Continuously variable transmission with two-speed torque converter; manual mode simulated six-speed; rear-wheel drive Length x width x height: 190.0 x 71.7 x 56.1 in Wheelbase: 112.2 in Curb weight: 4134 lb Fuel economy (EPA city/hwy): 28/27 mpg (est.) Major standard features: Power windows, locks and mirrors; ventilated and heated leather power seats; AM/FM/six-disc, in-dash CD; rain-sensing wipers; moonroof; Park Assist; rear sunshade; headlight washers; remote keyfob and keyless start; adaptive suspension. Safety features: Dual front, side, and front and rear side-curtain airbags; rear backup camera; daytime running lights; anti-lock brakes; traction and stability control Warranty: Four years/50,000 miles; six years/70,000 miles drivetrain; eight years/100,000 miles hybrid components Link: http://www.thecarconnection.com/Vehicle_Re...274.A10059.html

I had the "shark fin" up until about a year ago when it started to sporadically lose the cable signal. I picked up a Motorola SB5100 Surfboard and I think my connection speed saw an increase.

First, yes, you forgot SRX. As for the topic, the alphanumeric naming only bothers me when it's done in a stupid way or for no good reason. Case in point, Lincoln's sudden fascination with the "MK" names. Out of the blue, right before the Aviator is to be introduced to the world they decide "nah, forget 'Aviator', let's call it 'MKX' now". And the Zepyhr...instead of naming it "MKZ" from the start, they intro it as "Zeyphr" and then kill the name for "MKZ" not even a year later. Then they don't want to change "Navigator" because the name has too much equity (they'd probably say the same of the Town Car). So they have half their cars with alphanumeric names and half with actual words. So why bother with the alphanumerics at all?

Sales of big pickups are beginning to stall Half of full-size pickups on the market saw sales decline in 2005; nearly all stumbled out of the gate in 2006 Brett Clanton / The Detroit News In the often fickle auto business, where yesterday's hot seller can be tomorrow's discounted dud, sales of big pickups have remained rock steady in the face of gas spikes, economic downturns and changing consumer tastes. But despite a fiercely loyal customer base, full-size pickups have started to lose steam in what could be a troubling sign for Detroit's automakers. Half of full-size pickups on the market saw sales decline in 2005, and nearly all models stumbled out of the gate in 2006. Unsold trucks are piling up at dealerships, and several automakers, including Nissan Motor Co., have been forced to cut truck production. On Monday, Chrysler reopened a Dodge Ram pickup plant in Warren that has been idled for five weeks this year in the face of slumping demand. "You got people who are definitely worried about their jobs right now," said Matt Davidson, 48, a production worker at Warren Truck Assembly. Despite the recent slowdown, Detroit automakers say the full-size pickup category remains stable and declines are to be expected after record sales in 2004. "It's still the largest segment out there," said Joe Veltri, director of Dodge truck marketing and product planning at DaimlerChrysler AG's Chrysler Group. Even with fluctuations in sales, Detroit automakers say the category will remain strong in the coming years, with domestics holding their lead even as foreign rivals try to make deeper inroads. Protecting their turf in full-size pickups will be especially important to Ford Motor Co. and General Motors Corp. as they try to recover from losses in their home market, and to Chrysler as it seeks to keep its recent turnaround on track. Foreign automakers such as Toyota Motor Corp. also have placed huge bets on the full-size truck category. In such an environment, any slip in sales, no matter how slight, is taken seriously. That's why automakers are bending over backward to keep consumers interested, offering everything from comfy interior features and bigger cabs to improved fuel economy and added towing power. Analysts said the category's recent lackluster performance could be attributed to a range of things, including consumer wariness about gas prices, the rise of crossover SUV models and lack of interest in some designs that haven't been updated in several years. "How durable that softening is will be an interesting thing to look at," said David Cole, chairman of the Center for Automotive Research in Ann Arbor. In 2005, full-size pickup sales accounted for roughly 2.4 million sales, roughly flat with the previous year. Though some of the biggest players slipped, including the Ford F-Series, Chevy Avalanche and Dodge Ram, Detroit automakers largely viewed the year as a success. "The category as a whole has held up quite well despite the spike in gas prices and all the other factors we had play out last year," said Paul Ballew, GM executive director of market and industry analysis. GM, whose Chevy Silverado and GMC Sierra saw gains, posted its best year in full-size truck sales since 1978. Ford, meanwhile, said it was only slightly off its 2004 peak of 939,000 with F-Series sales last year. But 2006 could be different. Even with a new Toyota Tundra and Chevy Silverado arriving late this year, full-size truck sales are likely to fall 6 percent as consumers tire of older models, said Tina Jantzi, manager of North American auto forecasting for J.D. Power and Associates. After this year, the firm sees full-size pickup sales growing slightly through the end of the decade. Yet the domestics are likely to lose market share in the segment as foreign competition intensifies. Now owning 91 percent of full-size pickup sales, the Big Three will slip to 89 percent by 2010, according to J.D. Power. "Let's just wait and see," said George Pipas, chief sales analyst for Ford, whose F-Series truck has been the best-selling full-size pickup for 29 years. Of more immediate concern may be rising inventory levels among full-size truck manufacturers. At the end of January, Chrysler had a 142-day supply of Ram trucks, Ford's F-Series stood at 124 days, and 122 days' worth of Nissan Titans were waiting to be sold. Though not uncommon to build up for the spring selling season, the numbers are well above the 60- to 70-day supply automakers prefer to keep on hand. Over the long term, Pipas expects full-size pickups to continue representing about 15 percent of the overall market. That's because truck buyers are considered among the most loyal vehicle shoppers around, both to the vehicle they drive and the manufacturer. Barring a massive spike in gas prices, that is unlikely to change, the automakers said. Yet last summer, when gas prices soared to about $3 per gallon, consumers shopping for full-size trucks indicated they may hold off on their purchase, said Jack Nerad, executive editor of auto-buying guide Kelly Blue Book. But now that gas prices have fallen, interest levels in full-size trucks appears to be back up. "But that doesn't mean they're not going to buy a new one at some point," Nerad said. "For a lot of people, there's really no substitute for a full-size pickup." Link: http://www.detnews.com/apps/pbcs.dll/artic...374/1148/AUTO01

Well, it's either a RWD import or a FWD Domestic.

Well, the Solara has a nice interior. I couldn't live with that face, though.

Well, maybe I could use that router to destroy mine.

That looks to be the case.

New shot update (didn't think it was worth it to start a new thread as it's still fully camoed but a new feature has been captured): Edmunds: Spy shot: 2007 GMC Sierra gets new cargo bed hardware

That's weird, the Asian forum comes up normal for me. Looks like a Mac window. Are you using a Mac?

Yeah, I meant to ask about that. Is this going to help me get access to the manufacturer media web sites that restrict access to journalists? EDIT: Well, I've just obtained media access to Kia and it was a simple enough process. Now to see if the rest go this smoothly. :sign0200:

Well, a review of a car is more or less your opinion of the car. There's an inherent subjective tone in reviews. Just give an honest assessment of it: what you love about it, what needs work, what you could do without, etc. You should find a balance where you don't sound like you're gushing over the car but you don't want a review to read like an emotionless fact sheet, either.

I would discuss (maybe not in this particular order): -A brief intro of the car -The overall car design -Overall quality (how solid the car feels/looks in and out) -Interior/exterior features -How easy it is to live with (comfort, convenience, fuel economy, etc.) -Why you felt it was the best choice for you compared to competitor cars -If you would recommend the car to others There may be more but I think this would make for a well-rounded review.

Koenigsegg CCX Revealed Text & photos courtesy Koenigsegg Automotive AB 02-24-2006 First Impression The first impression of the Koenigsegg CC is its dynamic stance and futuristic, aggressive attitude. It appears amazingly low and broad, with the cockpit-like semicircular windscreen and organically shaped rear hood as key features. The smooth and polished body is gently curved, almost simplistic; a fully integrated design. Lines and surfaces appear thoroughbred and slippery, projecting an image of velocity onto the machine. This design shouts in a clear and universal language: “I travel at extreme speed”. Machined for Speed Koenigsegg's design seeks to give an interpretation of strength and flowing motion. The body of a Koenigsegg is formed for one ultimate purpose; superior performance. Its beauty is the beauty of speed itself. The surfaces are shaped to perfect aerodynamics, an appearance that does not deceive. All aspects of this machine serve its one fundamental objective; performance. Both the body and chassis of a Koenigsegg are made of extremely lightweight carbon fiber composite, reinforced with Kevlar and aluminum honeycomb. Its race-bred suspension system brings the driver in control of all movement, even under the toughest racing conditions. Overview Koenigsegg manufactures exclusive super cars for a select elite of enthusiasts. Space age materials and uncompromising quality both in finish and function make these cars among the very best in the automotive history. The CCX overall performance is unmatched by any other series-produced car today. Two models have currently been in production; the CC8S, and the magnificent 806 hp CCR, which still holds the Guinness World Record for the fastest and most powerful streetcar. Both Koenigsegg models are built to excel on the road or racetrack, yet are still highly comfortable for long distance traveling. A Machine for Safe Driving Koenigsegg creates each car specifically for each customer. They are individual pieces of art. Leather contrasted with futuristic controls and refined surfaces enclose the occupants. It is an environment for adventure. The Koenigsegg hardtop is stored under the front bonnet during roofless driving. Crash-tests have verified that in terms of safety, a Koenigsegg is a truly Swedish car. The CCX is the latest iteration of the Koenigsegg CC family. The CCX is in many aspects a new car since it has been re-engineered to comply with the US regulation and market demands. Still, it has been a key issue for the Koenigsegg Team to keep the distinctive and record breaking CC shape. Koenigsegg believes it is important to avoid trends and instead hone the aerodynamic shape of the CC range for the future, only enhancing its unique look and appearance with tighter lines and a more aggressive stance. At Koenigsegg they also believe in continuity. A new Koenigsegg shall show clear lineage from its predecessor and shall not follow any other design trends – but enhance its already proven concept and shape to perfection. Body & Interior The CCX features a completely new set of body and interior parts. The new body incorporates a new front bumper design, engineered to function well in the stringent 2.5 mph bumper test, including enhanced brake cooling, fog lamps and US side position lights. The front lamps have been slightly redesigned to suit the new bumper line. There is a new scoop on the front bonnet acting as a larger fresh air-intake for the occupants and new air vents have been added behind the front wheels in order to further evacuate air from the cockpit. The frontal shape revisions now allow for effective track use options to be added. The side rocker panels feature side skirts in order to further enhance downforce by increasing underbody area. The new exterior of the car has been created using the industry leading Icem Surf CAD software, guaranteeing a perfect fit and finish as well as optimal highlights. The car is 88 mm longer in order to comply with the US rear impact regulations and in order to free up space around the rear muffler. The rear clamshell now features a glass window over the new CCX engine, clearly showing off the bespoke and unique Koenigsegg Block casting. The mufflers have received improved cooling, by incorporating grill vents above in the clamshell. The number plate area is now adapted to suit both US and Euro size number plates. Space There is a further 50 mm in headroom, making the CCX the most spacious super car on the market, truly considering the taller drivers needs. Koenigsegg believes to have found a unique market niche by enabling really tall drivers to fit well inside the car, still with its highest point only1120 mm above the tarmac. Seats In corporation with Sparco, and Koenigsegg test driver Loris Bicocchi, Koenigsegg has developed a new seat design for the CCX. The structure of the seat are still carbon fiber, but now feature fully padded front surface and a tilting backrest. The striking and very comfortable Tempur padded CCR seats can still be fitted in the CCX on special order. Wheels / Brakes The optimal ceramic 382 mm front discs are coupled to 8 piston calipers and in the rear the 362 mm size is retained with 6 piston calipers. The optional industry first carbon fiber wheels save another 3 kg per wheel compared to the already lightweight magnesium wheels that comes as standard. The ceramic discs save another 2 kg per wheel, giving the Koenigsegg CCX lower unsprung weight than any other super car. Koenigsegg now also offers the ceramic disc and carbon wheel upgrade to all previous Koenigsegg models. Aerodynamic Enhancement Between the raised speedster humps there is a new type of vortex generator originally conceived and patented by Torbjörn Gustavsson at Vortaflow and implemented as a Ram Air engine booster by Christian Koenigsegg on the CCX. Due to the fact that there is a fresh air engine intake right below the rear window, the vortex generator redirects the air directly into the air intake and thereby creating a positive pressure in the air box. To normally obtain this phenomenon in a mid engine car a roof scoop is required, increasing frontal area. In the case of the CCX, the small frontal area can still be kept and rearward visibility is unaffected, even though it has now got true ram air intake over its mid mounted engine. Electronics The CCX now features, wholly digital, intelligent fuse and relay unit. This means that there are not physical fuses or relays as such. The unit is programmable and is can-bus connected to a display unit which sends crucial information to the driver. The main advantages of this system are its reliability, light weight, small physical size, programmability and direct information to the driver. The system is prepared for future upgrades and functions. Unique Koenigsegg Engine The engine in the CCX retains the incredible performance and power of the CCR engine, while running on US 91 octane fuel and complying with California emission regulations. In order to reach this challenging goal, extensive rework had to be done to emission related items, such as new cylinder heads with larger valve area and more optimally flowing cylinder head ports. Dual smaller injectors per cylinder were integrated, as well as new camshafts, a new carbon fiber individual runner intake plenum, a new engine management system, updated fuel and EVAP system. New exhaust system where the catalytic converters are moved closer to the engine for earlier light-off time. A returnless fuel system has also been implemented with pumps integrated into the new fuel tank. All in all, a heavy rework in order to retain the unique performance of the CCX engine and at the same time comply with the strictest emission regulations in the world. The new and cleaner CCX engine also incorporates the first engine block design that is specifically created and cast for Koenigsegg, with the Koenigsegg shield embossed in the casting on both left and right side of the engine block. The new block design is an all aluminum construction made out of 356 aluminum with T7 heat treat that has undergone a High Intensity Pressure process in order to further enhance block integrity as well as cylinder bore chill during casting. The new block reaffirms the future development of Koenigsegg engines and makes Koenigsegg stand out among low volume supercar manufacturers, due to the fact that Koenigsegg engineer the engine completely in house in combination with the fact that it is also built, assembled, and dyno tested in the Koenigsegg production plant. The Koenigsegg Engineers also incorporated the most powerful internal piston coolers in the industry – bringing down the piston temperature, by as much as 80% more than competing systems, which was a must in order to run high cylinder pressure with 91 octane fuel. Koenigsegg CCX Standard price: 458.000 Euro + VAT & ex works Fully equipped: 510.000 Euro + VAT & ex works Standard price: 540.000 USD + VAT & ex works Fully equipped: 600.910 USD + VAT & ex works * Koenigsegg reserves the right to change the information above without notice. Due to fluctuation of the exchange rates prices may change. Standard Equipment Detachable roof Climate Control Electric rear view mirrors Leather interior Central locking Electric windows Alarm with immobilizer Toolkit Driver side airbag Power steering Hydraulic ride height control Servo assisted brakes ABS Traction control, with 5 different settings Stereo with CD-player Tire pressure sensors Car cover Payment Terms Down payment 25% of agreed price if order Final payment 2 weeks before delivery Delivery is ex works – Koenigsegg/Ängelholm/Sweden Delivery Time T.B.D. at order Optional Equipment Custom color leather interior 4000 € Custom paint color 5000 € Parking Sensor 2800 € Rearview Camera 3000 € GPS Navigation 5000 € Ceramic Brakes discs 15000 € Carbon Rims 11000 € Sport Auto Event – Nurburgring 3000 € Driving education, Loris Bicocchi 1500 € Extended Warranty up to 3000 km/2years 6000 € Technical Specifications Performance Acceleration: 0-100 km/h (0-60 mph) 3.2 seconds Top Speed: 395+ km/h (245+ mph) Standing ¼ mile: 9.9 seconds, end speed 235 km/h (146 mph) Braking distance: 31m (100-0 km/h) Lateral G-force: 1.3G Fuel consumption: Highway 13 l/100 km Combined: 17 l/1000km Engine Type: Koenigsegg V8 cast aluminum, 4 valves per cylinder, double overhead camshafts Displacement: 4.700 cm3 Compression: 8.2:1 Lubrication: Dry sump with oil spray piston cooling, oil cooler Sequential, multiport fuel injection. Twin Rotrex centrifugal superchargers with response system 1.2 bar boost pressure. Power output: 806 Bhp at 6900 rpm Max Torque: 920 Nm (678 ft/lb) at 5700 rpm Body Two-door, two-seater with removable hardtop stowable under the front hood lid. Body made of pre-impregnated carbonfiber/kevlar and lightweight sandwich reinforcements. Chassis Semi monocoque made of pre-impregnated carbonfiber and honeycomb. Front and rear suspension: Double wishbones, adjustable Racing gas-hydraulic shock absorbers, pushrod operated. Anti-roll bar. Electronically adjustable ride hight. Rear brakes: Ventilated discs ¤ 362 mm, 32 mm wide. 6 piston light alloy calipers. Power assisted. Koenigsegg Advanced Control system. Optional: 380x34 mm ceramic discs with 8 piston calipers. Wheels Koenigsegg magnesium allot wheels with center locking. Optional: Carbon / Magnesium wheels. Front: 19” x 9.5” Rear: 20” x 12.5” Tires Michelin Pilot Sport 2 Unidirectional with asymmetric tread pattern Front: 225/35-19 (Y) Rear: 335/30-20 (Y) Transmission Specially developed 6-speed gearbox. Torque sensitive, limited slip differential. Clutch: Dual plate, ¤ 215 mm (8.46 inch). Final ratio: 3.545 1st gear: 2.875 2nd gear: 1.773 3rd gear: 1.267 4th gear: 1.000 5th gear: 0.833 6th gear: 0.711 Reverse gear: 3.000 Link: http://www.worldcarfans.com/news.cfm/count...gg-ccx-revealed

Mercedes CLS 350 CGI World Premiere Text & photos courtesy DaimlerChrysler AG 02-24-2006 The technology of the new direct-injection petrol engine from Mercedes-Benz Direct injection with spray-guided combustion as a future technology for the spark-ignition engine *Outward-opening piezoelectric injectors for a stable jet of fuel *Multiple fuel injections per power stroke *Emission control with three-way and NOx storage-type catalytic converters It was no less than around 70 years ago that Mercedes engineers implemented the idea of spraying fuel directly into the combustion chambers of an engine, and only then mixing it with air. At that time, the first Mercedes aircraft engines (DB 601) with direct petrol injection were taking to the skies. In April 1939 a Messerschmidt M 209 equipped with a 2035 kW/2768 hp engine from this series achieved a speed of 755.1 km/h, establishing a world record which was only beaten 30 years later. On land, Mercedes direct-injection engines caused a sensation during the 1950s. After numerous racing victories in the 300 SLR, the model M 198 in-line six-cylinder unit entered series production in the legendary 300 SL "Gullwing" in 1954. This engine developed an output of 158 kW/215 hp and allowed a maximum speed of up to 260 km/h. This brief review shows that direct petrol injection has a long tradition at Mercedes-Benz. Nonetheless the researchers and engineers in Stuttgart were entering uncharted technical territory in 1994, when they began the development of a spray-guided combustion process. In the view of specialists, this has the greatest potential for overcoming two of the most important automotive engineering challenges of the future, namely an even lower fuel consumption and reduced exhaust emissions. The greatest advantage of this new technology compared to direct injection with wall-guided combustion is its significantly better thermodynamic efficiency: the fuel is sprayed into the cylinders with great precision – according to requirements and the driving situation – where it burns almost completely with a very high amount of excess air and is therefore put to the best use. The potential of a spray-guided combustion system had been recognised as a result of research work carried out in the early 1990s; however the injection technology necessary to put this idea into practice in series production was not yet available. Specifically, the injection valves must form a uniform spray of fuel which is stable under all operating conditions in the immediate area of the spark plugs. This makes a spray-guided combustion system much more technically demanding than the previous, wall-guided process in which mixture formation mainly depends on the not always uniform charging movement in the cylinders. Injectors: stable jet control based on piezoelectric technology The aim of creating a spray of fuel which was always uniform and precise required the development of a completely new injector. In 1994 the laboratories at the DaimlerChrysler Research Centre began a series of conceptual studies, in which the scientists opted for the latest piezoelectric technology from the very start. This is based on special ceramics and metal alloys which change their shape within milli-seconds when subjected to an electrical impulse. Although these material characteristics were discovered by the brothers Pierre and Jacques Curie back in 1880, this invention has only been put to industrial use in recent decades. In the automotive world the term "piezo" has only been in general use since 2004, when the first diesel engines with third-generation common-rail injection entered the market. The developers of the direct-injection petrol engine make even better use of the positive attributes of piezo-ceramics, namely power and speed. In contrast to the diesel injector, where the actuator only operates a valve, the piezo module in the petrol engine directly controls the injector needle. Piezo movement is therefore directly translated into needle movement, determining the flow through the valve. This direct operation allows finely graduated strokes, and also a constant flow over the entire cycle time thanks to charge adjustment at the piezo actuator. By virtue of its very uniform stroke, piezo technology also ensures a highly reproducible spray pattern as the basis for effective control of the combustion process. The developers of the new direct-injection petrol engine were also very demanding where the shape of the injection spray was concerned. These requirements were met with a new type of injector which opens outwards to create an annular gap just a few microns wide. The shape of the gap and the nozzle forms the spray pattern. Under all injection and operating conditions the result is a uniform, hol-low-cone-shaped spray pattern which even retains its shape if the electronic engine management system changes the angle of the intake camshafts or the length of the intake ducts when a high output is required. The high fuel pressure of 200 bar also makes a major contribution to the consistent stability of the fuel jet. The mixture formation itself is also of decisive importance. This is optimised by turbulences at the edges and inside the cone-shaped spray; these suck air particles into the fuel spray, forming an optimally ignitable mixture. Spark plugs: precisely positioned at the edge of the fuel/air mix Correct positioning of the spark plugs was a further challenge requiring sophisticated flow calculations and tests. To ensure that the ignition spark is able to jump rapidly and reliably, the spark plug must reach the cloud of fuel/air mixture but must not be in direct contact with the liquid fuel, otherwise it will gradually carbonise. In order to meet both requirements, the piezo-injector of the CGI engine extends into the centre of the combustion chamber. It has therefore been moved roughly to the position where the spark plug is located in a conventional port-injection engine; the spark plug has been repositioned closer to the exhaust valves, where it can reach the ignitable mixture at the turbulent edges of the cone-shaped spray. A cross-flow cooling system in the cylinder head ensures that the spark plugs and injectors always operate in the most favourable temperature range. Stratified charging: even at higher loads and engine speeds thanks to multiple in-jection The great fuel economy of the direct-injection petrol engine is mainly based on the stratified charge principle. This means that the engine operates with a high compression ratio and high excess air. The fuel is injected into the air compressed by the pistons at a relatively late stage. Such lean-burn operation was previously only possible in the lower load ranges. Thanks to the new, spray-guided combus-tion system, Mercedes engineers have now been able to extend this lean-burn operating mode to higher rpm and load ranges, achieving further reductions in fuel consumption. The V6 engine in the CLS 350 CGI still operates with stratified charging at speeds of over 120 km//h, only later switching to homogenous opera-tion where the fuel/air ratio is 1:14.6 (lambda = 1). The conditions for extended stratified charge operation are created by the extremely fast piezoelectric injectors, as they inject several successive jets of fuel into the combustion chambers during each working stroke and thereby considerably improve both mixture formation and ignitability. Combustion is more rapid, uniform and complete than with single injection, while the thermodynamic efficiency of the engine improves significantly and engine-out emissions (hydro-carbons) are reduced by more than half. With the aid of simulations for the fuel mixture and the combustion process, the pistons have been designed with special piston bowl geometry which concentrates the lean mixture in the area around the spark plug and prevents it from spreading out towards the cylinder wall. The piston shape therefore also plays its part in ensuring near-total combustion, low fuel consumption and low emissions in the direct-injection engine from Mercedes-Benz. Fuel delivery: pressure of up to 200 bar in the rails The injection system of the new Mercedes V6 engine is similar to that of a modern diesel engine with common-rail technology. The centrepiece is a newly developed high-pressure pump which distributes the fuel to the two stainless steel rails on the cylinder banks as required. The piezoelectric injectors are connected to these. With a pressure of up to 200 bar, the new system develops around 50 times the fuel pressure in a conventional port-injection system. The pump delivers fuel to the rails during every second injection, building up maximum pressure. As fuel is only delivered on every second injection the pressure is slightly reduced during the cycle, however the mean pressure for all injectors remains at 200 bar during injection. A regulating valve ensures that only the fuel quantity required for the engine’s operating point is delivered, thereby reducing the power requirement of the high-pressure pump. Fuel that is not needed flows back via a water heat exchanger and is mixed with the incoming fuel from the tank of the CLS 350 CGI. The low-temperature coolant circuit of the injection system also cools the electronic control unit of the direct-injection engine, which manages all the working processes of this six-cylinder power unit. The engine and performance data of the new CLS 350 CGI at a glance: Cylinders V6; 90o Displacement 3498 cc Bore/stroke 92.9/86.0 mm Compression ratio 12.2:1 Rated output 215 kW/292 hp at 6400 rpm Max. torque 365 Nm at 3000-5100 rpm Fuel consumption 9.1-9.3 l/100 km* 0-100 km/h 6.7 s Top speed 250 km/h** * Combined consumption; ** Electronically limited The new CLS 350 CGI is designed to operate on sulphur-free unleaded premium fuel and its state-of-the-art technology gives it the potential to adapt to emissions standards of the future. In Western Europe, the CLS direct-injection petrol model will replace the current CLS 350. The 7G-TRONIC seven-speed automatic transmission is standard equipment. Emission control: in-engine measures plus four catalytic converters As in the V6 with conventional fuel injection, the emission control concept of the new CGI engine has two stages: it is based both on in-engine measures which ensure low engine-out emissions and on effective exhaust gas aftertreatment by a total of four catalytic converters. The in-engine measures specifically include the Mercedes-developed combustion process featuring multiple closely spaced injections on each compression stroke. This improves the exhaust quality of the V6 engine in the warm-up phase, as actively controlled injection and combustion using low quantities of fuel ensures higher temperatures in the exhaust manifold and accelerates catalytic converter warm-up. Just ten seconds after starting from cold, the direct petrol injection engine reaches an exhaust temperature of over 700 degrees Celsius. Dual electrically controlled exhaust gas recirculation is also employed, with which up to 40 percent of the exhaust gases can be returned to the combustion chambers. This achieves a considerable reduction in nitrogen oxide emissions. Emission control begins with two close-coupled three-way catalytic converters, each of them monitored by two oxygen sensors – a control sensor and a diagnostic sensor. This linear oxygen sensor control goes into operation immediately after the engine starts from cold, providing information about the exhaust gas constituents which the electronic control unit of the V6 uses for a controlled warm-up. As conventional catalytic converters require a "stoichiometric" fuel-air mixture (lambda = 1), but stratified charge operation uses high excess air (lambda >1), the CLS 350 CGI is equipped with two NOx storage-type catalytic converters. Under lean operating conditions these converters adsorb the nitrogen oxides, then de-sorb them during brief regeneration pulses so that they react with other exhaust gas constituents to form harmless nitrogen. The NOx storage-type catalytic converters are also monitored by sensors – a temperature and a nitrogen oxide sensor. High-tech package: new Mercedes six-cylinder unit as an innovative basis The new direct-injection petrol engine is based on the port-injected V6 powerplant first presented by Mercedes-Benz in 2004. In addition to its pioneering injection process, this engine excels with a number of other technical innovations: Variable camshaft timing on the intake and exhaust sides – no other V6 engine has this feature – improves the available output. The camshaft angles are adjustable by anything up to 40 degrees to ensure that the valves are able to open and close at the most favourable time in any driving situation. A variable intake module varies the air supply as required. The length of the intake ducts leading to the cylinders is adjusted by means of flaps: at lower engine speeds the flaps are closed to increase the length of the intake duct. This creates pressure waves which support the intake process and make a lasting improvement to the torque yield in the lower engine speed range. As a result 317 Newton metres – around 87 of the maximum torque – is already available from 1500 rpm. Fuel economy is improved by an intelligent thermal management system. Coolant circulation is stopped during the warm-up phase, so that the engine reaches its normal operating temperature more rapidly. The result is an improved oil flow and considerably less in-engine friction, as well as lower exhaust emissions. When the warm engine is operating under full load, the thermal management system always keeps the engine oil and coolant at the best possible temperatures. This ensured by an electronically controlled ther-mostat which is active in all driving situations. The cylinder head and crankcase are of aluminium. The pistons, connecting rods and cylinder liners also follow the latest design principles, not only helping to save weight but also making a positive contribution to responsiveness and smooth running. The cylinder liners are surfaced with a low-friction aluminium-silicon alloy which has proved its worth in other Mercedes-Benz car engines. Other advantages include high dimensional stability, exemplary thermal characteristics and low weight. The weight-saving compared with conventional grey cast-iron liners is around 500 grams per cylinder. The forged crankshaft is equipped with four counterweights. Four wide crankshaft bearings with transverse reinforcing struts attached to the crank-case also help to reduce vibrations. A balancer shaft between the two cylinder banks compensates the free vibration moments which are inherent to a V6 engine, ensuring exemplary smooth running. It counter-rotates at the same speed as the crankshaft. Link: http://www.worldcarfans.com/news.cfm/count...-world-premiere

Opel Astra TwinTop Production Begins Text & photos courtesy Adam Opel GmbH 02-24-2006 *Astra model range with four variants now complete *2005: 513,300 Astras produced across Europe Antwerp. Production of the new Opel Astra TwinTop, the fourth variant of Opel’s successful new Astra generation, started today at the state-of-the-art Astra plant in Antwerp. The dynamically designed and innovative four-seat cabrio-coupé features an innovative three-part roof system that fully opens or closes at the touch of a button in less than 30 seconds. As the individual parts of the roof system are smaller than those of conventional cabrio-coupés, there is more room for passengers and luggage. With the top down, 205 liters of storage space is available; with the top up, storage volume increases to 440 liters. A unique feature is the electrically-operated "Easy Load" system, which assists loading and unloading with the top down. The fully-fledged four-seater is available with four gasoline engines (77 kW/105 hp to 147 kW/200 hp) and one 1.9 CDTI common-rail turbo-diesel (110 kW/150 hp, diesel particulate filter as standard). Comprehensive standard equipment includes a range of safety and comfort features such as active roll-over protection system, front thorax/pelvis airbags, ESPPlus, cruise control, air conditioning, on-board computer, CD-radio with six loudspeakers, power windows, central locking, and height-adjustable "Easy-Entry" seats with memory function. Production-start for five-door variant in Bochum With the addition of the cabrio-coupé, all four Astra versions (five-door sedan, station wagon, and sporty three-door GTC) are now produced at the plant in Antwerp, which was completely modernized for the new Astra. In 2005, the Belgian plant manufactured a total of 253,200 units. In Bochum, where the Opel Zafira is also produced, 71,300 Astra station wagons were built over the same period. A few days ago, the assembly program in Bochum was extended with the successful production-start of the five-door Astra. This high-volume variant is also produced in Ellesmere Port (United Kingdom). Together with the 188,800 five-door versions assembled there last year, the total number of Astras built in 2005 reached 513,300 units. Link: http://www.worldcarfans.com/news.cfm/count...oduction-begins