Lotus Exige Cup 260, 2010

Lotus Exige Cup 260, 2010

 

The 2010 Lotus Exige Cup 260 takes the design and aerodynamic changes first introduced on the Lotus Exige S earlier this year to enhance the look and improve aerodynamic performance.

The lightweight, unpainted carbon chord composite rear wing is based on the design from the Exige GT3 road car concept shown at the Geneva Motorshow in 2007. Compared to the 2009 Lotus Exige Cup 260 tailgate-mounted wing, it is 181 mm wider and mounted 46 mm higher and 61 mm further back. It is attached to the rear bodyshell clam via rear end plates which not only increases the stiffness of the whole structure but also ensures that as much of the airflow as possible passes over the rear wing. This careful airflow management increases stability, reduces drag and, most importantly, maintains the impressive downforce figures of 42 kg at 160 km/h.

Rear chassis stiffness increases by 30%
The Lotus Exige Cup 260 now has an evolution of the rear diffuser and structural shear panel based on the version developed for the Exige GT3 race car, which increases the lateral stiffness of the rear subframe by 30% further enhancing its outstanding handling.

The rear diffuser and structural shear panel links the subframe to the main chassis to give greatly increased lateral stiffness to the rear subframe suspension pickup points, resulting in better tyre contact patch control.

This stiffness is also more applicable to those drivers who race or take part in track days using slick tyres that can also be fitted to the Lotus Exige Cup 260.
Ohlins two-way adjustable dampers are now fitted as standard, adding even more personalisation of the driving characteristics so the driver can tune the Lotus Exige Cup 260 to their driving style and road or track conditions.

A restyled front end and new larger, rear wing that not only reduces drag, but also gives a more muscular stance enhancing the lightweight shrink-wrapped look of the whole car.

Like the 2010 Lotus Exige S, the 2010 Lotus Exige Cup 260 exploits the Lotus philosophy of using weight reduction to increase performance and reduce emissions. Fuel economy is impressive with an Official European Combined Cycle figure of 8.5 litres / 100 km (reduced from 9.1 litres / 100 km (combined) for the 2009 Lotus Exige Cup 260), a frugal 6.5 litres/100 km on the Official European Extra Urban Cycle and just 199 g/km of CO2 (reduced from 216 g/km of CO2 for the 2009 Lotus Exige Cup 260). Continuous engineering improvements over the last year including careful whole vehicle optimisation has enabled this sportscar to be even better for fuel economy and emissions.

Carbon fibre (resulting in a weight saving of 12kg):
    * Roof Panel
    * FIA and HANS compliant driver and passenger seats
    * One piece carbon fibre dash top panel
    * Rear tailgate
    * Centre tunnel
    * Front access panels
    * Front splitter (carbon chord)
    * Side air intake ducts
    * Rear spoiler (carbon chord)

Lightweight components (resulting in a further weight saving of 22kg):
    * Lightweight 'motorsport' battery
    * Ultra-light five spoke forged alloy wheels
    * Revised rear engine subframe with lightweight coating
    * Lightweight fly wheel
    * Lightweight composite bulkhead panel replaces rear window
    * Alloy supercharger U-bend pipes
 

Removing some other non essential components and equipment such as the interior and boot carpets, front mudflaps, battery cover, interior mirror, sunvisors, rear tailgate gas strut, results in a further weight saving of 4kg.

However, as optional extras should a customer wish, air conditioning and an interior noise reduction pack are available, together with the complete range of Lotus metallic, lifestyle and premium paint colours

The 2010 Lotus Exige Cup 260 weighs in at just 890 kg, giving an impressive power to weight ratio of 288 hp / tonne (291 PS / tonne). But, of course, power to weight alone does not make a highly competitive race or track car, so in addition, the Lotus Exige Cup 260 has a formidable list of standard performance focused equipment, as follows:-

Lotus Launch Control and Lotus Traction Control - additions recommended for track driving
The launch control allows the driver to determine the number of revs they wish to use during a standing start. Having programmed that limit, the driver then holds their foot down fully on the throttle pedal and sidesteps the clutch pedal for a very quick departure from the line. The clutch damper cushions the severity of the clutch to transmission engagement to minimise the stresses to the drivetrain. The launch control also keeps wheel-spin at bay until 10 km/h (6 mph), after which the traction control assumes its duties.

As with launch control, the amount of traction control required can be dialled in from the driver's seat and altered on the move to suit the characteristics of particular corners. The amount of traction control can be varied in over 30 increments from an optimum 7 percent tyre slip to completely inactive. The message display in the new instrument pack displays what degree of traction control is being currently utilised.

Wheels and Tyres
All new Lotus Sport lightweight forged alloy wheels, thought to be the lightest original equipment wheels in the world, weigh just 5.65 kg (front) and 7.75 kg (rear). These ultra lightweight wheels reduce the unsprung mass therefore further improving the handling and contribute a weight saving of approximately 800 g over the already super light forged 2009 Lotus Exige Cup 260 wheels. The wheels are shod with Lotus specific LTS construction and compound Yokohama A048 tyres to maximise grip and achieve the ride and handling targets set by Lotus engineers.

Safety Equipment
Lotus Exige Cup 260 cars have the safety equipment expected of a race car, with FIA and HANS compliant carbon fibre lightweight sports seats, normal 3-point "Webb Lock" harnesses (four or six point driver and passenger seat belt harnesses are available for track use only).

A high tensile steel roll over hoop is now fitted with a body coloured Lotus Sport A-Frame as standard and the chassis is already pre-drilled to fit a full front roll cage - a simple dealer fit process involving just the removal of the roof panel for access prior to fitting. Completing the additional safety equipment is a FIA compliant electronic ignition kill switch, with cockpit and external activation, and a FIA compliant plumbed electrically activated fire extinguisher system, again with cockpit and external switches.

Like all current Lotus cars, the Exige Cup 260 is built around a very strong extruded and bonded aluminium chassis tub. Attached to the chassis is a sacrificial energy absorbing composite front structure designed to help absorb crash energy in the event of impact.

Suspension
To suit individual driving styles and road conditions, drivers will now be able to tune the Exige suspension with the Ohlins two-way adjustable dampers (which have 60 compression and 22 rebound settings) and ride height adjustment to reduce the ride height from 130 mm to 120 mm. An adjustable front anti-roll bar allows customers to tailor the handling characteristics of the car to their own requirements.

As the Lotus Exige Cup 260 cars are equipped for track use, a double shear track control arm brace is provided to cope with the expected kerb abuse during track racing or hard track day driving.

Brakes
The brake system includes large diameter 308 mm 2-piece cross-drilled and ventilated front discs and 282 mm cross-drilled and ventilated discs at the rear, upgraded Pagid RS14 sports brake pads set into the brake calipers (AP Racing two piece radially mounted, 4 piston at the front and Brembo sliding at the rear), and stainless steel braided brake hoses - all linked to the proven Lotus track-tuned servo-assisted four-channel ABS system that enhances braking performance and minimizes stopping distance without taking over from the skill of the driver.

Performance, Economy and Emissions
The Lotus Exige Cup 260 is one of the quickest road cars around a circuit. Key to this incredible track performance is the aerodynamic package, which produces 42 kg of downforce at 160 km/h (100 mph) increasing grip and stability at higher speeds. With a top speed of circa 245 km/h (152 mph) and a zero to 160 km/h (100 mph) in circa 9.9 seconds, 0 to 100 km/h in circa 4.1 seconds (0 to 60 mph in circa 4 seconds), the 2010 Lotus Exige Cup 260 is the perfect partner for the serious racer. Combined Fuel Consumption is 8.5 l/100km and the CO2 emissions 199 g/km.

Engine
The supercharged and intercooled engine in the Lotus Exige Cup 260 has a maximum power output of 260 PS (257 hp) at 8000 rpm and a torque figure of 236 Nm (174 lbft) at 6000 rpm. This significant amount of extra power and torque now available together with the VVTL-i variable cam system ensures that there is a smooth and linear delivery of power from low engine speeds all the way to the maximum 8000 rpm (8500 rpm transient for 2 seconds). The Roots-type Eaton M62 supercharger (with a sealed-for-life internal mechanism meaning that it does not require the use of the engine's oil) is run from the crankshaft and has an integral bypass valve for part load operation. Charge air (air under pressure from the supercharger) is cooled through an air-to-air intercooler (the air enters via the enhanced roof scoop) before being fed into the engine itself. All charge air ducting has been kept as short as possible with large diameter pipes to minimise restriction and maximise throttle response and efficiency. Four high capacity injectors and an uprated fuel pump add additional fuel under hard acceleration or continuous high speed driving - only on the track of course!

A lightweight flywheel is fitted (giving even greater flexibility and response to the gear change), a sports-type clutch plate and heavy duty clutch cover transfer the engine power and torque to the lightweight C64 six-speed gearbox (with an aluminium casing) - with the same perfectly spaced ratios as the Exige S. A torque-sensing limited slip differential is fitted as standard, with a plate type limited slip differential available as an option. An Accusump (engine oil accumulator unit) is included in the whole package as an oil reservoir back-up for extreme track use ensuring that, under those conditions, the engine oil pressure remains constant.

Electrical supply is provided by a lightweight motorsport battery which saves a massive 5 kg of weight sitting behind the rear axle - again weight saving is not just the removal of mass but ensuring that this mass is removed where it most affects performance and handling.

Roof Scoop
The Lotus Sport Exige Cup 260 has a high flow, full-length carbon roof scoop as part of the lightweight carbon roof panel, which not only saves 4 kg but also ensures efficient cooling through the intercooler, which in turn allows the Lotus Exige Cup 260 to gain a higher charge density in the cylinders improving efficiency further.

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Lotus Evora Type 124 Endurance Racecar, 2010

Lotus Evora Type 124 Endurance Racecar, 2010

The Lotus Evora Type 124 Endurance Racecar has been developed from the award-winning Lotus Evora road car and is built to FIA regulations and safety standards.

The Lotus Evora Type 124 Endurance Racecar is the next step in the evolution of the Evora. The car will make its 24 hour racing debut at the ADAC Nürburgring 24 Hours which provides a great test for the Evora's performance, efficiency and durability under tough and demanding endurance race conditions.

At the heart of the Lotus Evora are fundamental racecar elements: mid-engine layout, high-tech and super-stiff extruded and bonded aluminium chassis and very strong lightweight forged aluminium wishbones. All these elements mean that it is a natural evolution from the road going Lotus Evora to a competitive endurance racecar.

From the outset the design team had intentions to take the Evora racing and the chassis was designed with this in mind. Endurance races are the perfect events to showcase the efficiency, handling and durability characteristics that have been fundamental to the concept of the Evora.

The Lotus Evora Type 124 Endurance Racecar has a race-tuned version of the mid-mounted Toyota V6 engine, with power increased to over 400 ps (depending on race regulations). Vehicle mass is expected to be reduced by up to 200 kg, bringing the weight of the racecar to less than 1200 kg (depending on race regulations).

Further changes for the Lotus Evora Type 124 Endurance Racecar include a six speed sequential paddle shift racing gearbox, full FIA specification roll cage, FIA-compliant 120 litre ATL fuel system, FIA fire extinguisher system, competition carbon fibre rear wing, diffuser and front splitter.

The racecar is fitted with AP Racing 6 piston callipers front and rear, with a race-tuned Bosch ABS system, 4-way adjustable dampers and adjustable anti-roll bars. The racecar runs on 18" rims shod with Pirelli racing slicks and the wheels widths have been increased over the roadcar to 9 ½ J on the front and 11 J on the rear.

The aerodynamically efficient Lotus Evora Type 124 Endurance Racecar body design, made from lightweight composite and carbon fibre panels, remains predominantly unchanged from the road car, with the only modifications being to the lower sections of the front and rear clamshells and the side sills.

The racecar is expected to compete in a number of endurance races in 2010/2011 forming part of a factory-supported race program. The races that are targeted are: The 2010 ADAC Nürburgring 24 Hours (Nürburgring Nordschleife, Germany) in May 2010, Merdeka Millennium 12 Hours (Sepang, Malaysia) in August 2010, BritCar 24 Hours (Silverstone, UK) in October 2010 and the Dubai 24 Hours (Dubai Autodrome, UAE) January 2011.

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Lincoln MKT, 2010

Lincoln MKT, 2010

 

The all-new 2010 Lincoln MKT is larger than the two-row Lincoln MKX mid-size premium crossover and joins the sumptuous and sporty Lincoln MKS luxury sedan launched in 2008 and the new Lincoln MKZ sedan that hits the market in spring.

Inside,

The high-quality materials and precision-stitched craftsmanship are evident on every surface - from the leather-trimmed seating surfaces and floating armrests to the optional flow-through second- row center console and jewel-like acrylic instrument cluster with LED white lighting.

Beyond that, customers can choose how to best specify Lincoln MKT:

• Customers' choice of a standard fixed glass Panoramic Vista Roof™ with power-assisted front and rear sunshades - or the available Power Panoramic VistaTM roof
• Either six- or seven-passenger variations with two different second-row seating configurations. A standard 60/ 40 split folding rear bench seat features heated outboard seating positions. Power "fold and tumble" bucket seats, with heating, cooling and power-assisted lumbar adjustment are also available. A rear console-mounted five-quart-capacity refrigerator is available in the individual bucket seating configuration
• Second-row footrests and an available dual headrest Family Entertainment System with twin 7-inch DVD playback screens offering individual or simultaneous programming
• A litany of exterior paint colors, including Ingot Silver Clearcoat Metallic, Tuxedo Black Clearcoat Metallic, Red Candy Tint Clearcoat Metallic, Cinnamon Clearcoat Metallic, Steel Blue Clearcoat Metallic, Gold Leaf Clearcoat Metallic, Sterling Grey Clearcoat Metallic and White Platinum Tri-Coat

Balancing power and efficiency
Fuel-efficiency also comes standard on the Lincoln MKT - and customers have a choice of two powerful yet practical V-6 engines.

A 3.7-liter, 24-valve variation of the award-winning Duratec engine family is standard. Delivering an expected 268 horsepower at 6,500 RPM and 267 ft.-lb. of torque at 4,250 RPM, this engine has been tuned to provide brisk acceleration and smooth power delivery.

Significant engineering and development time were invested in the 3.7-liter Duratec V-6 to deliver best-in-class noise, vibration and harshness (NVH) control. Lincoln MKT was benchmarked for interior quietness to allow normal conversation within the vehicle, using an articulation index.
A two-speed fuel pump and Aggressive Deceleration Fuel Shut-Off (ADFSO), combined with optimized transmission and final drive gearing, are designed to allow this engine to deliver segment-leading fuel economy for Lincoln MKT.

For even more performance driving feel, Lincoln MKT also offers a 3.5-liter twin-turbocharged EcoBoost V-6. This engine provides the power of a normally-aspirated V-8 with V-6 fuel economy. This advanced engine delivers a class-leading estimated 355 horsepower at 5,700 RPM, while generating 350 ft.-lb. of torque at 3,500 RPM.

EcoBoost is a global Ford strategy to deliver the power that customers want, combined with the fuel economy that they need. Combining gasoline direct injection with twin turbochargers and a smaller-displacement engine, EcoBoost can match the power output of larger, naturally aspirated engines while yielding torque and fuel economy gains.

Pressurized direct injection helps eliminate the "turbo lag" associated with earlier turbocharged engines. And even with the additional horsepower, fuel economy is optimized by an increased compression ratio, enabled by air-charged cooling and sophisticated knock controls.

Quiet, confident motoring
Key elements of Lincoln MKT suspension development and tuning included minimizing front end lift on acceleration, offering stable and engaging steering and handling characteristics that provide confidence to all drivers, all while delivering a luxurious ride quality consistent with Lincoln brand character.

A new rear suspension system features a "one for one" shock absorber ratio. The resulting linear response gave the engineering team a stable base line for suspension tuning, allowing the team to deliver a better balance between responsive handling and control as well as a smooth ride. It also improves rear suspension isolation and enables the use of 20-inch wheels.

Lincoln MKT delivers a new level of quiet confidence that delivers best-in-class levels of NVH control. Virtual modeling and wind tunnel tests helped engineers optimize the vehicle, influencing everything from side view mirror placement and special sound deadening in the bulkhead to extensive exhaust system isolation and the inclusion of both an acoustic windshield and dual-layer front side glass to specifically reduce A-pillar wind noise.
On the 3.5 EcoBoost V-6 equipped versions, engineers directed additional effort to minimizing induction noise, while still providing a rewarding aural cadence to Lincoln MKT acceleration.

Premium innovations
Lincoln MKT delivers abundant technologies aimed at making life luxurious for both the driver and three rows of passengers. A holistic approach was used to develop these amenities, where ease of use and intuitive operation were key objectives. Nowhere is this focus more apparent than with Active Park Assist.

Lincoln MKT with EcoBoost features advanced Electronic Power Assisted Steering (EPAS), which enables the optional Active Park Assist. This innovative Lincoln-exclusive technology employs an ultrasonic-based sensing system, as opposed to video camera-reliant competitive offerings, making hands-free parallel parking a breeze.

Active Park Assist works at the touch of a button, requiring less driver programming, reducing the risk of selecting an inappropriately sized parking space, detecting edges of adjacent objects to calculate optimized trajectory and "steering" the Lincoln MKT while coaching the driver through conventional throttle and braking inputs.

Additional Lincoln MKT customer convenience features:

• Adaptive Cruise Control (ACC) allows the driver to set and maintain vehicle speed, while radar monitors traffic ahead of the Lincoln MKT. This optional system automatically adjusts speed and slows the vehicle to maintain the set distance behind traffic ahead.
• Intelligent Access with Push Button Start allows the driver to enter the Lincoln MKT and start the engine without using the key. Entry is made easier as drivers simply carry the special fob as they approach the vehicle and start the engine by pushing a button.
• SecuriCode™ Keyless Entry Keypad allows access to Lincoln MKT by unlocking the driver's door by entering a pre-set five-digit code in the flush-mounted, backlit keypad integrated into the B-pillar.
• Adaptive Headlamps with Standard High-Intensity Discharge (HID) Lamps enhance nighttime visibility. Sensors monitor Lincoln MKT speed and steering wheel input to engage headlamp movement to increase the driver's field of vision.
• Auto High Beams coupled with Adaptive Headlamps enhance nighttime visibility by switching to high intensity when no other vehicles are in range.
• Rain-Sensing Wipers use an optical sensing system to gauge precipitation and automatically activate and adjust the wipers.
• EasyFuel™ Capless Fuel-Filler System self seals when refueling is complete.
• MyKey™ allows parent or other concerned owners to restrict certain Lincoln MKT features when in the hands of a MyKey driver. MyKey encourages safety belt usage, provides earlier low fuel warnings, engages applicable driver aid systems and sounds speed chimes at preset levels while limiting audio system volume and top vehicle speed.
• Blind Spot Information System (BLIS™) comes into play when a turn signal is activated. A radar sensor on the outboard rear quarter panel monitors the traditional blind spot area and can notify the driver with a warning indicator light in the corresponding side view mirror if the sensors in this optional system detect a vehicle in the blind spot.
• Cross Traffic Alert uses BLIS sensors to help detect traffic when backing out of a parking space. When the vehicle is in reverse and it senses traffic, mirror warning lights illuminate and audible signals sound.
• Spotter Mirrors add secondary convex spotter mirror panels in the top outer corner of the side view mirrors, specifically oriented to reflect objects often lost in a driver's blind spot.
• Reverse Camera System, a standard Lincoln MKT feature, uses the centerstack-mounted touch/ navigation screen for projection and activates upon reverse gear engagement.
• Lincoln SYNC™ is standard on Lincoln MKT. This award-winning voice activated communications and entertainment system developed by Ford and Microsoft fully integrates Bluetooth®-enabled mobile phones and digital media players into the vehicle.

SYNC incorporates 911 Assist, which can notify a local 911 emergency operator in the event of an air bag deployment incident. SYNC Vehicle Health Report feature can keep the driver notified of scheduled maintenance, service intervals and vehicle system health information.

Lincoln MKT is offered with two audio technology choices. Standard is an AM/FM In-Dash Single CD/DVD/MP3 capable unit with 10 speakers, SIRIUS Satellite Radio with six-month prepaid subscription, an auxiliary input jack and a USB port.

Neural Surround provides the Lincoln MKT audio upgrade a unique new technology for improving the surround sound experience from compressed digital music formats. In addition, a SIRIUS Travel Link™ prepaid subscription is included with the Navigation Package providing coast-to-coast weather data, forecasts, fuel prices, sports scores, movie listings and more.

The available Navigation Package also enables the driver to display personal photos on the centerstack-mounted touchscreen. The system can store and display up to 32 photos, sized 1.5MB or less. The home screen can be personalized, by display or desired information or photos in one, tow or three panel views.
Both systems feature an internal Jukebox hard drive for storage of up to 150 hours of recorded audio entertainment. Users can browse the Jukebox via touch screen or voice control. Gracenote® technology will display the CD cover when a selected track is playing.

Additional Lincoln MKT safety technologies:

• Safety Canopy is Ford's exclusive side impact protection system employing side curtain air bags to help protect front and outboard rear passengers in both rollover and side impact crashes.
• Beltminder reminder technology for driver and front seat passenger, persistently taking over after the initial safety belt signal stops chiming.
• SOS Post-Crash Alert System automatically flashes the turn signal lamps and sounds the horn following deployment of an air bag or activation of a safety belt pretensioner.

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Pontiac G8 GXP, 2009

Pontiac G8 GXP, 2009

 

Pontiac announced the flagship of its GXP performance series, the Pontiac G8 GXP high-performance sedan, at the 2008 New York Auto Show. This 2009 model will join the Solstice, G6 and Torrent GXP models in Pontiac dealerships in late 2008. The Pontiac G8 GXP takes the G8's responsive driving experience, refined passenger environment and aggressive good looks to a new level. It also delivers an enjoyable driving experience, thanks to a 6.2L V-8 that produces in excess of 400 horsepower.

Engine performance
The heart of the Pontiac G8 GXP is the 6.2L LS3 small-block V-8, currently rated at 402 horsepower (300 kW) and 402 lb.-ft. of torque (546 Nm) pending final SAE certification. This engine is the newest member of GM's small-block V-8 family. It features a revised, larger-bore cylinder block, high-flow, L92-style cylinder heads; larger-diameter pistons; unique camshaft and camshaft timing; revised valvetrain with offset intake rocker arms; high-flow intake manifold; and high-flow fuel injectors.

The LS3 engine has an aluminum cylinder block with cast-in-place iron cylinder liners. Larger bores help create a 376-cubic-inch displacement. The block casting also features revisions and machining in the bulkheads to enhance its strength and improve bay-to-bay breathing. New pistons were designed for high-rpm performance.

New, high-flow cylinder heads aid engine breathing and are based on the large port and valve design found on the LS7 engine and other GM L76 engines. The larger-capacity, straighter intake port-design optimizes intake flow to the combustion chamber, an effect augmented by large valves, measuring 2.16 inches (55.0 mm) on the intake side and 1.59 inches (40.4 mm) on the exhaust side.

Six on the floor
A new six-speed Tremec TR6060 manual transmission is optional on the Pontiac G8 GXP. This next-generation manual smoothly transfers the engine's power and torque to the rear wheels with a reduction in shift throw. The transmission features a host of refinements including premium gear synchronizers; stronger gears, housing, and bell housing; a single-piece counter shaft; and machined gear teeth.

The standard Hydra-Matic six-speed 6L80 automatic transmission is technologically advanced and robust. It uses a clutch-to-clutch operation and an integrated 32-bit transmission controller to deliver smooth and precise shifts. The six-speed has a generous 6.04:1 overall ratio that enables a "steep" first-gear. The result is strong launch acceleration along with "tall" overdrive ratios that lower engine rpms for better fuel economy and reduced noise.

A 3.27 final drive ratio comes with automatic-equipped GXPs, and a 3.70 gear is matched with the manual transmission. A limited-slip differential is standard.

High-performance suspension
The Pontiac G8 GXP rides on the G8's 114.8-inch (2915 mm) wheelbase with wide front (62.7 inches / 1,592 mm) and rear (63.3 inches / 1,608 mm) tracks. The four-wheel independent suspension is fully adjustable and is tuned for the highest performance in the G8 family. The GXP's ride and handling was developed and validated on racetracks and highways around the world, including the famed Nürburgring racing circuit. It rewards the driver with sharp, immediate responses, as well as a well-balanced road feel during spirited driving.

The suspension employs a MacPherson strut design in the front and a four-link, coil-over-shock design in the rear. A direct-acting front stabilizer bar, decoupled rear stabilizer bar and lateral ball joints on the rear suspension deliver increased lateral stiffness for more responsive handling. The front suspension features fully adjustable caster, camber and toe; the rear suspension has fully adjustable camber and toe, for more precise tuning.

Steering and brakes
The steering rate for the GXP is tuned to provide immediate response with definitive driver feedback. Like the G8 sedan and GT, the GXP's steering box is located ahead of the front axle line for a quicker, more direct feel.

The Brembo braking system matches the GXP's boost in performance with an equivalent increase in stopping power. The system includes 14-inch (355 mm) vented front and 12.76-inch (324 mm) rear disc rotors, with special quad-piston alloy calipers in front. The alloy calipers on the rear brakes have single-piston actuation. The four-wheel disc brake system includes standard anti-lock brakes and traction control.

Wheels and tires
The GXP rides on 19-inch polished aluminum wheels with a special machined face. Performance-oriented summer P245/40R19 tires are standard, and a comparable all-season tire is available. Combined with the suspension and steering enhancements, this setup gives the GXP exceptional cornering grip.

Exterior styling
The Pontiac G8 GXP exhibits strong Pontiac design cues. A unique front fascia with a lower splitter and a distinctive rear fascia diffuser contribute to its sporty look. The dual-port grille, fog lamps, bold wheels and confident, wheels-at-the-corners stance are all unmistakably Pontiac traits.

Interior amenities and comfort
The Pontiac G8 GXP's interior is driver-oriented with aesthetic and tactile details like instruments with a sporty appearance that match the car's performance. Interior materials consist of satin and chrome trim and high-quality textured materials throughout. The instrument cluster glows with crisp, white light on the primary instruments. Pontiac's signature red lighting illuminates the rest of the instrument panel cluster.

Standard comfort and convenience amenities include:

• Highly bolstered two-tone sport seats with color-coordinated gauge cluster and GXP embroidery
• Leather-trimmed steering wheel and gear shifter
• Power-adjustable front seats
• Fog lamps
• Alloy sport pedals
• A 230-watt Blaupunkt audio system
• XM Satellite Radio

Safety

• Maintaining the G8's tradition of a full suite of standard safety features, the Pontiac G8 GXP includes:
• Four-wheel disc brakes with ABS and traction control
• Electronic stability control
• Seat-mounted thorax air bags and dual-stage frontal air bags for front passengers, with automatic passenger sensing system
• Roof rail side-impact air bags for both seating rows
• OnStar

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Pontiac G6 Coupe, 2009

Pontiac G6 Coupe, 2009

 

All Pontiac G6 models, including sedans, coupes and convertibles, receive the interior upgrades. The uniquely styled Pontiac G6 GXP models will not be affected by the exterior or powertrain changes.

New Powertrain Options

For the first time, the Pontiac G6 coupe with GM's fuel sipping, 164-horsepower 2.4L four-cylinder Ecotec engine. Linked to a six-speed automatic transmission, the coupe's new powertrain combo is capable of the same 33 miles per gallon fuel efficiency as the current Pontiac G6 sedan and also incorporates a new TAPshift manual shift system with steering wheel-mounted paddle controls.

In those areas where E85 ethanol-based fuel is readily available, a FlexFuel version of the 219-horsepower 3.5L V6 will be available as a no-cost alternative to the standard 3.5L engine on all body styles.

The optional 222-horsepower 3.9L V6 for the Pontiac G6 convertible remains unchanged, as does the standard 252-horsepower 3.6L V6 in all GXP models.

Sportier Exterior
Inspired by the sporty front end styling of the new Pontiac G8 performance sedan, the new G6 front fascia features chrome surrounds for the signature Pontiac dual port honeycomb grille. This same grille pattern is carried to an updated lower air dam.

New are a revised headlight design with clear park/turn lenses and amber lamps, body color mirrors and painted rockers on the sedan and coupe. An updated spoiler is available for base model sedans and is standard on the GT models.

New rear fascias unique to the sedan and coupe/convertible accommodate both single and dual exhaust, as well as larger diameter exhaust tips.

17-inch chrome wheel covers are now standard equipped on all four-cylinder, six-speed automatic sedans and coupes. An updated 17-inch wheel will be standard as a part of the popular Sun-and-Sound package.

Refreshed Interior
A revised center stack is the most obvious interior enhancement of the 2009.5 model Pontiac G6, sporting all new HVAC controls and an updated AM/FM/CD/MP3 radio with auxiliary audio input jack. The driver information center has moved to the gauge cluster, which has also been enhanced with new graphics and lighting.

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Pontiac G6 Convertible, 2009

Pontiac G6 Convertible, 2009

 

 

 

Pontiac has announced that it is ringing in the new year with a fresh look for its best-selling line of G6 mid-size vehicles. Additional fuel-saving powertrain options, more aggressive exterior styling, and a sleek new instrument panel highlight the 2009.5 model Pontiac G6, which will begin arriving in the dealerships in January 2009. 

 

New Powertrain Options
For the first time, the Pontiac G6 coupe will be available with GM's fuel sipping, 164-horsepower 2.4L four-cylinder Ecotec engine. Linked to a six-speed automatic transmission, the coupe's new powertrain combo is capable of the same 33 miles per gallon fuel efficiency as the current Pontiac G6 sedan and also incorporates a new TAPshift manual shift system with steering wheel-mounted paddle controls.

The  222-horsepower 3.9L V6 for the Pontiac G6 convertible remains unchanged, as does the standard 252-horsepower 3.6L V6 in all GXP models.

Sportier Exterior
Inspired by the sporty front end styling of the new Pontiac G8 performance sedan, the new G6 front fascia features chrome surrounds for the signature Pontiac dual port honeycomb grille. This same grille pattern is carried to an updated lower air dam.

A revised headlight design with clear park/turn lenses and amber lamps, body color mirrors and painted rockers on the sedan and coupe. An updated spoiler is available for base model sedans and is standard on the GT models.

Refreshed Interior
A revised center stack is the most obvious interior enhancement of the 2009.5 model Pontiac G6, sporting all new HVAC controls and an updated AM/FM/CD/MP3 radio with auxiliary audio input jack. The driver information center has moved to the gauge cluster, which has also been enhanced with new graphics and lighting.

The interior changes include new dark satin nickel trim accents on the steering wheel, door panels, and shifter plate. New two-tone seats in an ebony-light taupe color combination are available in either cloth or leather for all models, offering an option to the standard ebony seats. A new optional ebony-titanium color leather seating package is also available on all GT and GXP models.

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Lexus GS 460, 2009

Lexus GS 460, 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.

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 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 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.

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Lexus GS 450h, 2009

Lexus GS 450h, 2009

 

 

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.

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.

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.

Safety and 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.

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.

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.

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.

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Mercedes-Benz A-Class, 2009

Mercedes-Benz A-Class, 2009

  

 

ELEGANCE and AVANTGARDE with an even more pronounced styling emphasis
Design features at the front end provide more distinctions between the design and equipment lines of the Mercedes-Benz A-Class. While the louvres in the radiator grille of the basic version are painted in dark-grey, they are respectively in metallic atlas grey and high-sheen iridium silver in the ELEGANCE and AVANTGARDE lines, and are also visually upgraded by additional chrome strips. Discreet chrome trim strips further reinforce this impression. In the AVANTGARDE line, the front bumper also has a distinctive design which emphasises the arrow-shape of the front end and suggests greater agility.

The rear end of the Mercedes-Benz A-Class is dominated by a modified bumper and newly designed rear light clusters which extend well into the vehicle flanks. Both these features make the body appear wider and therefore more imposing. In the ELEGANCE and AVANTGARDE models the rear bumper is embellished with additional, reflector-look trim strips and chrome inserts. The new, ergonomically improved tailgate handle is chrome-plated in both lines, as is the oval exhaust tailpipe.

Interior: upgraded with larger stowage compartments and new fabrics
Mercedes designers paid particular attention to enhanced value when redesigning the interior, choosing new, high-grade upholstery fabrics and door linings. In the ELEGANCE and AVANTGARDE lines the seats are upholstered in an attractive combination of ARTICO man-made leather and fabric, which is available in three colours. In addition new decorative trim of smoke-grey, diagonally brushed aluminium enhances the interior of the AVANTGARDE line, while the dignified aura of the ELEGANCE models is heightened by wood trim. All variants of the Mercedes-Benz A-Class share a larger stowage compartment in the centre console and a newly designed cupholder between the front seats.

The luxury seat package with seat cushion angle adjustment and lumbar support, seat height adjustment for the driver's seat, a front armrest and a parcel net in the front passenger footwell is standard equipment for ELEGANCE and AVANTGARDE models.

Fuel economy: the A 160 CDI BlueEFFICIENCY consumes 4.5 litres
With fuel consumption figures between 4.9 and 8.1 litres per 100 kilometres, the new-generation A-Class is a model of fuel economy. Thanks to detailed improvements, the fuel consumption of the state-of-the-art direct-injection diesel engines has been reduced by more than eight percent or 0.5 litres per 100 kilometres compared to the preceding series. From autumn 2008 Mercedes-Benz will introduce a standard BlueEFFICIENCY package for the three-door A 160 CDI with a manual transmission, with further improvements in engine efficiency, aerodynamics, rolling resistance, energy management and weight. The sum of these measures achieves a fuel saving of 0.4 litres, which means that the A 160 CDI BlueEFFICIENCY has an NEDC consumption of just 4.5 litres per 100 kilometres. As a result the CO2 emissions of the 60 kW/82 hp Coupé are 119 grams per kilometre.

The BlueEFFICIENCY package also an aerodynamically optimised radiator grille. This has a closed-off interior face to reduce the airflow to the engine, though the CDI engine is still cooled effectively at all times. The suspension has also been lowered by ten millimetres to reduce the drag coefficient even further.

Mercedes engineers have exploited an additional fuel-saving potential by controlling the onboard power supply of the A 160 CDIBlueEFFICIENCY according to demand, and therefore on an energy-saving basis. A sensor constantly monitors the battery so that the output of the generator can be reduced for certain periods when the battery is well charged. This reduces the work required of the engine, which therefore consumes less fuel. To recharge the battery with optimum energy efficiency, the generator management system utilises the engine's overrun phases to produce electrical energy.

Start-stop function: the engine switches off automatically when idling
In the case of the petrol engines, Mercedes engineers have achieved NEDC fuel savings of up to 0.4 litres per 100 kilometres with a newly developed ECO start-stop function. From autumn 2008 this system will be available for the high-volume models A 150 and A 170 on request. It automatically switches off the engine when the driver shifts the manual transmission to neutral at a low speed while applying the brakes. If the conditions for engine switch-off are met, the driver is informed by a special display in the instrument cluster.

Within fractions of a second, and almost noiselessly, the engine is restarted as soon as the clutch is operated or the brake released. This rapid and comfortable engine start is a major advantage of the ECO start-stop function versus other systems of this kind. To this end Mercedes-Benz uses a starter generator which is linked to the crankshaft via the drive belt. As a result the engine starts much more rapidly and quietly than with the conventional starter. During a journey the starter generator feeds electrical power to the onboard network of the Mercedes-Benz A-Class.

Economy: nine percent lower fuel consumption in city traffic
With the ECO start-stop function the NEDC fuel consumption is reduced by a further 6.5 percent or so. The A 150 BlueEFFICIENCY (70 kW/95 hp) absolves a measured test journey with a fuel consumption of 5.8 litres per 100 kilometres, which corresponds to 139 grams of carbon dioxide per kilometre.

Even greater advantages can be achieved in normal road traffic, as the results of extensive practical trials have confirmed: Mercedes employees tested the system in 175 test cars, covering a total of around 1.2 million kilometres. Roughly half of this enormous mileage was covered in city traffic, where the new ECO start-stop function enabled fuel savings of up to nine percent to be achieved.

Ecology: the Mercedes-Benz A-Class is the first compact car with an environmental certificate
Practical trials such as this are of immense importance to Mercedes-Benz when it comes to evaluating new technologies. The environmental compatibility of vehicles is not only assessed on the basis of standardised emissions and fuel consumption measurement, but also taking into account the entire vehicle lifecycle - from production and many years of operation to eventual recycling and disposal. An analysis of more than 40,000 individual processes provides an overall picture and enables the development work to be objectively assessed.

This form of environmental audit is the basis of the environmental certificate according to the stringent international ISO standard 14062 (Design For Environment), which Mercedes-Benz is the world's only automobile brand to have received. This certificate also applies to the new-generation A-Class, confirming the considerable advances made in the field of environmental protection. An analysis over a vehicle mileage of 150,000 kilometres shows that CO2 emissions are around seven percent below the figure for the preceding model (W168) of 2004, for example. Nitrogen oxide emissions have been reduced by no less than 13 percent.
Aspects other than favourable fuel consumption and low exhaust emissions are also important for the environmental certificate. For example the recycling concept of a vehicle: the Mercedes-Benz A-Class already meets the EU regulation coming into force from 2015, which prescribes a recycling rate of 95 percent. Plastic components with a total weight of 30.8 kilograms can be produced from high-grade recyclates - twice the figure achieved for the preceding model.

Safety: flashing brake lights warn following traffic
The adaptive brake light introduces technology from the luxury class into the compact segment, which therefore benefits from a further accident prevention system as a standard feature. Under emergency braking from a speed exceeding 50 km/h, the brake lights flash rapidly to warn following traffic, enabling drivers to respond quicker and prevent a collision.

Flashing brake lights are the result of extensive practical research covering the braking behaviour of drivers. Mercedes engineers found that the braking responses of drivers are on average 0.2 seconds faster in emergency braking situations if a flashing red warning is given in place of conventional brake lights. The stopping distance can be reduced by around 4.40 metres from a speed of 80 km/h, and even by around 5.50 metres from a speed of 100 km/h. If the A-Class is brought to a rapid stop from a speed exceeding 70 km/h, the hazard warning system is switched on in addition to the flashing brake lights.

the Mercedes-Benz A-Class sets standards in this market segment where occupant protection is concerned, with two-stage front airbags, belt tensioners in the front and for the outer rear seats, belt force limiters, active front head restraints and head/thorax sidebags. Mercedes-Benz has now added to this extensive safety technology with crash-responsive emergency lighting for the interior. This is switched on automatically following an accident of a defined severity, providing the occupants with better orientation and facilitating the work of the emergency services.

Parking assist: ultrasound and electric steering for easier parking
When finding and reversing into a parking space, drivers of the Mercedes-Benz A-Class will in future be aided by an active parking assist feature which is available on request for all model variants. Using side-mounted ultrasonic sensors, this system identifies suitable parking spaces on both sides of the road in passing, then informs the driver by means of a display. The sensors are active up to a speed of 35 km/h, and monitor the area to the left and right of the Mercedes-Benz A-Class. They measure the length and depth of possible parking spaces, indicating that the search is in progress with a " P " in the instrument cluster.

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Mazda 6 SAP Wagon, 2009

Mazda 6 SAP Wagon, 2009

 

 

The second-generation Mazda 6 was launched in November 2007 and represented an evolution of Mazda Zoom-Zoom.

Mazda 6 has always been a driver's car and with the launch of the new-generation model last year, the fun factor was improved even further. The second-generation Mazda 6 was introduced originally with four different engines - three lively MZR petrol engines (in 2.5, 2.0 and 1.8-litre displacements) delivering power between 170 PS to 120 PS, and a MZR-CD 2.0-litre common-rail turbo diesel producing 140 PS and 330 Nm of torque. Mazda now introduces a new clean turbo diesel in three power derivatives that is one of the quietest and most powerful in its class.

Mazda's new MZR-CD 2.2-litre turbo diesel has a lively yet cultivated character that will offer a truly exclusive driving experience under the bonnet of the second-generation Mazda 6. Offered in three versions producing 185, 163 and 125 PS of maximum output and powerful torque of 400, 360 and 310 Nm respectively, the MZR- CD 2.2 will meet the demands of a wide spectrum of customers in Europe.

Delivering the Power - Output and Torque
To realise this kind of power and torque with 2.2-litres of displacement, the MZR-CD 2.2 employs a highly efficient variable-geometry turbo charger (VGT) with curved (instead of straight) vanes on the turbine (exhaust) side. This increases maximum available torque at both low and high engine speeds, while also increasing all-important low- end response (as low as only 1,800 rpm with a lat maximum torque curve that continues until 3,000 rpm) that contributes smooth and powerful driving feel. When combined with an abradable seal on the compressor side (intake side), which reduces the clearance between the blade and the compressor housing, these deliver superior turbocharger response at just about all engine speeds.

Converting the engine's combustion energy into this much engine torque meant the pistons had to be designed to take the resulting high combustion pressure and temperatures. As a consequence, the pistons are made of an aluminium alloy with improved high- temperature fatigue strength. A half-Keystone cross-section top- ring with improved carbon scavenging abilities is used, and the groove for the top ring is made more durable with the adoption of a cooled ring carrier that increases the groove's cooling capability.

Mazda engineers also increased the fuel injection pressure to 200 MPa (by comparison, the previous generation MZR-CD 2.0- litre turbo diesel uses 180 MPa). They realised this by making functional improvements to the high-pressure pump, among other improvements, and by new injectors featuring 10 spray holes per injector (instead of the 6 spray holes for the MZR-CD 2.0-litre) that are smaller (reduced from 0.13 mm to just 0.119 mm). These changes enable more precise injection timing, and an increase in the number of times of injection and injection amount. And it allowed the fuel injection patterns at transitional states to be more precisely controlled. As a result, the Mazda 6 MZR-CD 2.2 provides superior acceleration in those situations you need it most, like entering the motorway. It also surpasses its competitors in lower speed acceleration. Acceleration in 3rd gear from 50 to 100 km/h, for example, is 1.7 seconds faster than the MZR-CD 2.0-litre.

Low Fuel Consumption
This new diesel engine also meets the requirements of Mazda's 'Sustainable Zoom-Zoom' plan by being frugal at the pump: all power derivatives use between 5.5 and 5.7 litres of fuel per 100 km (combined), some of the segment's lowest.

New injector with 10 spray holes
It achieves this by employing highly responsive solenoids for the common-rail injection system that achieve a minimum injection interval of just 0.2 ms (the MZR-CD 2.0 is 0.3 ms), which speeds up the minimum injection interval by about 30 percent, improves its responsiveness and lowers fuel usage. Fuel is also saved by lowering the compression ratio to 16.3:1 and utilizing the temperature cooling effect this causes, which secures more mixing time until ignition, and allows a more precise fuel-injection pattern. As a result, fuel consumption is a low 5.5 to 5.7 litres (depending on derivative) with CO 2 emissions from between 147 to 152 g/km. In fact, the MZR- CD 2.2-litre offers substantially higher power and torque than the previous-generation MZR-CD 2.0-litre, while delivering equal levels of fuel consumption and CO 2 emissions.

Low Emissions - Particulate Filter with World's First Ceramic Support Matrix Structure
Mazda engineers not only made the new 2.2-litre turbo diesel powerful and low consumption, they also lowered the amount of raw emissions and raised the efficiency of its after-treatment technologies. The engine's highly responsive fuel-injection technologies have new injectors (see above) that yield better atomized spray characteristics. These are combined with an exhaust-gas recirculation (EGR) system with a cooler bypass structure - that decreases unburned gases and NOx - and the high- response solenoids described above, to realise superior emissions performance without sacrificing power.

Emissions are then treated by a diesel particulate filter that uses a unique Mazda-developed, ceramic support matrix structure, which is the first of its kind to go into production in the world. Previous diesel particulate filters converted particulate matter (PM) into CO 2 by reacting the PM with the oxygen in the exhaust gas at the surface of the catalytic particle. This meant that the time needed for filter regeneration was determined by the amount of oxygen on the surface of the catalyst.

When the temperature of the exhaust gas is raised to quicken the regeneration time, then technological issues - like higher fuel usage or the ceramics exceeding their thermal resistance limit - can occur. Mazda solved these issues by using highly thermal resistant material for the ceramic monolith of its new diesel particulate filter, and designing the internal structure of the ceramic support matrix with passages for oxygen to enable a large amount of oxygen to be utilized for PM combustion. With this, Mazda has succeeded in significantly increasing the PM combustion speed. As a result, the number of times the diesel particulate filter has to regenerate (in combined mode) is cut in half, and the time necessary for each regeneration phase is shortened by one third. For owners of the new Mazda 6 MZR-CD 2.2-litre turbo diesel, this means worry-free filter regeneration and, because fewer regeneration phases are required and each takes less time, less fuel consumption overall.

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Mazda 6 SAP, 2009

Mazda 6 SAP, 2009

 

The second-generation Mazda 6 was launched in November 2007 and represented an evolution of Mazda Zoom-Zoom. It set a new standard in the non-premium CD segment for its combination of eye-catching stylishness, exclusive driving experience and insightful packaging, all offered in three distinct body styles. Since launch, it has found over 85,000 owners in Europe and has been contributing to Mazda Motor Europe's record sales in 2008. Now the Mazda 6 is about to get even more popular with the introduction of a new Mazda-developed 2.2-litre turbo diesel engine that is one of the quietest and most powerful in its segment and a new rear vehicle monitoring system for more active safety.

Mazda 6 has always been a driver's car and with the launch of the new-generation model last year, the fun factor was improved even further. The second-generation Mazda 6 was introduced originally with four different engines - three lively MZR petrol engines (in 2.5, 2.0 and 1.8-litre displacements) delivering power between 170 PS to 120 PS, and a MZR-CD 2.0-litre common-rail turbo diesel producing 140 PS and 330 Nm of torque. Mazda now introduces a new clean turbo diesel in three power derivatives that is one of the quietest and most powerful in its class.

Delivering the Power - Output and Torque

To realise this kind of power and torque with 2.2-litres of displacement, the MZR-CD 2.2 employs a highly efficient variable-geometry turbo charger (VGT) with curved (instead of straight) vanes on the turbine (exhaust) side. This increases maximum available torque at both low and high engine speeds, while also increasing all-important low- end response (as low as only 1,800 rpm with a lat maximum torque curve that continues until 3,000 rpm) that contributes smooth and powerful driving feel. When combined with an abradable seal on the compressor side (intake side), which reduces the clearance between the blade and the compressor housing, these deliver superior turbocharger response at just about all engine speeds.

Converting the engine's combustion energy into this much engine torque meant the pistons had to be designed to take the resulting high combustion pressure and temperatures. As a consequence, the pistons are made of an aluminium alloy with improved high- temperature fatigue strength. A half-Keystone cross-section top- ring with improved carbon scavenging abilities is used, and the groove for the top ring is made more durable with the adoption of a cooled ring carrier that increases the groove's cooling capability.

Mazda engineers also increased the fuel injection pressure to 200 MPa (by comparison, the previous generation MZR-CD 2.0- litre turbo diesel uses 180 MPa). They realised this by making functional improvements to the high-pressure pump, among other improvements, and by new injectors featuring 10 spray holes per injector (instead of the 6 spray holes for the MZR-CD 2.0-litre) that are smaller (reduced from 0.13 mm to just 0.119 mm). These changes enable more precise injection timing, and an increase in the number of times of injection and injection amount. And it allowed the fuel injection patterns at transitional states to be more precisely controlled. As a result, the Mazda 6 MZR-CD 2.2 provides superior acceleration in those situations you need it most, like entering the motorway. It also surpasses its competitors in lower speed acceleration. Acceleration in 3rd gear from 50 to 100 km/h, for example, is 1.7 seconds faster than the MZR-CD 2.0-litre.

Low Fuel Consumption
This new diesel engine also meets the requirements of Mazda's 'Sustainable Zoom-Zoom' plan by being frugal at the pump: all power derivatives use between 5.5 and 5.7 litres of fuel per 100 km (combined), some of the segment's lowest.

New injector with 10 spray holes
It achieves this by employing highly responsive solenoids for the common-rail injection system that achieve a minimum injection interval of just 0.2 ms (the MZR-CD 2.0 is 0.3 ms), which speeds up the minimum injection interval by about 30 percent, improves its responsiveness and lowers fuel usage. Fuel is also saved by lowering the compression ratio to 16.3:1 and utilizing the temperature cooling effect this causes, which secures more mixing time until ignition, and allows a more precise fuel-injection pattern. As a result, fuel consumption is a low 5.5 to 5.7 litres (depending on derivative) with CO 2 emissions from between 147 to 152 g/km. In fact, the MZR- CD 2.2-litre offers substantially higher power and torque than the previous-generation MZR-CD 2.0-litre, while delivering equal levels of fuel consumption and CO 2 emissions.

Low Emissions - Particulate Filter with World's First Ceramic Support Matrix Structure
Mazda engineers not only made the new 2.2-litre turbo diesel powerful and low consumption, they also lowered the amount of raw emissions and raised the efficiency of its after-treatment technologies. The engine's highly responsive fuel-injection technologies have new injectors (see above) that yield better atomized spray characteristics. These are combined with an exhaust-gas recirculation (EGR) system with a cooler bypass structure - that decreases unburned gases and NOx - and the high- response solenoids described above, to realise superior emissions performance without sacrificing power.

Emissions are then treated by a diesel particulate filter that uses a unique Mazda-developed, ceramic support matrix structure, which is the first of its kind to go into production in the world. Previous diesel particulate filters converted particulate matter (PM) into CO 2 by reacting the PM with the oxygen in the exhaust gas at the surface of the catalytic particle. This meant that the time needed for filter regeneration was determined by the amount of oxygen on the surface of the catalyst.

When the temperature of the exhaust gas is raised to quicken the regeneration time, then technological issues - like higher fuel usage or the ceramics exceeding their thermal resistance limit - can occur. Mazda solved these issues by using highly thermal resistant material for the ceramic monolith of its new diesel particulate filter, and designing the internal structure of the ceramic support matrix with passages for oxygen to enable a large amount of oxygen to be utilized for PM combustion. With this, Mazda has succeeded in significantly increasing the PM combustion speed. As a result, the number of times the diesel particulate filter has to regenerate (in combined mode) is cut in half, and the time necessary for each regeneration phase is shortened by one third. For owners of the new Mazda 6 MZR-CD 2.2-litre turbo diesel, this means worry-free filter regeneration and, because fewer regeneration phases are required and each takes less time, less fuel consumption overall.

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