Porsche 911 GT3 RS 4.0, 2012

 

 

 

 

 

 

• Porsche 911 GT3 RS 4.0, 2012

With the Porsche 911 GT3 RS 4.0, one of Dr. Ing. h.c. F. Porsche AG, Stuttgart's most popular, coveted and successful racing pedigree production cars is entering the home straight. Limited to 600 vehicles, the Porsche 911 GT3 RS 4.0 brings together in a road car all the attributes that have made the Porsche 911 GT3 a serial winner on the race track.

The new 911 GT3 RS 4.0 is a thoroughbred vehicle, uncompromisingly optimised for handling, with the performance of all vehicle components, including the suspension and aerodynamics, specially synchronised. Its true performance potential is especially evident on racing circuits: It makes it round the Nürburgring-Nordschleife in 7:27 minutes. With its gearing designed for the racing circuit, the Porsche 911 GT3 RS 4.0, available exclusively with a six-speed sports transmission, reaches the 200 km/h (124 mph) mark in under 12 seconds.

The Porsche 911 GT3 RS 4.0's outstanding driving dynamics are the fruit of meticulously coordinated details. In addition to using the suspension components typically encountered in motor racing, weight reduction is also of supreme importance. Equipped as standard with lightweight components such as bucket seats, bonnet and front wings made of carbon fibre, plastic rear windows and weight-optimised carpets, the two-seater's ready-for-road weight is a mere 1,360 kilograms with a full tank of fuel. At 2.72 kg/hp, the Porsche 911 GT3 RS 4.0's power-to-weight ratio thereby dips below the magical threshold of three kilograms per hp.

The limited 911 edition is painted white as standard and emphasises its proximity to motor racing by its dynamic appearance. Trademark characteristics are the wide track, the low vehicle position, the large rear wing with adapted side plates, the typical central twin tailpipe and the aerodynamically optimised body. The lateral front air deflection vanes, socalled flics, making their first appearance on a production Porsche, testify to the aerodynamic precision engineering. They create increased downforce on the front axle and together with the steeply inclined rear wing bring the vehicle into aerodynamic equilibrium.

The most powerful naturally aspirated engine of all the 911s The Porsche 911 GT3 RS 4.0's six-cylinder, naturally aspirated engine saw the light of day under the tutelage of the Porsche engineer team, also responsible for racing car development. The four-litre engine offers motorsport technology to its innermost core. The flat engine's crankshaft has been lifted unchanged from the 911 GT3 RSR racing car's six-cylinder engine and the forged pistons' connecting rods are crafted from titanium. True to the highrevving concept, the engine is designed with a short-stroke; with a bore of 102.7 mm each cylinder's stroke is 80.4 mm, thus ensuring a compression ratio of 12.6:1. The four-litre displacement sports engine, the biggest ever sports engine in a production 911, is Porsche's most powerful naturally aspirated engine with 125 hp/litre (92 kW). It achieves its maximum power of 368 kW (500 hp) at 8,250 revs per minute. The maximum rpm is 8,500.

The engine delivers its maximum torque of 460 Newton metres at 5,750 rpm. The new Porsche 911 GT3 RS 4.0 is also fitted as standard with a sport button in the front centre console. Pressing this button increases the torque in mid-range engine speeds by up to 35 Nm. But the maximum torque remains unchanged. The increase in torque is achieved by additionally reducing the exhaust back pressure in the sports exhaust system and the associated improvement in the gas cycle.

The six-cylinder engine is rigorously optimised for uncompromising agility and high revving. This includes the use of a single-mass flywheel that makes the engine rev faster, thus exploiting an additional acceleration potential. This single-mass flywheel offers a weight advantage of over eight kilograms compared with the 911 GT3's dual-mass flywheel. Other important features are the dry-sump lubrication with external engine oil reservoir, the specially developed VarioCam valve control on the inlet and outlet camshafts with small and high rpm-resistant bucket tappets, a variable intake system with two tuning flaps and a reduced back pressure sports exhaust system.

Motor racing air filter in the carbon housing
The Porsche 911 GT3 RS 4.0's intake system is characterised by the short manifold with its large cross-section and conical geometry and the special air filter housing made of especially lightweight carbon surface finish. The air filter originates from the 911 GT3 R Hybrid racing car and is an all-new development with more than a ten percent reduction in intake resistance. This is achieved by large twin-flow inlets, the aerodynamic outflow to the mass air flow sensor and the use of two filter cartridges derived from the motorsport world. These slightly conically shaped filter cartridges have a large filter area and a thin filter paper that offers little resistance to airflow.

The exhaust gases exit the six-cylinder engine through fan-type exhaust pipes, catalytic converters and reduced back pressure silencers, thus comfortably complying with the Euro 5 emission limit values.

This engine was originally based on the power unit of the successful Porsche GT1 racing car that won the 1988 Le Mans race. This engine was refined over several generations of 911 GT3 and in the 911 GT3 RS 4.0 represents the ultimate development for a Porsche 911 performance vehicle with naturally aspirated engine and road use licence.

Power transmission rigorously optimised for driving dynamics
The Porsche 911 GT3 RS 4.0 is exclusively available with a six-speed manual transmission optimised to achieve short gate travel, low weight and high efficiency. To enhance performance, gears one to five have an approximately eleven percent lower gear ratio relative to the 911 GT3. This makes for a favourable power pick-up after the gear change, thereby tapping into an additional potential reservoir of acceleration. This is also catered for by a reinforced clutch pressure plate. The gear ratio of the sixth gear is also reduced by five percent relative to the GT3. This gearing deliberately sacrifices a higher top speed in favour of increased performance on the racing circuit.

The Porsche 911 GT3 RS 4.0's engine is complemented by an asymmetric effect mechanical rear differential lock. The locking values are 28 percent in traction and 40 percent in propulsion, offering both high traction on changing road surfaces as well as precise handling in corners when pushing the driving dynamics boundaries, especially under changing loads.

Precise motor racing standard chassis
As a sports car that is uncompromisingly designed with driving dynamics in mind, the Porsche 911 GT3 RS 4.0 features a chassis specifically tuned for performance. The new high performance sports car is fitted as standard with the Porsche Active Suspension Management (PASM), a sportily tuned variant of the Porsche Stability Management (PSM) system that can be deactivated in two stages, as well as dynamic engine mounts.

To enhance performance, the new Porsche 911 GT3 RS 4.0 features an especially light and sportily precise chassis. All wheel-bearing components are made from lightweight aluminium. An additional weight advantage is generated by the increased coil pitch, front axle spring setting as well as the use of additional springs - so-called "helper springs" - on the rear axle. They are located towards the bottom of the spring element, thus enabling the use of a short and light main spring. At the same time, they ensure the initial tension of the main spring in a fully rebound state. This design is widely encountered in motor sport and is employed in all 911 GT racing cars.

Lower wishbones, tie rods and the tie bar connections on the body and the spring strut on the wheel carrier are fitted with ball joints. They offer even greater precision than normal elastokinematic bearings. With the new 911 GT3 RS 4.0, as with all 911 GT models, in addition to the track it is possible to customise the stabilisers as well as the spring system, including vehicle height, to achieve the desired handling characteristics on racing circuits.

The Wide sports tyres on wheels with central locking
To increase stability, not only has the rear axle track width on the new 911 GT3 RS 4.0 been designed to be especially wide, the same applies to the front axle as well. The bene fits: Even more agile steering behaviour and even faster cornering speeds. The Porsche 911 GT3 RS 4.0 is fitted with wheels with central locking and especially high lateral adhesion tyres for even better racing circuit performance. Nine inch wheels with 245/35 ZR 19 size sports tyres are fitted on the front axle. The rear axle is fitted with twelve inch wheels running on 325/30 ZR 19 tyres for high traction and transverse force potential. The air pressure in all four tyres is permanently monitored by the tyre pressure monitoring system (TPMS) fitted as standard.

The PSM's custom tuning also satisfies even extremely sporty drivers' handling requirements. Its independent control algorithm that can be completely deactivated in two stages, was specially developed for sporty use on racing circuits.

The dynamic engine mounts fitted as standard also contribute to the superior driving dynamics. Depending on the driving situation, the mounts change their stiffness and damping, ensuring that the engine is clamped almost rigidly to the body when being driven with a very dynamic driving style.

High-performance brake system with optional ceramic disc brakes
The GT3 RS 4.0's high-performance brake system comprises six-piston aluminium fixed caliper brakes at the front and four-piston aluminium fixed caliper brakes at the rear. All brake calipers are painted red. To reduce weight, all four composite disc brake hubs are made of aluminium. The disc brake diameter on the front axle is 380 millimetres and 350 millimetres on the rear axle. The discs are internally ventilated and perforated. The PCCB brake system is available as an option; the ceramic disc brakes are of the same diameter. To ensure braking power under high stresses, in addition to intensive brake ventilation on the front axle the Porsche 911 GT3 RS 4.0 also features brake ventilation on the rear axle. This involves special brake air ducts fitted laterally on the underbody directing cooling air to the rear brake system.

Also available as an option are the pneumatic lifting system for the front axle, which enables the front-end of the car to be lifted by approximately 30 mm as well as a 90 litre capacity long-range tank.

Further optimised aerodynamics generate additional downforce
The new 911 GT3 RS 4.0's motor racing influences are clearly apparent from the body, which boasts two important characteristics: It is particularly light and is aerodynamically particularly sophisticated.

The Porsche 911 GT3 RS 4.0's ready-for-road weight is 1,360 kilograms. That equates to a dry weight of approximately 1,280 kilograms. That means that the new road racer is only approximately 80 kilograms heavier than a GT3 racing car. The rigorous weight reduction can be seen in numerous details. As with all 911 sports cars, extensive use is made of aluminium, both the Porsche 911 GT3 RS 4.0's front wings are made of carbon fibre as is the bonnet. Both the rear window and rear side windows are made of lightweight polycarbonate. The rear centre panel adjoining the rear window is made of glass fibre-reinforced poly urethane and the rear lid of glass fibre-reinforced plastic (GRP). Both driver and front seat passenger are accommodated in particularly lightweight bucket seats; the floor is clad with weight optimised carpets.

An additional weight reduction option is the lithium-ion technology starter battery, which Porsche is the first car manufacturer to offer. Weighing less than six kilograms, the storage battery is more than ten kilograms lighter than a conventional 60 Ah lead battery. The lithium-ion battery is delivered with the vehicle and can be substituted for the conventional, standard starter battery. By delivering both batteries the vehicle is ready for use throughout the year because although the lightweight battery is very serviceable for everyday use, its starting ability - because of its specific characteristics - is limited at outside temperatures below zero degrees Celsius.

First production Porsche with front air deflection vanes
The Porsche 911 GT3 RS 4.0's motor racing bent is immediately recognisable from its aerodynamic design. The 911 GT3 RS 4.0 is the first Porsche production sports car to feature so-called flics, or air deflection vanes, mounted on the side of the front apron. In terms of their basic function they can be traced to motor racing, are aerodynamically highly effective and increase downforce on the front axle. The large fixed rear wing is a traditional feature of the 911 GT3 RS models and provides downforce on the rear axle. In the case of the new 911 GT3 RS 4.0 it is painted in the same colour as the car and features special side plates that provide aerodynamic compensation for the front end flics. As a result, at top speed, aerodynamic forces exert an additional 190 kilograms pushing the Porsche 911 GT3 RS 4.0 onto the road. As a result, the 911 GT3 RS 4.0 offers yet higher acceleration potential for even higher cornering speed on racing circuits.

The front end of the Porsche 911 GT3 RS 4.0 continues to be defined by the Bi-Xenon headlights fitted as standard, LED technology day running and position lights, the large air inlets and additional air outlet forward of the luggage compartment lid. The central, slightly protruding cooling air intake in GT metallic silver is particularly striking. Its slight wedge shape enhances aerodynamic efficiency and, together with the integrated cooling air duct and exhaust air opening forward of the luggage compartment lid, promotes aerodynamic downforce on the front axle. This effect is assisted by the bold contours of the black polyurethane front spoiler lip.

Other characteristic features are the air inlet and outlet grilles painted in a titanium colour and the widely-protruding exterior cooling air inlets. With the new Porsche 911 GT3 RS 4.0 the size of the air inlets and vehicle's width are further emphasised by a sickle-shaped decorative strip in GT metallic silver around the side air inlets and front lights. This is complemented by a decorative strip in GT metallic silver running centrally around the entire vehicle edged in red, beginning with the Porsche badge on the luggage compartment lid and ending on the red "RS 4.0" model lettering on the rear lid.

Light and high-quality interior equipment
The motor racing orientated interior equipment with red Alcantara highlights is entirely in keeping with the new 911 GT3 RS 4.0's intended purpose. For example, lightweight door panels with traditional door opening straps, a specifically GT3 SportDesign steering wheel with red centrally positioned markings and various carbon elements are used. For example, the door entry guards are made with a carbon finish. The Clubsport package comprising roll-over bar, fire extinguisher, six-point racing harness and flame-retardant seat covers is fitted as standard.

In conjunction with the Clubsport package the lightweight carbon fibre bucket seats are clad in black leather and, depending on specification, a seat centre section in red or black Alcantara. The "RS 4.0" lettering is embroidered on the headrests. Both sports bucket seats with folding back rest and adaptive sports seats are available as an option on the Porsche 911 GT3 RS 4.0 at no extra cost. These optional seats feature thorax airbags located in the seat bolsters.

Other exclusive details of the new Porsche 911 GT3 RS 4.0 are carbon finish door entry guards with the lettering "RS 4.0". This lettering is also to be found on the rev counter in the instrument cluster, on the rear floor carpet and on the decorative moulding on the dashboard above the glove compartment. The badge proclaiming the limited edition status is positioned on the glove compartment lid. The cup holder has been discarded on the grounds of weight. To optimise the weight yet further the RS 4.0 can also be ordered without air-conditioning and radio. The interior equipment and the audio system on offer are attractive options such as for example leather/Alcantara upholstery in black, cruise control, Sound Package Plus, Porsche Communication Management (PCM) with navigation system, telephone module and universal audio interface.

• Specifications of the Porsche 911 GT3 RS 4.0

    Displacement: 3,996 cc
    Bore: 102.7 mm
    Stroke: 80.4 mm
    Compression Ratio: 12.6:1
    Engine Power: 368 kW (500 hp) at 8,250 rpm
    Max. Torque: 460 Nm at 5,750 rpm
    Power Output per Litre: 92 kW/litre (125 HP/litre)
    Maximum Revs: 8,500 rpm
    Fuel Type: Premium Plus
    Dimensions
        Length 4,460 mm
        Width 1,852 mm
        Height 1,280 mm
        Wheelbase 2,355 mm
        Track widths Front 1,509 mm
        Rear 1,554 mm
        Luggage compartment volume: 105 litres
        Fuel tank capacity: 67 litres (90 litres as an option)
        Unladen weight DIN: 1,360 kg
        Permissible gross weight: 1,680 kg

    Performance
        Top speed: 310 km/h (193 mph)
        0-100 km/h (0 - 62 mph): 3.9 s
        0-160 km/h (99 mph): 7.9 s
        0-200 km/h (124 mph): 11.9 s
        0-1000 metres (3,280 ft): 21.2 s
    Fuel Consumption (NEDC)
        Urban: 20.4 litres
        Extra urban: 9.9 litres
        Combined: 13.8 litres
    CO2 Emissions: 326 g/km
    Emission Category: Euro 5 Porsche 911 GT3 RS 4.0, 2012

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Lincoln MKT, 2013

 

 

 

 Lincoln MKT, 2013

The Lincoln MKT full-size crossover offers a dramatically improved ride, sharper handling, better fuel economy and new safety technologies including rear inflatable seat belts for the 2013 model year, providing customers benefits and features that match or exceed more expensive competitors.

NEW STYLING
The changes ensure a recognizable Lincoln family look going forward. The grille and front fascia all are new, as are the wheel selections.

THREE-ROW INTERIOR
Inside, functional, styling and safety updates transform the already distinctive and roomy interior of the new Lincoln MKT into an even more welcoming, luxurious and technologically advanced space.

The significantly revised interior complements the airy feeling afforded by the standard Panoramic Fixed-glass Vista Roof.

The Lincoln MKT offers three rows of seating configured in six- and seven-passenger alternatives. Highlighting the emphasis on first-class travel, those riding in the second row enjoy more legroom than any vehicle in this class. The second-row seats can also be heated and cooled. The second-row refrigerator (integrated into the center console) remains a popular option.

MYLINCOLN TOUCH
Drivers particularly benefit from the latest upgrade of MyLincoln Touch hardware that equips the new MKT with Lincoln's most advanced HMI or Human-Machine Interface.

The all-new instrumentation features a central speedometer flanked by two full-color reconfigurable LCD screens. The 4.2-inch LCD screens are controlled by five-way buttons on the steering wheel. The 8-inch multi-function LCD touch screen dominates the center stack and provides the visual and control interface for the entertainment system, phone, navigation and climate control.

The INFOTAINMENT SYSTEMS
Lincoln MKT offers two audio systems, both controlled through MyLincoln Touch. The standard system includes AM/FM/CD/MP3/satellite sources playing through a 210-watt system that drives eight speakers.

The optional hardware is the THX II Certified Car Audio System that brings home-theater sound to the open road. The 700-watt system plays through 14 strategically aimed premium audio speakers. Sources include AM/FM/CD6/DVD/MP3/HD Radio plus an auxiliary input jack and a USB port. SiriusXM satellite radio with six-month prepaid subscription is standard.

Sirius XM Traffic and SiriusXM Travel Link with voice-activated navigation controls are available. A prepaid subscription to SiriusXM Traffic and Travel Link is included when the available SD card-based navigation system is selected. MyLincoln Touch and SYNC enable voice-activated navigation control. In addition to an easily updateable navigation database, additional Sirius features include coast-to-coast weather data, forecasts, fuel prices, sports scores, movie listings and more.

CRAFTED, NATURAL, COMFORTABLE
Standard 12-way adjustable front seats, adjustable pedals and power tilt/telescoping steering wheel help accommodate a wide range of drivers.

The leather surfaces for the first two rows of seating are provided by the Bridge of Weir leather company. Sourced from Scotland, Bridge of Weir leather can also be found in luxury jets, yachts and covering fine furniture.
The company uses a unique organic tanning method, which produces leather free of chromium - making it one of the most environmentally friendly and fully recyclable leathers available. French and Deck seams add to the interior's high level of finish.

The seat cushions, head restraints and seat backs are made with soy foam, which has a lower environmental impact than petroleum-based foams. In addition, the soy-based materials deliver excellent performance and offer equivalent comfort and durability.

The heated steering wheel is a welcome new option for drivers who live in colder climates. A thin metal element under the wheel's leather-wrapped rim can raise the rim's surface temperature from minus 4 degrees Fahrenheit (minus 20 degrees Celsius) to 74F (23C) in five minutes.
Because interior quietness is a universal luxury cue, the 2013 MKT is significantly quieter than the 2012 model. Additional noise barriers and absorbers were placed in the front wheel wells, around the shock towers, under the hood and in the trunk. The exterior mirrors also were redesigned to reduce wind noise.

IMPROVED SYNC
The next generation of the award-winning SYNC system continues to become easier to use and more robust in its operation. New, simpler screen designs improve the user interface. Larger and bolder fonts make screens easier to read. SYNC's voice recognition experience, powered by Nuance, also improves.

Microsoft's Windows Embedded Auto software platform continues to be the operating platform that will deliver faster response times. SYNC has evolved from a stand-alone module for communication and entertainment to become a fully integrated operating system for Lincoln vehicles with MyLincoln Touch.

As a further enhancement to the SYNC experience, the standard system in the 2013 Lincoln MKT provides Operator Assist as a standard SYNC Services feature, allowing users to connect with a live person free of charge.
SYNC also enables the interior of the Lincoln MKT to become a Wi-Fi hot spot when linked to a data-enabled cellular device. With active Wi-Fi, passengers can link to the Web on gaming systems, PDAs, tables and laptops.

POWERTRAIN
The standard engine for 2013 is a more powerful and efficient 3.7-liter V6 that includes twin independent variable camshaft timing (Ti-VCT). The ability to vary camshaft timing to optimize the opening and closing of intake and exhaust valves increases the engine's power and efficiency.

Horsepower for 2013 increases to 300 from 268, a 10 percent increase achieved with projected fuel economy ratings that improve to 17 mpg city, 25 mpg highway, a 1 mpg highway improvement. The Lincoln MKT now offers more standard horsepower than the Audi Q7 and Acura MDX and nearly matches the 302-hp Mercedes-Benz R350.

Fuel economy for the Lincoln MKT achieved on regular unleaded fuel surpasses these competitors by as much as 4 mpg highway.

3.5-LITER ECOBOOST V6
Nine out of 10 MKT retail customers opt for twin-turbo 3.5-liter EcoBoost V6, an engine that provides V8 performance with the fuel economy of a V6. In terms of horsepower from optional engines, the Lincoln MKT fitted with EcoBoost has no direct competition.

The 3.5-liter gasoline turbo direct-injected (GTDI) engine produces 355 horsepower at 5,700 rpm and an expansive torque curve that plateaus at 350 lb.-ft. of torque from 1,500 to 5,250 rpm. Fuel economy is projected to be 16 mpg city, 22 mpg highway. The EcoBoost V6 earned a slot on Ward's 2010 "10 Best Engines" honoree list the year it was introduced.

EFFICIENT SIX-SPEED TRANSMISSIONS
Lincoln MKT is equipped with two versions of the six-speed SelectShift Automatic transmission, both with steering wheel-mounted paddle shifters. The 3.7-liter Ti-VCT V6 uses the 6F-50, and the more powerful 3.5-liter EcoBoost V6 uses the heavy-duty 6F-55. This transmission features high-energy friction materials, a larger ring gear and a specific torque converter that optimize the 6F-55 to handle the high-torque output of the twin-turbo 3.5-liter.

These gearboxes offer the driver a choice between fully automatic operation and manual control. Intuitive to operate, a squeeze back on either paddle will deliver an upshift, while a gentle push forward on either paddle will induce a matched-rev downshift. Unlike some competitive transmissions, SelectShift won't second guess the driver with an override shift. The manual control is truly controlled by the driver.

ALL-WHEEL DRIVE
All-wheel drive is standard with the twin-turbo 3.5-liter V6. In good weather over smooth roads at modest speeds - when AWD is not needed - the system intelligently routes power only to the front wheels, improving fuel efficiency.

When driver input or road conditions indicate that slip might occur, the system sends power rearward to help prevent tire slip from happening in the first place (such as on rain-slicked or snow-covered roads).

A myriad of inputs enables the computer-controlled system to identify and immediately react - in as little as 16 milliseconds - to changing road conditions and driver demands. The amount of torque sent to the rear axle varies depending on road conditions and dynamic needs.

NEW CHASSIS TECHNOLOGY
Making a full-size crossover ride smoothly but handle well can be a real challenge.

Continuously Controlled Damping (CCD) is fitted to the new Lincoln MKT when the crossover is equipped with the optional 3.5-liter EcoBoost V6 engine. The adjustable suspension enables a more confident driving experience that defines the Lincoln DNA balance of ride comfort and handling. Regardless of road conditions, drivers will enjoy a markedly smoother, more controlled ride because CCD is always tuning and refining the ride quality.

The fully integrated system delivers its on-road benefit by significantly expanding the chassis's capabilities compared to a chassis with nonadjustable struts and shock absorbers, known as dampers by chassis engineers.

REAL-TIME DAMPING
Compared to the fixed-rate damper standard on the 2012 MKT, the CCD damper on the 2013 MKT offers dramatically expanded control range. CCD utilizes 46 inputs to feed data to a sophisticated control unit that continuously monitors more than 23,000 packets of information per second.

The CCD control module reacts to the data by calculating the optimal damping force every 2 milliseconds or 500 times per second. Mechanical adjustments typically occur 20 times per second, but can be as rapid as 50 times per second. On average, large damper force adjustments (such as firm to soft) occur in just 11 milliseconds. For engineers, mechanical actions that occur in less than 13 milliseconds are considered real-time actions.

CCD constantly reads the road surface and continuously adjusts the suspension in real time within the three selectable ranges - Sport, Normal and Comfort. CCD operates so quickly that it can react pre-emptively.

CCD recognizes, for example, when the Lincoln MKT is about to encounter a typical pothole. The system instantly tightens damper control to prevent the wheel and tire from crashing down into the full depth of the pothole. Typically, the damping rate increases by more than 150 percent vs. the system's softest setting, helping to smooth out an otherwise harsh and jarring event. The system is so quick that inputs received at the front wheels are used to prepare the rear wheels to deliver a better driving experience.

"CCD is always active, refining the ride of the new MKT," said Brian Naspinsky, Lincoln Vehicle Integration engineer. "CCD helps reduce body roll by up to 20 percent, making the MKT feel tighter and more buttoned down. Understeer on the MKT has been reduced by approximately 25 percent, so the car feels more eager and ready to respond. Simultaneously, CCD also makes it possible to provide a smoother, more confident ride over virtually any road surface."

LINCOLN DRIVE CONTROL
Three distinct driving modes - Sport, Normal and Comfort - are easy to select using the MKT's new Lincoln Drive Control and the shift lever.

Lincoln Drive Control enables drivers to change the driving personality of the Lincoln MKT:
    Normal mode - When the gear selector is in Drive, Lincoln Drive Control delivers the ideal Lincoln ride, balancing comfort with confident control and handling. Many drivers will find this setting perfect for commuting and everyday driving. This mode provides an engaging drive experience and a direct connection to the road without sacrificing the expected comfort and smoothness
    Sport mode - When the gear selector is in Sport, Lincoln Drive Control transforms this crossover's personality into a more performance-oriented machine. The following systems change settings in Sport mode:
    The CCD suspension switches from operating in its normal range to its firmest sport range (25 to 30 percent more control than Normal), emphasizing handling
    The electric power-assisted steering recalibrates to provide more road feel and greater steering effort
    The engine responds more directly to the driver's inputs
    The transmission upshifts at higher rpm, downshifts become more aggressive, and the transmission will hold gears longer and while in corners. Additionally, sixth gear is locked out
    Traction control and electronic stability control settings are also modified to allow more spirited driving

In addition to Normal and Sport, Lincoln Drive Control offers the Comfort mode. When drivers want the most relaxed driving experience, the Settings menu in MyLincoln Touch offers easy access to the Comfort mode.

The Comfort mode instructs the CCD suspension to run in its smoothest range. The dampers exert 10 to 15 percent less control compared with Normal. The electric power-assisted steering system also reduces the effort needed to turn the wheel at low speeds, for example, as when parking.

The STEERING
The steering system for the new MKT is improved, too. The gear ratio is quicker (15:1 for 2013 vs. 17.1:1 for 2012), making the steering more immediately responsive.

All new Lincoln MKT models benefit from electric power-assisted steering. EPAS replaces the traditional hydraulic-assist power-steering pump with an electric motor. This helps save fuel because the motor operates only when assistance is required, unlike hydraulic systems that run continuously. EPAS was standard on 2010-12 MKT models with the 3.5-liter EcoBoost V6 and is now standard on all Lincoln MKT models. The new EPAS parallels CCD in how it provides a tunable driving experience and an expanded range of adjustability.

Depending on model and the Lincoln Drive Control mode (if so equipped), steering response for the new MKT improved 10 to 25 percent compared with 2012.

EPAS offers additional benefits. At lower speeds, such as when parking, EPAS provides additional boost for effortless maneuverability. At higher speeds, EPAS increases steering effort and feedback, giving drivers more precise steering control.

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Chevrolet Orlando, 2012

 

 

 

• Chevrolet Orlando, 2012

 Fun, entertainment and relaxation for family and friends. That's the vacation spirit Chevrolet has packed into its first ever European MPV. Like the Chevrolet models recently launched in other market sectors, it doesn't follow convention. Chevrolet Orlando's design - part MPV, part crossover - breaks the rules of a historically conservative segment; it makes a statement and stands out from the crowd.

The Chevrolet's new compact MPV brings swagger to the segment by adopting a bolder look with its low roofline and crossover inspired silhouette, while retaining the distinctive and recognizable Chevrolet 'face' depicted by the split radiator grille and bow-tie badge.

Based on the show car concept first seen in 2008, the Chevrolet Orlando is nevertheless a true family car for the times, combining 7-seater practicality, interior flexibility and generous load space.

There's no question that the Orlando will offer a refreshing alternative to many of the family vans currently on the market. The distinctly recognizable Chevrolet face is complemented by a profile characterized by the low swept roofline and the muscular, protruding wheel-arches, housing 16, 17 or 18 inch wheels. The wheel arches enhance a 'body in, wheel out' appearance while at the same time ensuring Chevrolet Orlando keeps its agile, sporting stance.

Orlando's space, storage and safety
While the exterior of the new Chevrolet Orlando is sure to attract plenty of attention, the interior too features many of the latest design cues from Chevrolet such as the Corvette-inspired dual cockpit and ambient blue backlighting to the centre console. Distinctive design is nothing without well-thought-out functionality however, so the 'theater-style' seating arrangement of the Orlando's three rows of seats, the generous load area and the numerous storage solutions will also grab the attention of family motorists.

The interior seating is referred to as 'theater-style' because in spite of the sweeping roof-line, designers have succeeded in raising the second and third rows which allow the Chevrolet Orlando's occupants to get an even better view both forwards and to the side and without compromising head-room. In fact headroom in the third row of seats in the Orlando is superior to a number of competitor MPVs.

Numerous seating configurations are possible with either second or third rows folded independently or together to make a completely flat load area. The second seat row also has a tumble-fold facility for both the left and right-hand outer seats to allow easy access for passengers into and out of the third row.

And when the time comes to shifting large loads of cargo, Chevrolet Orlando's load area is one of the most voluminous in the monocab class with 1,499 liters available when both rows of seats are folded (856 liters below window line).

Any hard-working family car needs plenty of storage space for all the bits and pieces that collect inside. Like the original concept car, the final production version of the Orlando obliges with a range of compartments of different shapes and sizes and different locations, including a coin holder and two large cup holders in the center console, map and bottle holders integrated into the front and rear doors and a number of individual compartments in the cargo area.

However, perhaps the most ingenious is a storage area hidden behind the front fascia of the audio and within easy reach of the both the driver and passenger. Seen originally on the Orlando concept car, designers have been able to integrate a usefully large area which is revealed by flipping up the face of the audio, and large enough for such items as an MP3 player, sunglasses and wallets. Within the space itself there is also a standard auxiliary jack and optional USB port for MP3 or iPod connectivity, depending on the trim level.

Safety for the vehicle's occupants is always a paramount consideration for this class of car, and in Chevrolet Orlando owners will be reassured by both the attention to detail and the inclusion of the latest technology that has gone into this aspect of the car's design. Most of Orlando's body structure is constructed of high strength steel to form an effective passenger safety cage providing protection in the event of a collision to the front, rear and side of the car. Should a collision occur, Orlando's occupants will be protected by six airbags - twin front, side and curtain.

One of the biggest challenges often faced by emergency services when assisting at the scene of an incident is helping the occupants of vehicles when the doors are locked. However, this is not a scenario that Chevrolet Orlando owners will be faced with; Orlando is fitted with crash sensor technology, where the doors unlock automatically on detection of an impact.

Three engines, three trim levels to fit every family's needs
Under the hood there is a choice of three of Chevrolet's fuel efficient engines, one gasoline and two diesels. All engines are transversely mounted 4-cylinder units with double overhead camshafts, 16 valves and either multi-point fuel injection, or in the case of the diesels, common rail technology. All the engines have a cast-iron cylinder block and alloy head.

The one gasoline engine available at launch is a 1.8 liter which produces 141 hp at 6200rpm and 176Nm of torque at 3800rpm. Maximum speed for this version is 185kph. Emissions and fuel economy from the 1.8 gasoline are competitive with emissions at 172g/km and consumption at 7.3 liters/100km.

The two diesel engines are of the same displacement but tuned to give different power outputs and drive characteristics. The heart of both engines is a 2.0-liter with 4 valves per cylinder and common rail injection fuel system. However, the more powerful of the two produces 163 hp at 3800rpm and offers 360Nm of torque at 2000rpm. The second output version has 130 hp and 315Nm at the same engine speeds.

Maximum speed of the Chevrolet Orlando for the diesel engine with 130 hp is 180kph and with 163 hp is 195kph. Emissions and fuel economy are at 159g/km and 6 liters/100km, respectively, for both.

Customers will also be able to choose from three different trim levels when Orlando goes on sale. Chevrolet Orlando's launch marks a shift for Chevrolet Europe as it adopts the same trim names being implemented globally; expect LS, LT and LTZ trims to become the norm in future Chevrolets. And in another first for Chevrolet Europe, only cars sold in right hand drive markets will carry the trim badge on the exterior.

Whatever model customers opt for they are guaranteed a high level of equipment with standard items even on the entry level LS including electronic stability control, six airbags, and power mirrors.

The mid-range LT version also features such items as parking sensors and steering wheel mounted audio controls, while the LTZ gets larger 17-inch alloy wheels, auto dipping rear view mirror and electronic cruise control as examples.

Being based off Chevrolet's successful and award winning Cruze sedan, already proven to offer excellent ride and handling, Orlando drivers are assured of a safe, yet involving and rewarding drive. The Chevrolet Orlando's well proven set up utilizes McPherson struts for the front suspension and compound crank axle for the rear.

Emulating the successful Chevrolet Cruze, the Orlando's chassis has been tuned to provide the ideal compromise between ride comfort and agility. McPherson struts used for the front suspension use hydraulic bushings which are often found in more expensive vehicles, and provide increased ride isolation for passengers and controlled absorption of variable road surfaces.

The advanced compound crank (torsion beam) system at the rear is used as it offers the perfect compromise between suspension control combined with savings in weight and space. A torsion beam system can also be easily tuned to accommodate the different vehicle and engine weights.

Chevrolet Orlando's chassis and body structure have also been engineered with high reserves of safety as a key consideration. Sixteen-inch ventilated front disc brakes are fitted across the range, with sixteen-inch solid discs at the rear and with electronic ABS acting on all wheels. All chassis also benefit from electronic brake force distribution, a system which governs the amount of braking at each wheel to ensure the shortest stopping distances, traction control to keep in check unintended driver exuberance and for when road conditions are wet or slippery, electronic stability control and hydraulic brake assist.

Full production of the Chevrolet Orlando started in October at General Motor's South Korea manufacturing facilities and the car is scheduled to go on sale across Europe in early 2011.

The Design
A cursory glance at the new Chevrolet Orlando will immediately tell you that this is an MPV which is looking to break the traditional family van mould, to make its own design statement and, arguably, set the pace for future design to follow.

The accepted imperatives of family vans in the past, whether it has been the requirement to carry seven passengers, large cargo loads or incorporate various seating arrangements, has more often than not resulted in one dimensional box-type designs. With the Orlando, Chevrolet set out to change all that and to bring something fresh and innovative to the market. However, in doing so, Chevrolet's design team wanted to make their first European MPV immediately recognizable as one of the new generation of Chevrolets, while also not compromising on its interior practicality and user friendliness.

At the front of the vehicle, the design team has created a face for Orlando, which is bold and unmistakably new Chevrolet, with a dual-port grille split with the body color divide and a large Chevrolet bow-tie positioned proudly in the center. "Chevrolet Orlando's front fascia is a key feature and it evolves Chevrolet's global identity and gives the car showroom appeal," says Taewan Kim.

A sculptured hood with center crease line flows into the front fenders which themselves are sculptured with aggressively flared wheel arches, to emphasize Chevrolet's 'body-in, wheels-out' design philosophy. The Orlando features lower body cladding including a deep front splitter below the bumper section, which houses the front fog lamps; this adds to the vehicles durability but also enhances its SUV style. Taken as a whole, the Orlando has a confident and purposeful stance when viewed from the front and front three-quarter.

Chevrolet Orlando's headlamp with its piano black surrounding bezel and chrome parabola and the linear turn signal under the head-lamp, gives it a premium appearance.

Handsome in profile
The side profile is characterized by a gently rising shoulder line which starts at the top of the front wheel arch and runs the length of the vehicle into the rear light cluster. It combines with the sweeping roof-line which tapers towards the rear to provide Orlando's distinctive silhouette and contributes to its sporty stance on the road. Functional, uninterrupted side glass means maximum visibility for occupants in whichever row they are seated.

At the rear, the Orlando has a number of features that showcase Chevrolet's recent design, including the rear tail lamps which are evolutions from split function lamps. The center mounted fog lamp, which sits in the rear bumper section, is unique to Chevrolet Orlando.
When viewed square on from the rear, designers refer to the Orlando body as its 'maximum square motif' - in other words, designed to give an appearance of solidity and SUV robustness.

Inside the muscular wheel arches will sit either 16, 17 or 18-inch wheels, dependent on trim level and options chosen. The entry level wheel is a 16-inch steel wheel with an attractive six-spoke hub cap, easily mistaken for an alloy from all but the closest distance. All other variants are fitted with alloy wheels as standard of either 16 or 17-inch rim diameter and fitted with 215/60R (16 inch) or 225/50R profile tires. The top of the range LTZ model can be ordered with the optional 18-inch 5-spoke alloy, fitted with 235/45R Bridgestone Potenza tires.

One of the objectives for the final execution of Chevrolet Orlando was for driver and passengers to enjoy sedan levels of comfort, combined with crossover style and the versatility of an MPV. Consequently, the driver environment is sedan like in its look and feel, and features some of the design cues used on Cruze.

A number of characteristics are instantly recognizable when you climb inside, such as Chevrolet's 'waterfall' shaped center console and the dual-cockpit cabin which is emphasized by the double butterfly wing panel that runs door to door under the instrument cluster, through the center console and along the width of the front passenger cabin. This wraparound style, where the instrument panel flows into the door trims, is now an established component of Chevrolet's interior design language.

The dials are recessed and with overhead cowls they have a strong, sporty appearance while the IP integrated gearshift has been harmonized with the look of the center stack and console. The Orlando is the latest Chevrolet to use the V-shaped motif inside the steering wheel, which is on all but the base level trim models, features audio and infotainment controls.

There are a number of differences in the colors and finishes used on parts of the interior to differentiate the trim level. Entry-level LS models are finished with a silver instrument panel mid-wing and door console, black audio and center console and flat woven cloth for the seats; move up to the LT and the cabin gets a gloss (or piano) black finish for the instrument panel wing, a leather covered steering wheel (with audio controls), and mesh type cloth for the seats; the top of the line LTZ models also feature a special silver door console and more piano black finish around the audio and HVAC controls, a larger infotainment screen and the option of leather upholstery.

The Interior Flexibility
'Function with Attitude' is the new Chevrolet Orlando's descriptive catch phrase, and it's no coincidence that the word 'function' comes first. Without question the Orlando brings a fresh approach to the look of MPVs and a swagger to the segment with its extrovert exterior design. But it's much more than skin deep; Chevrolet is confident it has created a true family car for today where design has not compromised functionality and user friendliness, as demonstrated by its 7-seater practicality, interior flexibility and generous storage and load spaces.

The Chevrolet Orlando drivers will appreciate the well thought out ergonomics. While the Corvette-inspired dual cockpit has plenty of features which are pleasing to the eye - the ambient blue backlighting to the centre console for example - it has also been designed so that all the major controls and switches fall easily to hand, maximizing safety and driver convenience.

One of the key considerations for passenger comfort is the seating arrangement, which is unique in the compact MPV segment. The Orlando has the versatility associated with 7 seats and various configurations can be achieved to meet the occupants' needs. In fact the body structure of the Orlando has been designed to enable the fitting of 'theater-style' seating where rows two and three are progressively elevated, but without compromising occupant headroom or access in and out of the seats.

The middle section of Chevrolet Orlando's floorpan is fitted with a high strength sub frame to which the second seating bench is fitted and which elevates it by over 4cm (41mm) mm above the seating line of the driver and passenger. Moving back towards the rear, the floorpan itself rises at the C-pillar section (and between rows 2 and 3) before leveling to accommodate the third row and rear cargo space. A further reinforced sub-frame is fitted inside the floorpan to house the two-seater third bench, giving it an elevated position over the second row.

In addition to allowing better visibility all-round for passengers, the theater seating enables easier access, in particular for parents when fitting child seats and young children into the second row as it minimizes any awkward bending or reaching.

There may be frequent occasions when Orlando owners do not need all seven of its seats and a number of alternative seating configurations can be quickly and easily arranged.

Perhaps the most common will be to fold the third row to accommodate up to 5 passengers and increase the cargo volume area to 458 liters. By folding flat both the second and third rows the cargo area is increased so that it is one of the most voluminous in the compact MPV class at 856 liters. And from 2013, the front passenger seat will benefit from similar functionality so that it too can be folded to create a 'table' area for the driver. Even with the third row of seats in place, the Orlando maintains a useful 89 liters of available space.

Both the left and right hand outer seats of the second row have a tumble-fold facility - effectively folded twice so that the seat back and seat cushion as one unit butts up against the back of the driver's or passenger seats - for easy access into and out of the third row.

Once all the Chevrolet Orlando occupants are safely in their seats, they benefit from interior leg and head space which is highly competitive against other vehicles in the sector. Leg room for the front passenger and driver is generous at 1034mm while for second row passengers leg room of 917mm puts Orlando among the most spacious in class. Headroom at the front is 1020mm and for the second row, 983mm, while passengers in the third row will enjoy 945mm of headspace, one of the best in its class even with Orlando's sweeping exterior roofline.

An interior with lots in store
A hard working family car needs plenty of storage space for all the bits and pieces that collect inside. Like the original concept car, the final production version of the Orlando obliges with a range of compartments of different shapes, sizes and locations to cater for common family needs.

Chevrolet Orlando owners will be pleasantly surprised by a 'secret' compartment behind the front fascia of the audio and within easy reach of the both the driver and passenger. This ingenious feature, which has remained true to the original concept car, is revealed by easily flipping up the face of the audio. It is large enough for such items as an MP3 player, sunglasses and wallets.

Within the space itself there is also a standard auxiliary jack and optional USB port for MP3 or iPod connectivity, depending on the trim level.

Perhaps not every piece of storage can be quite as ingenious, but it's all equally useful. At the front to save the driver and front passenger from fishing around in pockets or door bins for loose change, there is a slotted coin box built into the foot of the center console. The console also features two large cup holders and a compartment between the seat belt buckles which features a retractable sliding cover.

Door bins in the front are large enough to take a water bottle and a number of maps while the rear doors also have integrated bottle holders. Orlando's spacious load area has additional compartments, one revealed by flipping a lid built into the floor of the load bay where it meets the rear bumper sill, and two further triangular compartments behind either wheel arch.

Finally, keeping an eye on what's going on in the second or third row of seats isn't easy if you're the driver or front passenger. But now, thanks to Orlando's rear conversation mirror, you really can have eyes in the back of your head. The special rear seat view mirror, which is fitted into the headlining and sits just above the normal rear view mirror, enables parents to keep check on proceedings behind without taking their eyes off the road.

Ride and handling
Using the highly acclaimed Chevrolet Cruze sedan as its base, the new Chevrolet Orlando has been given an excellent start in life when it comes to ride and handling. The Cruze was the first of several new Chevrolet models using the company's latest chassis developments, resulting in taut, responsive steering and body control but with a compliant ride, well suited to European tastes. Consequently, the car has real driver appeal.

Who says the drivers and occupants of a family MPV/van shouldn't enjoy the same dynamic benefits? Of course, the expectation of a new family car is also that of the highest safety standard; so with the Orlando, the requirement was to achieve the same dynamic qualities while sacrificing nothing in terms of active safety.

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Acura NSX Concept, 2012

 

 

 

 

• Acura NSX Concept, 2012

The dynamically-styled Acura NSX Concept gives an indication of the next great performance vehicle from the Acura brand. Making use of lightweight materials and a mid-mounted V6 engine, the Acura NSX Concept employs several new technologies for Acura, including application of Acura's innovative new Sport Hybrid SH-AWD (Super Handling All Wheel Drive) hybrid system.

Utilizing an unique 2 Electric Motor Drive Unit with a bilateral torque adjustable control system, the all-new hybrid all-wheel-drive system can instantly generate negative or positive torque to the front wheels during cornering. Acura anticipates the new Sport Hybrid SH-AWD deliver handling performance unmatched by previous AWD systems. In addition to the handling benefits of the Sport Hybrid SH-AWD system, a powerful next-generation VTEC V-6 engine with direct-injection works in concert with a dual clutch transmission with built-in electric motor to create supercar acceleration while offering outstanding efficiency.

While most supercars opt for brute force delivered from a large engine, the Acura NSX Concept champions the true racing philosophy of an extremely favorable power-to-weight ratio.

The new Acura supercar, expected to debut in the next three years, will be developed by an engineering team led by Honda R&D Americas, Inc., and manufactured in Ohio, at a yet to be named facility.

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Fiat 500C Abarth, 2011

 

 

 

 

 

• Fiat 500C Abarth, 2011

The brand new Fiat 500C Abarth is the result of developments in both style and performance. This is not the first time that Abarth has undertaken the performance tuning of a convertible and the company has used all its past experience to improve both stylistic and technical factors.

While the eye is inevitably drawn to the new body finish, based on elegant two-tone colour schemes, the extended, dynamic-looking spoiler instantly reminds you that the Fiat 500C Abarth is first and foremost a high class sportster. In addition to enhancing the aggressive appearance of the 500C, the spoiler effectively boosts CZ loading and creates a smoother air flow.

The looks of the Fiat 500C Abarth have also benefited from the new design 17" diamond finished alloy wheels, including the sought-after diamond finished 5 petal white wheels.

Other strong point of the Fiat 500C Abarth is its exceptional interior climate and acoustic comfort. Thorough aerodynamic research has minimised turbulence with the roof open, allowing the sound of the road and engine to be enjoyed to the full. The new car therefore delivers a more complete sport driving experience and enhanced enjoyment. In an Fiat 500C Abarth, you can experience all the thrills of a real sports car. With the roof up, performance is on a par with a hard top. When the roof down, the range of sensations and emotions is dramatically extended, and includes all the pleasures of feeling the wind in your hair and the sound of the twin tail pipes.

The roof is electrically operated and slides along guides in the car's sides to let you enjoy your Fiat 500C Abarth all year round. A true object of design, the Fiat 500C Abarth's roof stands out for its elegant, electrically controlled movement and its impressively finished and carefully administered technical features, including a glass rear window and third brake light built into the spoiler. The soft top comes in a choice of two colours (black or titanium grey), to suit the classic Abarth colours as well as the 2 two-tone colour schemes created specially for the car: one overtly sporting (black and race white) and the other in two elegant shades of grey. Finally, a coloured graphic runs around the two-tone body, simultaneously dividing and uniting the two souls of the car: below, all the performance of a true sportster, above, all the elegance of a convertible.

Performance: Abarth tuning
The 500C is a true Abarth, as its 140 HP 1.4 Turbo T-Jet engine clearly shows. Performance is impressive: 0-100 km/h in only 8.1 seconds and a peak torque of 206 at 2000 rpm. An engine that not only delivers thrilling performance but also makes the Fiat 500C Abarth extremely pleasant to drive day in, day out.

The engine is a 4 cylinder, 16 valve, unit of 1,368 cc, fitted with an IHI RHF3-P fixed geometry turbocharger. The unit delivers exciting performance, pushing the car to a top speed of 205 km/h and accelerating it from 0 to 100 km/h in just 8.1 seconds. These exceptional figures are also the result of an overboost function engaged by pressing the "Sport" button, which modifies engine control unit mapping, turbo pressure, and steering wheel loading. Yet despite its true Abarth spirit, the 500C still only consumes 6.5 l/100 km in the combined cycle.

The car's sporting yet flexible engine is also environmentally friendly and already conforms to the strict Euro 5 standards soon to be introduced.
On top of its superb engine, the Fiat 500C Abarth boasts all the technical content of the model from which it is derived, including TTC (Torque Transfer Control) The most obvious innovation, of course, is the race-derived "ABARTH Competizione" gearbox, fitted as standard.

It was 1949 and Karl Abarth officially began marketing the first product, a race-derived gearbox with steering wheel control for the Fiat Topolino, capable of delivering quick gear changes in sporty driving conditions. With the same philosophy, more than 60 years later, the "ABARTH Competizione" is offered as standard on the Fiat 500C Abarth. This electro-hydraulically actuated, 6-speed gearbox is operated by steering wheel paddles and controlled by a system that maximises economy and performance when driven hard.

The innovative MTA-derived (Manual Transmission Automated) system is based on a conventional mechanical gearbox on which the traditional gear lever has been replaced with an actuator electronically controlled by the TCU (Transmission Control Unit) to optimise gear changes and mechanical efficiency. The gearbox can be used in two modes: auto for maximum comfort, and manual for maximum performance. "Sport" mode can be engaged in both gearbox modes and reduces gear shift times.

The new "ABARTH Competizione" gearbox makes driving even more fun thanks to race-derived functions like steering wheel paddle-shifting, just like on a real super-car.
Further confirmation that the 500C is a genuine Abarth comes from the fact that a specific "SS" tuning kit is currently being developed specially for it, offering an even higher level of performance.

The Fiat 500C Abarth is aimed at customers seeking everything the scorpion brand represents in terms of performance and innovation, plus the ultimate in style and versatility.

Safety
The Fiat 500C Abarth incorporates all the safety systems already installed on the Fiat 500 Abarth.

Designed to conform to the strictest standards, the Fiat 500C Abarth is one of the safest vehicles in its class. Stable and effective braking, exhilarating acceleration from a 140 HP engine, and ultra-reliable handling mean that the Fiat 500C Abarth will get you through even the tightest scrapes without you batting an eyelid. The 500C is equipped as standard with 7 airbags (two front, two window and two side airbags plus one driver knee airbag): a record for this class of vehicle. The new version is also equipped with sophisticated technical solutions to maximise active safety and control: these include ABS with EBD (Electronic Braking Distribution), a sophisticated ESP system (Electronic Stability Program), ASR (Anti Slip Regulation) traction control, Hill Holder to facilitate starting off on slopes, and HBA (Hydraulic Brake Assistance) to help with emergency braking.

The Fiat 500C Abarth also features two advanced control systems: "TTC" (Torque Transfer Control) and "GSI" (Gear Shift Indicator). TTC improves the transfer of torque from the engine to the wheels and in particular gives excellent handling on bends, making sports driving safer and more fun than ever. GSI (Gear Shift Indicator) provides a signal on the instrument panel (a LED that flashes five times) to tell you when to change gear. In Normal mode, GSI tells you that changing up will help reduce fuel consumption. In Sport mode, the signal means that changing gear will give you better performance.

The Fiat 500C Abarth is fitted with dynamic systems and comfort-enhancing equipment to ensure that occupants enjoy luxury as well as safety on all types of journey. Take the suspension system for example. The front suspension is based on independent McPherson struts, while the rear suspension is semi-independent, with an inter-connecting torsion bar. Specially developed by Magneti Marelli, both suspension schemes have been optimised specifically for the Fiat 500C Abarth to ensure superb handling and the highest possible level of comfort.

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