Qoros 3 Hatch, 2015

 

Qoros 3 Hatch, 2015

A year after the debut of new international car brand Qoros and its first production car, the company will stage the world premiere of its second production model, the Qoros 3 Hatch, at the 84th Geneva International Motor Show on 4 March 2014.

The design and engineering of the compact (C-segment) Qoros 3 Hatch draws heavily on the brand's first model, the Qoros 3 Sedan. While it is similarly inspired by contemporary European automotive styling themes, it displays a subtle, youthful evolution of the distinctive signature Qoros design cues to inject greater sportiness to the car's appearance.

The inside, key ergonomic features, refinement, understated quality and equipment are shared with its sedan compatriot, although new upholstery colour combinations and materials provide a fresh, new ambience.

Each Qoros 3 Hatch fitted as standard with the brand's innovative eight-inch touchscreen infotainment system - Qoros MMH™ (multimedia hub) - which is operated via smartphone-type multi-gesture finger swipe inputs for minimal driver distraction. The hardware, software and graphics were designed and developed in-house by Qoros with the support of world-leading systems specialists.

As part of Qoros' strategic objective to be creative in meeting the lifestyle needs of the modern metropolitan 'always-connected' consumer, the majority of the line-up will feature QorosQloud, which delivers a comprehensive suite of free-for-life services with 3G connectivity, including vehicle monitoring, social networking and enhanced navigation. It brings a new perspective to the way motorists interact with their vehicles, seamlessly integrating with other digital devices through a dedicated website and smartphone apps.

The Qoros 3 Hatch is based on the same innovative modular platform as the Sedan. However, the Hatch features new C-pillars, roof, rear side panels, and tailgate, plus a new rear roof cross-member to maintain the car's exceptional torsional rigidity. Built using the same high-strength steels and structural design that resulted in the Qoros 3 Sedan being ranked by Euro NCAP as the 'safest car' of 2013, the new Hatch has the same wheelbase, width and height, but the rear overhang and overall length are reduced by 177mm.

With a long wheelbase, short overhangs and a coupé-like silhouette, the 4438mm- long new hatchback deliver unusually generous interior space for a vehicle in the compact segment.

The Hatch also shares with the Sedan its highly-efficient 1.6-litre naturally-aspirated and turbocharged engines and six-speed manual and dual-clutch automatic transmissions.
The Qoros 3 Hatch  manufactured in the brand's all-new, highly-efficient and environmentally-sustainable assembly plant in Changshu, China, on the same production line as the Qoros 3 Sedan.

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Porsche 911 RSR, 2014

 

 

 

Porsche 911 RSR, 2014

The Porsche 911 RSR shone 2013 with magnificent first and second place finishes (GT-Class). The GT racer from Weissach, which is distinguished by its systematic lightweight design and refined aerodynamics, has been further improved in many aspects for 2014. And with success: it started the 2014 season impressively as class victor at the 24-hour race at Daytona.

The 911 RSR, which is used in the 24 Hours of Le Mans and the new United Sports Car Championship in the USA and Canada as part of the WEC World Sportscar Championship series, made its appearance in 2013 as a successor to the successful 911 GT3 RSR. It is based on the seventh generation of the 911 sports car icon. As in its production car counterpart, its wheelbase was lengthened by a full ten centimetres. A new wishbone front suspension replaces the previously used MacPherson sprint strut suspension. The lightweight racing gearbox is also a special new development by Porsche Motorsport. Its six gears are shifted by shift paddles on the steering wheel. The 470 hp four-litre flat six engine was taken from the previous model and optimised in its details.

One of the central focuses in developing the 911 RSR was to attain a balanced weight distribution. The vehicle's centre of gravity is also significantly lower than in the previous model. Carbon fibre material assumes a special significance here. The front and rear wings, front and rear lids, the doors, underbody, wheel arch panels, rear wing, dashboard and centre console are made of this exceptionally lightweight and strong material. In addition, all windows are made of very thin and lightweight polycarbonate. The familiar lightweight lithium-ion battery of the GT street models also makes a contribution towards weight savings.

More service-friendly for shorter pit stops
The look of the new 911 RSR is marked by broad flared wings and a deep cooling air channel at the front end. The new air flow system enables a centrally located radiator at the front end, which operates even more efficiently than in the previous model. Climate control of the interior was also made more efficient. For enhanced service friendliness and shorter repair times, a quick-change concept for body parts was tuned for long-distance racing. The nose, front lid and rear apron are attached with quick-action clamps and can be replaced within just a few seconds.

The static cornering lights that are positioned very low in the front end improve the driver's view in bends. This improves night-time driving safety. The reflective labels on cockpit controls, combined with anti-glare interior lighting, provide for optimal legibility in darkness. The layout of switches on the new steering wheel was developed together with the Porsche factory drivers. From the outset, they contributed their wealth of experience in GT motorsport to the design of the 911 RSR.

Numerous improvements
The 911 RSR was systematically further improved for the 2014 season. The redesigned front end, for example, and the new rear wing provide for optimal aerodynamic balance and therefore for greater stability in fast driving through bends. Even more precise steering response, which leads to better vehicle handling in bends at slow and moderate speeds, was attained by optimising front suspension kinematics. Further improvements to the car's structural rigidity result in more precise steering response. Also new is the engine air induction system, which was optimised in its details, such as in its air filter geometry, which contributes towards reducing the effects of contamination on power output. The new FT3 safety fuel tank with a lowered centre of gravity enables improved filling under race conditions.

Live telemetry that is permanently transmitted to the command station via the car's roof antenna ensures that engineers are always well informed of all relevant vehicle data with over 200 measurement values. In addition, all data is stored on a memory card in the vehicle.

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Peugeot 308, 2014

 

 Peugeot 308, 2014

The Peugeot designers and engineers have created a hatchback that is audacious, intuitive and modern, to a refined and classy design. Due to the new EMP2 modular platform, the new Peugeot 308 has compact dimensions and reduced weight (-140kg). Its driving experience is top-class and its CO2 emissions create a new benchmark (with a version at less than 85 g/km). A refined interior and innovative instruments and controls (the Peugeot i-cockpit) promise a great driving experience. Its high level of quality, the result of a very ambitious initial design brief, positions the vehicle among the best, embodying Peugeot's move up-market.

With its compact length of 4.25 metres and well-balanced proportions, the New Peugeot 308 projects a classy and sophisticated presence. The front is dominated by an evolutionary reinterpretation of the brand's 'floating' front grille, and by the strong lighting signature. Slim full-LED headlamps are standard on the majority of trim levels and a world-first in the segment. The high quality of design continues at the rear, with the three Peugeot (lion) 'claws' drawn by the rear LED lamps.

A refined and high-technology interior
Peugeot's design and engineering teams have developed the interior of the New 308 around the concept of the i-cockpit. Everything is arranged for an experience that is intuitive, relaxing the driver to focus entirely on the road ahead. The compact steering wheel and head-up instrument layout mean that information can be clearly read easily and safely, looking over rather than through the wheel.

The highlight of the New 308's generously spaced cabin is the 9.7-inch touch-screen interface, which removes much of the need for physical buttons and switches. Setting a new size standard for the class, it brings together many of the infotainment controls in one place, for ease of use and to create a contemporary and uncluttered cabin.

Advanced new modular platform for an outstanding driving experience

"On the road, driving pleasure is enhanced by the new EMP2 modular platform. With its considerable reduction in weight, it contributes to the dynamism and easy handling of the New Peugeot 308," says Laurent Declerck, New 308 Project Director, Peugeot.

The driving experience of the New Peugeot 308 draws on the brand's expertise in suspension and steering, and takes them to a new high due to the benefits of the new EMP2 platform.

Development of this new PSA Group architecture has resulted in 116 patent applications and contributes towards the vehicle's excellent dynamic qualities. It also plays a key role in the car's considerable weight reduction, by an average of 140kg compared to the current generation Peugeot 308.

Breakthrough engineering has allowed many of the vehicle's major units to be reduced in size - also cutting overall weight - leading to significant reductions in CO2 emissions. As a result, this new Peugeot 308 establishes an environmental benchmark, with one model offering CO2 emissions as low as 85g/km.

Outstanding quality from bumper to bumper
The New Peugeot 308 is the latest evidence of the brand's move up-market. It's an initiative started several years ago and seen most recently with the 208 and 2008. The initial design brief of the New 308 had the highest levels of quality at its core. This ambition has guided the designers and engineers from the very start of the project.

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Opel Insignia OPC Sports Tourer, 2014

 

 Opel Insignia OPC Sports Tourer, 2014

With 239 kW/325 hp and 435 Nm maximum torque, the Opel Insignia OPC is the ultimate top-of-the-line performer among Opel models. The all-wheel drive model makes its debut with a new, refreshed look and modified chassis at the 2013 International Motor Show (IAA) in Frankfurt.

Attention to detail - inside and out
The new Opel Insignia OPC impresses at first glance. The re-styled front and rear, with signature OPC design elements such as distinctive saber-tooth detailing at the front and the tailpipe trim integrated in the rear, underline its power and evoke visions of high-speed laps around the Nürburgring.

The eye-catching bodywork encapsulates state-of-the-art technology. The OPC chassis is enhanced, with special focus on the re-worked rear axle - as in the other members of the new Insignia family - where engineers have modified around 60 percent of the componentry. In addition, noise and vibration behavior is improved through numerous fine-tuning measures. New ESP software enables even more precise dynamics tuning, especially in reaction to understeer tendencies. Modified damper software for the FlexRide chassis with its adjustable shock absorbers ensures optimum roadholding. This OPC-specific programming improves driving dynamics, allowing a quicker and more precise response to different maneuvers and road conditions.

With six-speed manual transmission and all-wheel drive, the Insignia OPC sprints from zero to 100 km/h in 6.0 seconds (Sports Tourer: 6.3 seconds) and reaches a top speed of 250 km/h (electronically limited). In unrestricted specification, the OPC with manual transmission goes on to a maximum speed of 270 km/h (Sports Tourer: 265 km/h). The high performance, Brembo braking system ensures rapid deceleration with maximum stability, even during high-intensity use.

In addition, the Insignia OPC benefits from its electronically controlled 4x4 system. The all-wheel drive system incorporates a high-quality clutch, operating on Haldex principles, and an electronic limited-slip differential to ensure superb traction. It constantly adapts to prevailing road conditions and varies torque distribution seamlessly from zero to 100 percent between the front and rear axles, as well as between the rear wheels. In combination with the electronically controlled FlexRide premium chassis, the all-wheel drive system sets standards in terms of reaction time and vehicle control.

Motorsports feeling flows into interior
The cabin welcomes OPC drivers with pure motorsport ambience. Recaro performance seats, also optionally available in leather with a memory function, the OPC gearshift knob and a completely new main instrument panel and center console exude premium flair. Beyond basic information, drivers can see specific details like oil pressure and temperature, battery voltage, throttle position, brake power and the g-force resulting from lateral acceleration on the optional, 8-inch instrument readout display.

The new performance steering wheel (optionally heated) features shift levers when it is combined with automatic transmission. This enables the OPC driver to execute extremely quick manual shifts, even when in automatic mode. If the shift levers are then idle for at least 12 seconds, the vehicle continues to drive normally in automatic mode. In this way the new Insignia OPC comfortably combines the advantages of a manual and automatic operation.

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Nissan Leaf, 2014

 

 

 Nissan Leaf, 2014

The new Nissan LEAF is more agile than before thanks to a comprehensive raft of chassis changes while it will go further on a single charge. The NEDC range has increased from 175 kms to 199 kms thanks to a series of engineering improvements.

Motor and battery
The biggest single change made to New Nissan LEAF is to the powertrain - through changes that result in greater range. In the original car the battery charger and inverter was housed in the luggage area of the car behind the rear seats. Although comparatively compact, the assembly ran the full width of the trunk. As well as stealing some luggage space it meant a completely flat load floor was impossible to achieve.

The charger and inverter are now in the front of the car and integral with the electric motor itself which not only increases luggage space by 40 litres - about the size of a piece of airline 'carry-on' luggage - but also permits a flatter floor than previously when the rear seats are folded.

Although the high response AC synchronous motor develops 80kW as before, it features a number of new elements making it even more environmentally friendly and efficient. The new motor has had its intertia reduced by 5%, improving the overall efficiency of the unit.

Though the power 'stack' is now taller thanks to the inclusion of the charger and inverter with the motor, clever packaging has meant the bonnet line hasn't been changed nor has weight distribution been altered.

As before, the motor is powered by a Nissan-designed 48-module compact lithium-ion battery mounted in a single pack under the cabin area to keep the car's centre of gravity as low as possible. The battery pack is housed in a strong metal case giving extra protection in a side impact and is now assembled alongside Nissan LEAF in a new facility at Nissan's European production base in the UK.

Performance against the clock hasn changed slightly with a top speed of 144 km/h (down by 1 km/h) and 0-100 km/h taking 11.5 sec (0.4 seconds quicker than before and improvements to the car's aerodynamics, a weight loss programme and other technical changes mean the official NEDC range has risen from 175 km to 199 km.

A 32 amp post recharge a depleted battery in half the time of a typical domestic 16 amp EV socket - four hours instead of eight - but more importantly it can give a meaningful boost to a partially used battery even during a short stopover.

With 600 CHAdeMO standard quick chargers now installed across Europe, even quicker charging is available for EV drivers. A quick charger delivers 50 kW of high voltage direct current straight to the battery mean even quicker charging - it takes just 15 minutes to boost a battery from 30 to 80 per cent capacity.

Following feedback from existing Nissan LEAF owners, the car's on-board charging point has also been modified. The charger lid can now be opened remotely via the key fob or via an electric, rather than mechanical switch, in the cabin, and there's a small LED lamp within the assembly to help identify the sockets at night or in an underground car park.

Security is further enhanced by an electro-mechanical lock which fixes the cable into the socket when the battery is being charged preventing interference by third parties. On the Acenta and Tekna grades, the car can automatically notify the owner if charging is unexpectedly interrupted.

A revised warranty plan for the batteries covers against defects in materials and workmanship for five years or 100,000 kms and they are covered by a new 'State of Health' clause, which covers against excessive capacity loss for added peace of mind.

The chassis and other technical enhancements
Every Nissan LEAF built at Sunderland for the European market has a chassis package tuned by engineers at Nissan Technical Centre Europe (NTCE) in Cranfield in the UK.

The changes have been made to tailor LEAF to Europe's higher average speeds and more demanding roads. The result is a car that's more engaging to drive and yet is just as comfortable over poor road surfaces.

Damper settings, steering weight and brake performance have all been optimised for Europe. The revised dampers reduce float and help provide a more dynamic drive without adversely affecting ride comfort while to give greater feel and weight at speed the electric power steering system has been recalibrated. All of the work takes advantage of the LEAF's bespoke EV packaging, which places the battery pack and therefore the centre of gravity very low in the chassis.

The brakes are now more progressive in use and the regenerative aspect improved for better harvesting of braking energy. The system efficiency has been improved by 6 per cent to 94 per cent and the minimum speed at which energy is recovered reduced to 3 km/h from 7 km/h.

There have also been changes made to the Eco driving mode with a new 'B' setting on the transmission. B-mode increases regenerative braking during deceleration while a separate 'Eco' button on the steering wheel alters the throttle mapping to discourage harsh acceleration and thus extend the driving range. On the original LEAF the two systems worked together with increased regeneration only available in 'Eco' mode, but can now be operated independently of one another allowing drivers to benefit from greater energy harvesting under braking without having to forgo access to instant acceleration.

A new heat pump has been added to a more efficient heating and ventilation system and reduces electrical consumption when the air conditioning is in use. Air source heat pumps have been used in cutting-edge sustainable houses across Europe, but have rarely been seen in an automotive context. The heat pump works by harvesting heat energy that is present in even cold air and distributing it to the cabin. This new system improves the real world driving range, by cutting heater energy consumption by up to 70 per cent.

Customers also requested the ability to fully switch off the heating or air conditioning system for maximum energy efficiency. To achieve this a switch marked "Heat" has been added which when switched off, allows the fan to work independently of heating or cooling.

Other changes boosting the car's range are more efficient battery and energy management and a reduction in internal friction. Weight savings also mean New LEAF is lighter than before. Models with equipment levels that match the original are around 30kgs lighter, while the new entry level version is as much as 50kgs lighter. The average weight saving is 32kgs. This has been achieved by redesigning that battery casing and the integration of electrical components, which has reduced the length and number of heavy, high voltage interconnecting wires.

With all of the changes that have brought improvements to the New LEAF's range, customers also wanted to change the way that remaining battery energy was displayed. Instead of just the bars system, like that of a conventional fuel gauge, the New LEAF can also display a percentage of battery remaining, much like a modern smartphone.

The Exterior
New Nissan LEAF is built on a bespoke EV platform with a 2700 mm wheelbase. It is 4445 mm long, 1770 mm wide and 1550 mm tall. Its distinctive shape is highly aerodynamic: subtle changes to the grille - virtually the only visual change between original and New LEAF - and a new 17-inch wheel design have reduced the Cd figure to a best of just 0.28.

As before the front of the car is framed by the slim, almost vertical, headlights, with LED lighting on top models. The lights also direct airflow away from the door mirrors to help aerodynamics and reduce wind noise.

The body was designed using Nissan's 'smart fluidity' principle with the kicked-up roofline blending into a large spoiler while the wind cheating shape is further helped by the flat, smooth underfloor. The rear view is dominated by thin, gently curved, vertical taillights and is, of course, notable by the total absence of an exhaust pipe.

The colour palette has been expanded. There are now seven exterior colours available with a solid white, grey, red pearl metallic and black metallic joining metallic silver, white pearl and blue pearl metallic.

The Interior
Significant changes within the cabin include new seats. As well as being redesigned for better support, the front-seats now incorporate height adjustment and have been reshaped to provide up to 53mm more leg room for rear seat passengers. This has been achieved by reprofiling the driver and front passenger seats to allow those in the rear to place their feet underneath them, increasing leg room.

At the same time, a new bio-fabric covering has been introduced for the Acenta grade. Where the original model featured material made from 39 per cent recycled plastic bottles, the new bio-fabric is 100 per cent derived from sugar cane, a sustainable and virtually CO2 neutral material. Black leather is fitted to the top of the range Tekna grade, and all grades are available with a more practical, dark interior finish, more suited to European winter conditions.

Other interior changes include a new foot operated parking brake allowing the space on the centre console previous taken up by the electric parking brake switch to be used for extra storage for a phone or keys.

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Mini Paceman UK-Version, 2014

 

 

 Mini Paceman UK-Version, 2014

A sporty new exterior design, lowered suspension for a dynamic ride and an exciting reinterpretation of the familiar interior - feast your eyes on the all-new MINI Paceman.

Styled as a coupé interpretation of the Countryman, five versions are available from launch, including the MINI Cooper S Paceman which has a 0-62mph of just 7.5 seconds. The seventh unique member of the family, it sells alongside the Hatch, Clubman, Convertible, Countryman, Coupé and Roadster.

Packed with MINI character and obvious design cues which tie it to the rest of the range, the three-door Paceman's unique exterior styling is what immediately catches the eye. Built on the Countryman platform, bumper to bumper the car is 4,109 mm (4,115mm for MINI Cooper S Paceman and Cooper SD Paceman), which makes it almost identical in size to its sibling.

With a contemporary and expressive body shape, the MINI Paceman has been created to appeal to a new type of design-conscious customer. The prominent horizontal lines and dynamic curved surfaces give the promise of sporting performance, yet there is an elegant simplicity to the overall form of the car.

The upright front grille, complete with hexagonal radiator grille and broad chrome surround, gives the Paceman genuine presence. Its coupé-style stretched side profile features long doors, while the blacked-out pillars create a 'floating' roof concept, as already seen on the MINI Coupé. Available in either black, white or body colour, the roof gently slopes towards the rear of the car, ending at the integrated spoiler. The horizontal arrangement of the rear lights, which accentuates the car's width, is a first for MINI. The Paceman is the only member of the brand's line-up to be identified by a rear nameplate.

The car's interior has been designed specifically for this model. Its highlight is the innovative rear seat, which has been styled around a lounge concept. Two individual chairs provide generous levels of head, shoulder and knee room with outstanding comfort and support. Armrests have been integrated into the rear trim. A two-section version of the MINI Centre Rail storage and attachment system - first seen in the Countryman - comes as standard. A full-length variant is available as an option.

The MINI Paceman is a strict four-seater, though practicality has not been sacrificed. Folding down the rear seats expands the rear load-carrying capacity from 330 litres to a maximum of 1,080 litres. Access is via a large and high-opening tailgate, offering extra practicality for owners.

In the front, the raised seating position gives the driver and passenger an excellent view in every direction. The instrument panel includes many familiar components, including the large round central speedo. However, its black surround and decorative inner rings in high-gloss black or chrome are new, as are the redesigned air vent surrounds. Buttons for the windows, which have been toggle switches below the speedo on every MINI to date, have moved to the door trim panel.

MINI's trademark go-kart handling is a key part of the Paceman's appeal, enhanced by the optional all-wheel drive transmission. Lowered sports suspension as standard helps provide customers with an outstanding driving experience, though regular suspension and ride height are available as a no-cost option.

MINI Paceman customers have the choice of four powerful four-cylinder engines, two petrol and two diesel. All come with a six-speed manual gearbox, or the optional six-speed automatic with Steptronic function for manual control.

For petrol buyers, the MINI Cooper Paceman features a 1.6-litre 122bhp unit offering a 0-62mph time of 10.4 seconds, fuel economy of 47.1mpg with CO2 emissions of 140 g/km. The MINI Cooper S Paceman uses the same engine, tuned to deliver 184bhp. It will sprint to 62mph in 7.5 seconds. Fuel economy is 46.3mpg and emissions are 143g/km.

For those who prefer diesel, the MINI Cooper D Paceman uses a 1.6-litre 112bhp turbocharged engine with a 0-62mph time of 10.8 seconds. It provides owners with a frugal 64.2mpg fuel economy and 115g/km emissions. The flagship diesel is the MINI Cooper SD Paceman, which gets a 2.0-litre 143bhp engine. Its 0-62mph time is 9.2 seconds. Fuel economy is 61.4mpg with an emissions figure of 122g/km.

For buyers who want the reassuring grip that comes with four-wheel drive, MINI's ALL4 system is available on the Cooper D, SD and Cooper S Paceman, models. And for those seeking the ultimate in MINI performance and desirability, the 218bhp John Cooper Works Paceman accelerates from 0-62mph in 6.9 seconds.

Under the MINI Paceman's body shell, sophisticated chassis technology includes MacPherson spring struts and forged cross members at the front axle, a multi-link rear axle and electric power steering with Servotronic function. These combine to provide a sure-footed yet dynamic driving experience. Extra fun can be summoned via the sport button, optional on Cooper and Cooper D, which tweaks the engine's responses and the power assistance provided by the steering.

Driver aids include Dynamic Stability Control (DSC) as standard across the range, with Dynamic Traction Control (DTC) including Electronic Differential Lock Control (EDLC) on the MINI Cooper S Paceman, Cooper SD Paceman and Cooper D Paceman ALL4. Light alloy wheels in 16-inch and 17-inch sizes are standard, with 18-inch or 19-inch on the options list.

The state-of-the-art powertrain and suspension technology is married to MINI's acclaimed MINIMALISM environmental systems, which are fitted as standard. They include Auto Start/Stop, Shift Point Display, Brake Energy Regeneration and on-demand operation of ancillary units, all of which help cut fuel use and reduce emissions.

Outstanding occupant protection is provided by an extensive range of safety equipment including front and side airbags. Side curtain airbags are fitted in both the front and back. ISOFIX child seat attachments in the rear and a tyre pressure warning are on every MINI Paceman.

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MG 3, 2014

MG 3, 2014

MG has used the 2013 Shanghai Motor Show to preview the exciting new MG3 supermini, in advance of the UK and European launches in late 2013.

Carrying forward the styling cues first illustrated on the MG Zero concept vehicle, the new European MG3 is a distinctive statement of modern British style designed to target young and style conscious buyers, wanting something that's fun to drive and own.

The unique and contemporary style was brought to the super-mini segment by the design and engineering team at the MG Birmingham site in Long bridge, UK. The MG3 will become the second in a new generation of MG vehicles to leave the assembly line at the Birmingham factory.

At launch, customers will be able to personalise both the exterior and interior of this new supermini MG making it fun to buy and own, as well as the MG trademark of being fun to drive.

British Style fun
MG's UK-based design team have given the new MG3 a cheeky touch of flair from every viewing angle.

There is an echo of the fun and sportiness that lies at the heart of the MG brand. With a rear valance insert inspired by generations of MG racing cars, a unique superelliptic tail pipe finished in chrome and a body-coloured tail spoiler, the MG3 looks distinctly sleek and sporty - a designer's dream.

Space for Fun

Normally this is where the compromise comes on small sporty cars - but not with MG3. Fun, entertaining and easy to live with, the MG3 combines style and enjoyment with practical spaciousness. The designers and engineers have combined to create an exceptional amount of space and versatility in a very compact five-door package.

Extensive work from the MG Design and Engineering team on the architectural package has resulted in interior packaging that rivals or surpasses anything in its class. In a 4m long package, the MG3 will easily accommodate four 6ft individuals; a level of accommodation typically associated with larger cars that mirrors the spaciousness of the MG6 range.

The MG3's 'rolled and raised' front dashboard design creates an airy forward cabin space and increased legroom, while allowing excellent access to primary and secondary controls. This theme is continued in the rear of the car, where the front seats are sculpted to allow rear passengers excellent space to travel in comfort.

Class-leading rear headroom is another characteristic which sets the MG3 apart. Many cars in this sector compromise on interior space, particularly in the rear. But rear headroom in the MG3 is more than generous.

Fun Boy 3
Designed with the core value of being fun to drive, the MG3 chassis has been honed from hundreds of thousands of miles of testing on European roads. Intended to deliver impressive levels of body control, sharpness and a willingness to corner to engage keen drivers, MG's world class team of chassis engineers have also delivered sure footed handling and impressive ride comfort. Together this makes the MG3 suitable for every journey, from crowded urban routes, to flowing British B-roads or cruising on a European motorway.

My MG3
In addition to a wide range of body colours a range of personalisation options will be available, allowing the MG3 to be tailored to the individual behind the wheel. Roof, side and bonnet graphics will allow owners to personalise their own MG3. Interior trims, wheels, vents, surrounds and mats will all be available in a choice of designs, colours and finishes allowing you to make your MG3 truly personal.

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Mercedes-Benz E63 AMG, 2014

 

 

 Mercedes-Benz E63 AMG, 2014

Mercedes-Benz-AMG continues to champion performance, dynamism and efficiency: the new Mercedes-Benz E63 AMG is now available as a particularly powerful S-Model with an output of 430 kW (585 hp), 800 Newton metres of torque and featuring a newly developed performance-oriented AMG 4MATIC all-wheel-drive system. The AMG 5.5-litre V8 biturbo engine continues to be the absolute pinnacle of efficiency: the combination of high performance and low fuel consumption remains unrivalled by any other competitor in the segment worldwide. The permanent all-wheel drive is also optionally available for the other Mercedes-Benz E63 AMG models - on which the V8 engine has been uprated from 386 kW (525 hp) to 410 kW (557 hp), with 720 Nm of torque. With this range, Mercedes-AMG is premiering high-performance passenger car models with an all-wheel-drive system geared to driving dynamics.

The CLS63 AMG also benefits from the new model range constellation: similarly to the E63 AMG, the Coupé and Shooting Brake will also be available with performance-oriented AMG 4MATIC all-wheel drive. Alongside the successful SUVs - ML63 AMG, GL63 AMG, G63 AMG and G65 AMG - two passenger car model ranges comprising up to eight unique models with all-wheel drive are now available from Mercedes-AMG in the guise of the Mercedes-Benz E63 AMG and the CLS63 AMG. Additional models featuring performance-oriented AMG 4MATIC all-wheel drive, such as the A45 AMG and the CLA45 AMG, will follow in 2013.

Acceleration to 100 km/h from a standing start in 3.6 seconds provides the Mercedes-Benz E63 AMG S-Model with a comfortable lead over the entire competition; the top speed stands at 250 km/h (electronically limited). In addition to the increase in output, this is also attributable in no small part to the performance-oriented AMG 4MATIC all-wheel drive with a power distribution ratio of 33 to 67 percent (front/rear axle). Perfect traction during acceleration effectively avoids slip-induced losses.

On the new S-Model the AMG 5.5-litre V8 biturbo engine generates a maximum output of 430 kW (585 hp) and maximum torque of 800 Newton metres - representing an increase of 20 kW (28 hp) over the AMG Performance package which was previously available as an option. This enhanced performance and power results from adaptation of the engine application, an increase in peak pressure and a rise in the charge pressure from 0.9 to 1.0 bar. At 410 kW (557 hp) and 720 Newton metres, the basic model also boasts an increase of 24 kW (32 hp) and 20 Newton metres over its predecessor.

Despite added power and enhanced performance, all models of the Mercedes-Benz E63 AMG offer high efficiency, low fuel consumption and low exhaust emissions. The AMG 5.5-litre V8 biturbo engine remains the most efficient series production V8 engine around - with substantially more cubic capacity than its direct competitors. The E63 AMG rated at 410 kW (557 hp) with rear-wheel drive runs on 9.8 litres of fuel per 100 kilometres in accordance with NEDC (230 grams of CO2). The variant with performance-oriented 4MATIC all-wheel drive and the S-Model rated at 430 kW (585 hp) with all-wheel drive display only marginally higher fuel consumption, at 10.3 to 10.5 litres per 100 km (242 grams to 246 grams of CO2). As an additional boon, following the implementation of internal engine measures all E63 AMGs meet the requirements of the stringent Euro 6 emissions standard which will not enter into force until 2015.

The market launch of the new Mercedes-Benz E63 AMG with rear-wheel drive will begin in April 2013, with the all-wheel-drive E63 AMG and the E63 AMG S-Model following in June.

Engine: Top on power and efficienc
The AMG 5.5-litre V8 biturbo engine in the Mercedes-Benz E63 AMG delivers signature AMG high performance on all fronts. From top speed through torque generation, power delivery, engine sound and suitability for long trips to hallmark Mercedes reliability, the eight-cylinder engine with an output of up to 430 kW (585 hp) meets high expectations and leads the way in its segment. Today's challenges also include peak performance in terms of efficiency. The E63 AMG continues to set new standards here - the AMG 5.5-litre V8 biturbo engine remains the most efficient series production V8 engine around. A look at the fuel consumption picture confirms its outstanding credentials: running on 9.8 litres per 100 kilometres in NEDC combined mode (E63 AMG Saloon with rear-wheel drive), the E63 AMG demonstrates in impressive fashion how fascinating dynamics and low fuel consumption can be combined to perfection.

As previously, the Mercedes-Benz E63 AMG is available in a choice of two power ratings: as the basic model with an output of 410 kW (557 hp) and 720 Newton metres of torque and as the S-Model rated at 430 kW (585 hp) and generating up to 800 Newton metres of torque. This represents an increase of up to 24 kW (32 hp) and 20 Newton metres in comparison to the respective predecessor models. The technical basis for this uprating results from adaptation of the engine application, an increase in peak pressure and a rise in the charge pressure from 0.9 to 1.0 bar. The engine experts at AMG have achieved compliance with the requirements of the particularly stringent EU6 emissions standard, which will not become mandatory until 2015, by optimising the injection timing with the aid of multiple fuel injection and by modifying the European on-board diagnostics.

From power delivery to engine sound, the AMG 5.5-litre V8 biturbo engine (internal designation M 157) makes every mile a sheer delight. The E63 AMG picks up speed with effortless poise. A key factor here is the unique torque curve of the supercharged eight-cylinder engine from the AMG hand-finishing section in Affalterbach: 720 Newton metres of torque are available in the broad rev range from 1750 to 5250 rpm, the Mercedes-Benz E63 AMG S even disposing of as much as 800 Newton metres between 1750 and 5000 rpm. This results in vast pulling power in every speed range.

The technical highlights of the AMG eight-cylinder engine:
    Direct petrol injection
    Biturbocharging
    All-aluminium crankcase
    Four-valve technology with camshaft adjustment
    Air-water charge air cooling
    Generator management
    ECO start/stop function

Two exhaust gas turbochargers located next to the cylinder banks supply the eight cylinders with fresh air. At their maximum speed of 185,000 rpm under full load, the two turbochargers force 1750 kg of air per hour into the combustion chambers. Thanks to their special, compact design - the turbine housings are welded to the exhaust manifold - there are significant space advantages, and the catalytic converters also heat up more rapidly.

The AMG V8 dispenses with the customary blow-off valve. This has enabled an extremely compact design for the compressor housing. To ensure agile responsiveness with no time lag, all the air ducts in the intake tract are as short as possible. The AMG experts have enabled the wastegate valve, which reduces the pressure in the exhaust system during negative load changes, to be vacuum-controlled via an electropneumatic converter. This allows dethrottling under partial loads, which in turn lowers the fuel consumption.

As was already the case in the AMG 6.0-litre V12 biturbo engine, the eight-cylinder direct-injection unit uses particularly efficient air/water intercooling. The low-temperature cooler with its water circulation is space-savingly accommodated within the V of the cylinder banks. It effectively cools down the intake air compressed by the turbochargers before it enters the combustion chambers, and maintains a constantly lower intake temperature under full load. The large radiator at the car's front end ensures defined cooling of the water circulating in the low-temperature circuit. Extremely short charge-air ducting makes for optimum responsiveness. The stainless-steel pressure pipes for the fresh and charge air are produced by the hydroforming process, have a wall thickness of only 0.8 millimetres and are designed for very low pressure loss.

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McLaren 650S, 2015

 

 

 McLaren 650S, 2015

McLaren Automotive will return to the 2014 Geneva Motor Show with its fastest, most engaging, best equipped and most beautiful series-production supercar yet.

The McLaren 650S joins the range as an additional model alongside the 12C and sold-out McLaren P1, and learns from both models as well as 50 years of competing in the highest levels of motorsport. Available as a fixed-head coupé or as a Spider, with a retractable folding hard top, the McLaren 650S promises to redefine the high performance supercar segment, and has been designed and developed to provide the ultimate in driver engagement on the road and on the race track.

The 650S badge designation refers to the power output-650PS (641 bhp), of the unique British-built McLaren M838T twin turbo V8 engine. 'S' stands for 'Sport', underlining the focus and developments made to handling, transmission, drivability and engagement. Performance figures will be confirmed ahead of the Geneva Show but will improve on the already rapid 12C which continues on sale.

The design is inspired by the McLaren P1, previewing a new family design language. The front bumper gives the McLaren 650S a dramatic, yet clean appearance and sits below new LED headlamps which reflect a similar look to the McLaren P1. The more integrated front splitter contributes to increased levels of downforce, giving a greater level of steering feeling and confidence to the driver on turn-in, while also adding to the agility and the car's handling balance. Unique door blades behind the front wheels direct air from the trailing edges of the front splitter, further benefiting front-end grip and vehicle balance.

The aerodynamic performance of the McLaren 650S is as efficient as the 12C, boasting the same drag coefficient figure, yet the air is being worked harder and more efficiently as it flows over, and through, the functional bodywork. At 150 mph, downforce levels are increased by 24 percent.

The latest addition to the McLaren range accelerates to 100km/h (62mph) from rest in just 3.0 seconds, and can reach 200km/h (124mph) in just 8.4 seconds. The standing quarter mile (400m) takes 10.5 seconds, and top speed is 333 km/h (207 mph). This performance puts the latest model from McLaren a full second quicker than the iconic McLaren F1 road car to 200 km/h, and 0.6 sec faster over the standing quarter mile, underlining its performance focus. This represents a sprint time to 200 km/h more than half a second quicker than the rapid 12C.

The ‘no compromise’ McLaren 650S also performs efficiently, returning 24.2 mpg (11.7 l/100 km) on the EU combined cycle, and a CO2 figure of 275 g/km making it one of the most efficient models in class. This is testament to the drive by McLaren for continued improvement and class-leading efficiency.

'As always with McLaren, the new design is there for good engineering reasons,' says McLaren Automotive CEO Mike Flewitt. 'The newly designed front bumper improves downforce and steering turn-in. The high speed handling balance is now even better. The LED lights use less power and last longer.

Unique side intakes behind the dihedral doors feed large, efficiently packaged, radiators which help provide the cooling requirements of the mid-mounted, compact engine. A new design five-spoke lightweight forged '650S' alloy wheel is unique to the model, and are fitted with Pirelli P Zero Corsa tyres to offer optimised roadholding, handling and driver feedback - the bespoke 'MC1' branded tyres have been developed alongside the McLaren 650S by McLaren technology partner Pirelli, and offer strong performance in normal road conditions and on track.

The McLaren 650S builds on experience from success on the track, and groundbreaking technologies fitted to other McLaren models. Active aerodynamics, which feature on both the 12C and McLaren P1, have been further developed and honed to ensure the ultimate performance and ability for the McLaren 650S. The McLaren Airbrake, originally fitted to the 12C and 12C Spider and designed to offer optimised levels of downforce on the rear of the car, now operates with a greater level of functionality providing increased stability. The newly developed system means the Airbrake deploys whenever the car senses extra downforce is advisable - rather than simply under braking or when manually operated in 'Aero' mode. Below the Airbrake, a distinctive rear three-piece bumper, similar to the GT3 racing version of the 12C, compliments the aerodynamic shaping of the McLaren 650S.

The pioneering ProActive Chassis Control (PCC) suspension system, developed by McLaren, has been further enhanced for the McLaren 650S. A feature of the system is the ability to adjust the ride and handling modes - Normal / Sport / Track - in isolation from the drivetrain, which gives complete freedom in terms of ride and handling. These settings, for both powertrain and suspension, have been recalibrated to improve driver engagement. The updates are especially noticeable in Sport mode.

The McLaren 650S is designed to be the best and most engaging driver's car in its class, yet it is not a stripped out road racer. Ride comfort and refinement are to executive saloon standards. The McLaren 650S models are equipped with IRIS satellite navigation with Bluetooth telephony, DAB digital radio (SIRIUS satellite radio in North America), wireless tethering, audio streaming and voice control as standard, while also offering enhanced levels of optional specification than previously offered. Options include fixed-back carbon racing seats, based on the lightweight design found in the McLaren P1, an electric steering column adjustment assisting ingress and egress, a rear parking camera and extended carbon fibre throughout the interior.

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