GM Powertrain has taken the Northstar 4.6-liter, dual-overhead-camshaft (DOHC) V-8 to a higher level of performance and refinement by developing a next-generation version of the highly regarded engine for the 2004 Cadillac XLR. While refined operating characteristics were a priority in developing the new Northstar, the overall goal was exceptional performance. The Northstar delivers a higher output across the entire operating range with targeted output of 315 horsepower (235 kW) at 6400 rpm and 310 lbs.-ft. (420 Nm) of torque at 4400 rpm. In addition to these peak values, new four-cam continuously variable timing has freed the engine from the traditional constraints of fixed-cams that can only provide either high horsepower or high torque. The Hydra-Matic 5L50-E five-speed automatic transmission, developed to manage the high torque and horsepower of the Northstar 4.6 liter DOHC V-8 in the XLR, is one of the most technologically advanced transmissions on any highway or autobahn in the industry. It is a modification of the Hydra-Matic 5L40-E transmission used in Cadillac CTS. The RWD Northstar continues the tradition of innovation. With 16 patents when first introduced in 1992 and several in subsequent years, the FWD Northstar set new standards for luxury-car power, refinement and durability. |
The story starts with the XLR's backbone, upon which the car's dynamic capabilities depend. Based on the next generation of GM's performance car architecture, this unique and patented structure consists of steel hydroformed perimeter frame rails, enclosed structural tunnel, aluminum cockpit structure and balsa-cored composite floors. Providing rigidity without bulk, and with exceptional resistance to torsional and bending forces, this architecture is the basis for the XLR's outstanding ride and handling characteristics. Engineers carefully selected advanced materials for the XLR's precise mission as a luxury roadster. Extensive use of aluminum in suspension control arms and cross members, magnesium components in the body and folding top structures, plus advanced composite body materials make the XLR's overall weight the lowest in its class. Compared to the Mercedes-Benz SL500, Jaguar XK8 and Lexus SC430, the XLR is not only the lightest vehicle at approximately 3,650 lbs., but it also boasts the longest wheelbase, widest track, lowest height and most horsepower. Another advantage of Cadillac's roadster not shared by the competition is its rear-mounted transmission. This helps give the XLR a virtually 50/50 front-to-rear weight distribution for superior balance, as well as providing occupants unusually roomy footwell space. |
The bold new era of Cadillac continues with the 2004 XLR. A two-seat, retractable hardtop convertible with a head-turning design, the XLR's mission is to deliver exhilarating style and performance to the luxury roadster class. The XLR not only provides stunning looks, but technology, luxury and performance to match. XLR offers a harmonious blend of technologies and materials meant to add pleasure, not complexity, to the driving experience. Innovative features include a head-up display, adaptive cruise control, Magnetic Ride Control, StabiliTrak, heated and cooled seats, keyless access with push-button start and DVD entertainment. Beneath the surface, the 2004 Cadillac XLR has a technology foundation that matches its striking exterior style. Never before has a GM production vehicle cast such a sophisticated shadow as the XLR, which begins appearing at Cadillac dealers in summer 2003. The car's remarkable body structure and chassis enable the XLR to be a luxury roadster with performance car roots. |
The objective of the suspension system is to make the XLR a true luxury roadster with the handling qualities of a performance car. To this end, the design utilizes double wishbones at each corner, combined with transverse-mounted, composite leaf springs front and rear. The system is designed to maintain firm control over wheel motion, while delivering a composed and compliant ride quality. During normal driving, the chassis exhibits comfortable and confident handling characteristics; when pushed harder, the car remains stable and secure with outstanding road holding. The XLR achieves a maximum lateral G-force of over 0.9. The XLR is one of the world's first vehicles equipped with Magnetic Ride Control - electronically-controlled, magnetic-fluid based real-time damping. The system uses four wheel-to-body displacement sensors to measure wheel motion over the road surface and responds by adjusting the shock damping at speeds approaching one millisecond. That's five times faster than previous real time damping systems. To ensure the XLR exhibits precise, responsive steering, Cadillac has adopted Magnasteer, a speed-variable power-assisted system, combining conventional hydraulics with patented electro-magnetic control technology. Steering effort is applied via magnetized doughnuts mounted around the output shaft, which stiffen the rate as vehicle speed increases. The system is tuned to begin subtly increasing effort after about 40 miles per hour. This allows for effortless low-speed maneuverability for parking and increased control at high speeds |
Continuing to demonstrate its technical capabilities and high-performance credentials, Cadillac today announced a race-going version of the CTS-V sport sedan, the most powerful car in the brands lineup. The race car, named CTS-V race car, will compete in the 2004 SCCA Speed World Challenge, a highly competitive North American race series for production based cars. CTS-V race car is the first race car developed by GM Racing in conjunction with the new GM Performance Division, an in-house center designed to explore potential enthusiast-oriented versions of production models. The CTS-V, introduced in late 2003 as a 2004 model, signaled Cadillacs entry into the low-volume, high-performance luxury car niche, and was the first vehicle to wear the divisions high-performance V-series badge. By weight, the CTS-V race car is 73 percent stock-derived. The production CTS-V and CTS-V race car share common technology in the form of the all-aluminum V-8 engine, front and rear suspension, steering system, differential and halfshafts and talent, as the engineers who conceived the CTS-V for street use were directly involved in the creation of the race car. |
Like the CTS and CTS-V, which were refined and validated at Germanys famed Nürburgring, the CTS-V race car will prove itself on the most challenging racing circuits in North America. A two-car, factory-backed effort from Cadillac will debut at the SCCA World Challenge race supporting the 12 Hours of Sebring in March 2004. Championship-winning sports car racers Max Angelelli and Andy Pilgrim will drive the works Cadillacs. The CTS-V race car will feature a 5.7L overhead valve V-8 engine. It will produce more than 500 horsepower with a maximum rpm of 7600. It will have a 25-gallon fuel tank to carry enough fuel for the 50-minute sprint races that comprise the series without requiring a pit stop. Its top speed is estimated to be in excess of 165 mph. Cadillac products for the 2004 model year include the CTS sport sedan, CTS-V, SRX luxury utility, Seville, DeVille, XLR luxury roadster, and the most powerful utilities on the planet; Escalade, Escalade EXT and Escalade ESV. More information on Cadillac can be found at media.gm.com/cadillac. Cadillac is a division of General Motors (NYSE: GM). General Motors, the worlds largest vehicle manufacturer, designs, builds and markets cars and trucks worldwide, and has been the global automotive sales leader since 1931. |
Purposeful Design On the exterior, the CTS-V includes purposeful enhancements designed to increase performance, including a completely new front fascia with an integrated aero splitter for better aerodynamics and brake ducts vented to cool front brakes. Stainless steel mesh grilles, both below and above the bumper, provide a unique front appearance and allow for free air flow into the engine compartment. Sides include an all-new aero rocker design that flows into a new, specific rear fascia. Underneath the hood, a tower-to-tower cross car brace has been installed for improved steering response and linearity under high-performance conditions. To help reduce under-hood noise, a unique nylon cover, which features the Cadillac Wreath and Crest and V-Series logo, is fitted over the top of the engine. Two exterior colors will be offered - Light Platinum and Black Raven. |
Performance Credentials Equipped with a 5.7 liter, V-8 engine expected to produce 400 horsepower and 390 lb.-ft. of torque, CTS-V marks Cadillac's entrance into the high performance luxury car market. Powertrain highlights include an LS-6 V-8 engine with aluminum block, two-valve cylinder heads, revisions to the air induction system and an enlarged dual exhaust system for an impressive V-8 sound. Power is delivered through the six-speed manual Tremec T56 transmission that features a dual mass flywheel for reduced noise and vibration harshness. A heavy-duty, increased diameter, 70-mm prop shaft is utilized for the higher torque requirements. The limited-slip rear axle is fitted with a 3.73:1 final drive ratio to optimize acceleration. Like the original CTS, CTS-V was refined and validated at Germany's famed Nürburgring to meet the expectations of the world's most avid driving enthusiasts. Following extensive development at the Nürburgring test track, the entire brake system has been designed to virtually eliminate brake fade in even the most spirited high performance driving conditions. Large four-piston Brembo brakes with vented rotors measuring 355-mm by 32-mm are utilized up front while rear brakes include four piston calipers with 365-mm by 28-mm rotors. Included on the caliper casting is distinctiveV-Series identification. Six-lug wheels are standard. On the exterior, specific seven-spoke 18-inch x 8.5-inch aluminum wheels are new. Goodyear P245/45WR18 EMT tires are standard. StabiliTrak is standard equipment and includes four driver-selected modes of operation, including a mode for better track performance. The extensive chassis tuning includes new shock absorbers and new front and rear stabilizer bar. The front stabilizer bar is 26.5 mm in diameter and the rear stabilizer bar measures 21 mm. Front and rear spring rates are increased by 27 percent. |
The CTS-V represents the best of what Cadillac has to offer in terms of luxury performance. Much more than just a powerful engine, CTS-V is equipped with a standard six-speed manual transmission, large performance brakes at all four corners, 18-inch wheels and tires, retuned shock absorbers and steering for the performance chassis changes and a host of interior and exterior styling refinements. CTS-V is the first model to be developed by the new General Motors Performance Division, an in-house center designed to explore potential enthusiast-oriented versions of production models. Production is slated to begin in the fourth quarter of 2003. |
Interior Geared Toward Performance Driving CTS-V offers a new instrument cluster trimmed with satin chrome rings around each gauge. Aircraft-style, white lettering on a black field is used on gauges for better legibility. The speedometer reads up to 180 mph. The instrument panel clock is replaced with an analog temperature gauge. Other interior modifications include a three-spoke steering wheel with an aluminum bezel and revised controls. Satin chrome finishes also are utilized on the shift knob, door pulls and door handles. The center armrest has been lowered significantly for easier shifting during driving. The shifter boot is non-perforated leather. Driver and passenger seats include adjustable lumbar and suede insert material to help maintain driver position in lateral maneuvers. Two interior colors, Ebony and Light Neutral, will be offered. Light-gray accent stitching is used throughout the interior. Aluminum sill plates have been added to both front door openings. |
As you move around the car, you'll notice that the lamp bezels at the front and rear have their chrome removed to be replaced by body-coloured inserts. The T-24 can also be clearly identified from the rear, courtesy of its unique and dominant quartet of exhaust pipe finishers. These exude purpose and sit beneath a redesigned rear bumper. Changes to the standard specification are just as extensive inside the T-24 Mulliner. The dominant theme is carbon-fibre, the same material from which the chassis and body of the Speed 8 Le Mans winner is built. Carbon fibre inserts are used in lieu of aluminium for both the waistrails and facia while the rear picnic tables are also covered in carbon fibre. Other changes include kickplates beneath the doors that now say 'T-24 Mulliner' instead of the standard 'Arnage' legend while the demister ducts and interior mirror surround now both carry the same colour as the hide. Exceptionally rare, even by Arnage standards, individually numbered and recalling the greatest sporting moment in Bentley's recent history, the Arnage T-24 Mulliner is bound to become one of the most coveted Bentleys of the modern era. |
Bentley Motors is pleased to announce a limited run of special Bentley Arnage Ts to commemorate Bentley's historic sixth win in the Le Mans 24-hours. Just 24 of these cars will be offered for sale in the US, while a handful will be built for the UK and Continental Europe. With extensive use of carbon-fibre and the replacement of much brightwork with body-coloured panels, the T-24 will have a unique appearance and be the most sporting-looking saloon ever to be designed at Crewe. The brief handed down to the stylists at Bentley Mulliner, the personal commissioning wing of the company that is responsible for the Arnage T-24 Mulliner, was to augment the T's already uncompromisingly sporting style still further. The aim was to create a car that was not only as thrilling to look at as to drive but one that also made clear visual links to the victorious Bentley Speed 8s which recorded the most dominant win in the modern history of Le Mans last June. Most notable as you approach the car are the vents in the front wings. Designed to recall the distinctive louvres over the front wings of the Speed 8, they give the Arnage T an animal quality and are reminiscent of a shark's gills. Above these vents sits a simple Union Flag badge with the number '24', in the same style as the 24 used on the Le Mans-winners' trophy. Also noticeable are the split rim 19in alloy wheels. Though these have the same basic design as the optional 19in wheels available on the Arnage T, not only are they standard on the T-24 Mulliner, they are also highly polished to give a much deeper shine. |
Bentley Motors is delighted to announce its new flagship, a sumptuously appointed sporting saloon without equal, which heads the legendary Arnage family. Designed to showcase Bentley's unrivalled handcraftsmanship talents and the skills of its Personal Commissioning department, it is the Bentley Arnage RL by Mulliner. And its specification is certain to whet the appetites of technofiles and aesthetes alike, introducing the very latest technologies into a genuinely bespoke interior. Easily identified by its subtle Mulliner badge on the front wing, it is only when you open the doors that you see the transformation of the cabin, that brings a level of opulence and technical sophistication beyond even that of the luxurious Arnage RL. Most notable perhaps are the two 13.1 in. screens, one in each seat back. These are both DVD and television monitors and are fed from a six seat DVD stacker in the boot. The satellite navigation screen in the front also receives the television and DVD images, but only when the car is stationary. Sound is taken care of by an Alpine combined tuner, CD and MP3 player which plays through twin amplifiers to JL speakers, incorporating twin sub-woofers in the rear parcel shelf. When the time for recreation is over, the Arnage RL by Mulliner proves itself to be an equally capable office thanks to a computer system boasting a 1GHz Pentium processor, a 20GB hard drive, USB ports, an infra-red keyboard and both Internet and e-mail facilities. Dual-band installations for Nokia mobile telephones are included front and rear. In addition there is document storage available in each seat back, and walnut-veneer writing tables. Having proved itself equally adept as a cinema and as an office, the Arnage RL by Mulliner spends the rest of its time as a mobile drawing room. Features particular to this car include a veneered cocktail cabinet to the rear centre cushion, a wine cooler, a solid wood gear lever in burr walnut and Bentley marque emblems to the seat facings. |
The Bentley Arnage RL by Mulliner is more than just the head of the Arnage range of sporting, luxurious saloons. It also reinforces Bentley's position as the only manufacturer of truly bespoke cars. While others may offer extensive option lists or a limited level of customer choice, for Bentley the only limit is defined by the imagination and resources of the customer. He or she can come to Bentley Mulliner at Crewe, see the vast scope for creating a unique car and discuss their exact requirements with our engineers, designers and craftsmen and women. Bentley Mulliner's sphere of operation extends from one tiny modification to an otherwise standard car, such as the embroidery of the owner's initials in the upholstery, to the design, commission and execution of a new State limousine for Her Majesty, The Queen. In between lies an effectively infinite number of arrangements and permutations - actually there are more than a trillion ways to build a Bentley! Once, all luxury cars were coachbuilt, but today it is an almost lost art. But at Bentley all the old skills remain in practice everyday, creating cars of a quality and with a character found nowhere else in the automotive industry. The Arnage range in general and the Arnage RL by Mulliner in particular are the ultimate expressions of this art. The Arnage was first announced in 1998 and will be remembered as the car that led to the regeneration of the company, and the one whose success paved the way for this year's introduction of the 198mph Continental GT coupe. Without its instant credibility in the market place and appeal to Bentley's heartland customer base, all the things that have since been achieved, from the Continental GT to winning Le Mans, would not have been possible. Two years ago the range was subject to a range of revisions so extensive that the resulting Series Two Arnage could legitimately be thought of as an entirely new car. Since then, the range has become synonymous with speed, luxury and refinement. These are precisely the qualities that Bentley's engineers have designed into the three mainstays of the Arnage family, each one performing well in all three disciplines, but honed to excel at one in particular. |
The first is the Arnage R, a car whose role in life is to offer the discerning customer a conspicuously refined ride in a beautiful, sporting saloon. With a 400bhp engine its effortless pace is more than adequate for most tastes yet it is at its absolute best when wafting at sustained high speed over long distances in virtual silence. The Arnage T is for those who want a supercar, but need to have the flexibility of four doors and a capacious boot. And in all these regards, the extraordinary, 170mph Arnage T is a masterpiece. Quick enough to dispatch most cars to a tiny dot in the mirror in just a few seconds, rewarding enough to offer real thrills to the discerning driver, yet still possessing a full complement of Grand Touring credentials, the Arnage T is the extrovert of the range. At the opposite end of this spectrum is the Arnage RL. Still dynamic and fun to drive, its true calling is that of the limousine. But this is no normal luxury saloon. All Bentleys benefit from the craft skills handed down through generations at Crewe, but the RL takes the next step where the wood and leather, instead of merely contributing to the atmosphere within the car, become its focal point and defining feature. WO Bentley saw no conflict between crafting overtly sporting cars and luxury limousines from the same raw materials. He knew that so long as the essential design was right, excellence could be achieved in both fields. It is a philosophy that remains relevant and in practice at Crewe today, never better expressed than in the Arnage range from the exhilaration in the T, through to the pure refinement and ambience of the RL. |
Aston Martin is all set to give the elegant DB9 Volante its world premiere on January 4th at the 2004 Detroit Motor Show - the sixth new car from the company in less than two and a half years. The DB9 Volante is the latest model from Aston Martin and is also the 13th convertible from the company - joining a prestigious line-up of post-war convertibles that stretches back to the DB2 of 1950 and includes the DB4, DB5, DB6, V8 and DB7. However, this will be the first convertible ever to use Aston Martin's unique VH Platform (Vertical/Horizontal) Strategy and the first to be built at the newly opened Aston Martin Gaydon facility. The DB9 Volante will be built alongside the DB9 Coupe, which was launched at the Frankfurt Motor Show in September 2003. Both models will be hand-built at Aston Martin Gaydon with the Coupe being delivered to customers in Spring 2004 and the Volante in Autumn 2004. It is expected that more than 2000 DB9 models will be sold next year of which around 50% will be the Volante model. Dr Ulrich Bez, CEO of Aston Martin said: 'From the outset of the DB9 programme we knew we wanted a convertible model. So the Volante has been designed, engineered and built from the outset as a convertible ' it's not a Coupe with just the top taken off. 'The DB9 Volante has all of the traditional styling cues youd expect from a convertible Aston Martin. It's very elegant and perfectly proportioned from every angle, while subtle embellishments help create a powerful-looking sports car.' |
Designed by Henrik Fisker, Aston Martin's Design Director, who took styling cues from previous Aston Martin convertibles, the DB9 Volante has a fully retractable hood that is stored within the body of the car when closed allowing the car to retain a very smooth and elegant profile. I wanted to ensure that the DB9 Volante was unmistakably an Aston Martin, but it had to retain all of the values of a convertible. Even with the hood raised it had to look beautiful, said Henrik Fisker. The hood is operated by the push of a button and retracts within just 17 seconds. When down, it folds behind a hard tonneau cover, which then electrically closes flush with the DB9s bodywork. The DB9 Volante has a boot capacity of 197-litres (170-litres in the DB7) and has two rear seats. In the event of an accident, sensors in the DB9 Volante detect the risk of a potential rollover and two roll-hoops are deployed from the rear seat headrests, while front seat passengers are protected by the windscreen A-pillars which can withstand twice the total weight of the car. Like the DB9 Coupe, power for the Volante is supplied by Aston Martin's low emissions, all-alloy, 48-valve, 6.0-litre, V12 engine. No performance figures have yet been issued by Aston Martin but the Volante will be able to achieve a 0-62mph (100kph) time of under 5 seconds and a top speed of more than 180mph (300kph). Like the DB9 Coupe it will be offered with a six-speed automatic or a six-speed manual transmission. |
Conclusion The DB9 manages to combine all facets of style, quality and useability of a traditional Aston Martin without relying on retrospective detail or design. It is a totally modern Aston Martin. Sales of the model will start in Spring 2004, replacing the DB7, the most successful Aston Martin in history. |
Interior 'The DB9 had to have the best quality and most luxurious cabin in the 2+2 sports car class,' says Fisker. As with the exterior, the design is simple and elegant and a premium quality look and feel are crucial. The latest technology is also essential, and that's exactly what the DB9 customer gets, says Fisker. But in an Aston Martin, the technology is aimed at increasing the driving pleasure. There are no computer gimmicks. You don't buy an Aston Martin to play games on the in-car computer, or to send emails. Aluminium is used for door handles, on the dashboard, in the instrument cluster, and for some trim panels. The most distinctive use of aluminium is probably in the instruments. The dials are made from aluminium, and are of noticeable three dimensional design. They are flood lit, not back lit - making them especially attractive and clear at night. There are 20 new leather colours, supplied by Bridge of Weir in Scotland. The hides are particularly soft and supple. The leather skins the seats and is used widely throughout the rest of the cabin. 'We spent a lot of time considering how best to use wood, says Interior Designer Sarah Maynard. Today wood is typically used as an applique, strips of highly polished veneer simply adding decoration to the car. We wanted the wood in the DB9 to look more structural, as it does on avantgarde modern furniture. We also wanted to use large pieces of wood, rather than little strips - again, as in top furniture. Maynard adds: 'Wood is used in two places only: on top of the centre of the dashboard and, if the customer chooses, for the door caps. Three types of wood are offered: walnut, mahogany and bamboo. The wood is one piece, so it looks completely different from burr strips, and can be oiled rather than high gloss. Glossy wood invariably looks like plastic.' Her favourite cabin design feature is the clear glass starter button. 'It seemed wrong to us that most car starter buttons - the first point of contact between driver and engine - is a plastic button. We wanted something better so decided on crystal-like glass. The Aston Martin logo is sand etched into it. It's lit red when the ignition is on, and afterwards changes to light blue. I think it's a really cool piece of design.' |
Clean and elegant styling The Aston Martin DB9 is a modern interpretation of a traditional Aston Martin sports car, representing a contemporary version of classic DB design elements and characteristics. 'Aston Martins are not edgy cars - they don't have sharp surfaces or pronounced power domes,' says Hank Fisker, Director of Design, 'the bodywork is elegant and gently curved, like a supremely fit person, with great muscle tone. But it is not like a body builder, who is bulky and out of harmony.' The side profile is very clean, with a single-sweep roofline. There is a pronounced boot - a noticeable feature of the DB4 and DB5 - and the haunches on the rear wings are wide and curvaceous. The aluminium bonnet runs all to the way to the leading edge of the car. 'This accentuates the length of the bonnet and the power of the car,' says Fisker. All front cut lines emanate from the grille. The DB9's bumpers are invisible. The front number plate is part of the crash structure and computer modelling has enabled Aston Martin to use invisible -hard pressure zones- to cope with bumps. The side strakes - an Aston Martin DB signature - are made from metal. The door handles are flush with the body opening the unique swan wing doors, which rise at a 12-degree angle for improved access. |
Rear Transaxle The DB9 is fitted with a rear transaxle to help achieve the ideal 50:50 weight distribution. The front mid-mounted engine is connected to the rear gearbox by a cast aluminium torque tube, inside which is a carbon fibre drive shaft. The use of carbon fibre prevents any flex and ensures low rotational inertia, improving response and cutting both noise and vibration. Two transmissions are offered: a six-speed ZF automatic gearbox and a new six-speed Graziano manual gearbox. The ZF automatic used in the Aston Martin DB9 is particularly innovative. The DB9 is one of the first cars in the world to use a shift-by-wire automatic gearchange. The conventional PRNDL gear lever has been replaced by a system of buttons that select park, reverse, drive or neutral. Those choosing the ZF automatic can drive the car in full auto mode, or can change gear manually using the paddle shifts. The paddles are made from lightweight magnesium and are directly behind the steering wheel, at the ten-to-two position. They allow instant Touchtronic gearchanging. |
Engine The engine is developed from the V12 used in the Vanquish. The advanced quad-cam 48-valve engine has been designed by Aston Martin engineers in partnership with Ford's RVT (Research and Vehicle Technology), and is unique to Aston Martin. The crankshaft is new, as are the camshafts, inlet and exhaust manifolds, the lubrication system and engine management. The result is more low-down torque and a more seamless power delivery. Maximum power is 450bhp and maximum torque 420lb ft. Even more impressive, 80 percent of that maximum torque is available at only 1500rpm. Comparing the Vanquish's engine to that of the DB9, Fitzsimons comments: The Vanquish offers more ultimate performance, the DB9 has more torque over a wider rev range, says Fitzsimons. In the new DB9, the V12 - which is a significant 11.8kgs (26lb) lighter than the Vanquish V12 - has been fitted as far back and as low as possible, to assist agility and handling. This helps the DB9 achieve its perfect 50:50 weight distribution. |
Safety 'Volvo is renowned as the automotive safety leader,' says Chief Programme Engineer David King. It was the perfect partner to assist in delivering the DB9's outstanding safety performance. All crash testing was done by Volvo in its state-of-the-art safety centre in Sweden. The VH platform was designed to provide a supremely robust passenger cell that cocoons its occupants. The cell is protected at the front and rear by extruded aluminium crumple zones. Dual-stage driver and passenger airbags, and seat-mounted side airbags, offer further protection, as do seat belt pretensioners. |
Instrument pack The instrument pack is particularly attractive and innovative and all dials are made from aluminium. Microperforations allow the warning lights to illuminate through the aluminium. The rev counter runs anti-clockwise to maximise the visible area for the central electronic display, in the main instrument cluster. It's also a nice reminder of earlier Aston Martin models such as the Atom and the DB2. There is no conventional red line on the tachometer. A red warning symbol will be displayed when maximum revs are reached but - thanks to the high-tech electronics - the red line varies, depending on the engine's mileage, how recently the engine has been started, and ambient temperature. The electronic message displays in the main instrument cluster, and in the centre console, are organic electroluminescent displays (OEL). This is another car industry first. There are many benefits to OELs compared with conventional LCDs, including higher resolution and greater contrast, and improved clarity, particularly when viewed from an angle. |
Suspension / Brakes / Wheels The DB9 uses all-round independent double-wishbone suspension. As the body frame is brand new, the chassis designers were able to start from scratch - rather than be forced to develop a suspension for an adapted saloon car platform. The front suspension is mounted on a cast aluminium subframe. At the rear, another subframe carries the rear suspension as well as the rear transaxle. Forged aluminium wishbones are used front and rear, as are aluminium-bodied dampers. This is rare, even on top-end sports and GT cars. The steering rack is mounted ahead of the front wheels, which provides better control under extreme steering loads and heavy braking. Magnesium alloy is used in the construction of the steering column. Even the wheels have been specially designed to save weight. The 19-inch alloys are made using flow forming rather than casting. This saves about 1kg per wheel, benefiting unsprung mass, overall vehicle weight, and reducing rotational inertia. The tyres have been specially developed by Bridgestone. The calipers are made from a single casting, rather than being fabricated in two halves and then bolted together. This increases strength and rigidity and gives superior braking performance at high speeds. Braking is improved by Electronic Brakeforce Distribution (EBD), which is computer controlled to optimise the front-to-rear brake balance, and by Brake Assist - in which the cars electronics detect when the driver wants to emergency brake and automatically applies maximum braking force, cutting stopping distance. There's also the latest anti-lock (ABS) system, which prevents the car skidding or sliding out of control. Dynamic Stability Control (DSC) is standard. DSC is an advanced electronic control system that continually analyses wheel speeds, steering angle and yaw rate. It reduces the risk of skids by automatically applying braking to individual wheels, or reducing engine torque. |
Light and immensely strong aluminium frame In a long list of technological innovations, the most important is the bonded aluminium frame. Aston Martin believes it is the most structurally efficient body frame in the car industry. The new Aston Martin VH (vertical horizontal) aluminium structure gives immense benefits. It is very light, aiding performance, handling, economy and durability. It is also enormously strong. Despite being 25 percent lighter than the DB7 bodyshell, the DB9 structure has more than double the torsional rigidity. This is the car's backbone, the skeleton to which all the mechanical components are either directly or indirectly mounted. Drawing on the experience and technology pioneered in the Vanquish, the DB9's frame is made entirely from aluminium. Die-cast, extruded and stamped aluminium components are bonded using immensely strong adhesives, supplemented by mechanical fixing using self-piercing rivets. The frame is made in aluminium and the body panels are then fitted, again using adhesives, in the advanced body assembly area at Aston Martin's new Gaydon facility. This adhesive is applied by a robot - the only one at Aston Martin. Computer controlled hot-air curing ensures the highest standards of accuracy and repeatability. The bonding has enormously high stiffness, so that shakes and rattles are obliterated. Bonding also has excellent durability offering better stress distribution than welding - which is more prone to crack. The process is also used in the aircraft industry and Formula One. In addition to the aluminium frame, other lightweight or high-technology materials are used extensively. The bonnet, roof and rear wings are aluminium. The front wings and bootlid are composite. Cast aluminium is used in the windscreen surround, another industry first. Magnesium alloy, which is even lighter than aluminium, is used in the steering column assembly and inner door frames. The driveshaft is made from carbon fibre. It is part of the torque tube that rigidly connects the front engine to the rear gearbox. This arrangement helps the DB9 achieve perfect 50:50 weight distribution, further improving handling. |
The future of Aston Martin is epitomised by the all-new DB9, a 2+2 seater sports car that sets new standards in its class due to its astonishing combination of agility, V12 power, smoothness, beautiful design and hand craftsmanship. Using a radical new aluminium-bonded body frame, the DB9 is one of the most sophisticated and technically advanced sports cars in the world. It is powered by the latest version of Aston Martin's 6.0-litre V12, producing 450bhp and a top speed of 186mph. Yet the DB9 is significant well beyond being a class-leading sports car. It is the beginning of a new era for Aston Martin. It is the first car to be hand-made at Aston Martin's new state-of-the-art facility in Gaydon, Warwickshire, where all future Aston Martin models will be developed and built. 'Gaydon is the future of Aston Martin,' says Dr Ulrich Bez, CEO of Aston Martin. It combines cutting-edge high technology with hand-craftsmanship and tradition. It is probably the best facility of its type in the world, and the perfect showcase for how to design and build innovative sports and GT cars for the 21st Century. All cars built at Gaydon will be based on Aston Martin's new VH [Vertical Horizontal] platform. It's the first time in our history that we have had a totally flexible yet dedicated Aston Martin platform. The DB9 is the first car to use it making it the most important Aston Martin ever. |
In addition, the Concept A-Spec TL features a rearview camera integrated into the trunk lid, which transmits a rearview picture to the navigation screen when the vehicle is in reverse gear. The all-new 2004 TL, upon which this concept is based, debuted in October and immediately shattered monthly sales records. Dramatically redesigned with sporty new exterior styling, a 270-horsepower engine, sport-tuned suspension and an assortment of the latest technology, the TL is a true driving enthusiast's car. To highlight the TL's high performance demeanor, Acura introduced an A-Spec accessory package that went on sale December 1. The TL A- Spec kit features track-tuned suspension that lowers the TL by one half inch, 18-inch wheels and high performance tires and an aero kit that accents the TL's aggressive new styling while improving handling and aerodynamics. The package is dealer-installed and covered by a full factory warranty. |
The TL A-Spec Concept boasts a 3.2-liter V-6 engine that utilizes a high flow intake and exhaust as well as internal engine modifications to raise the output to over 300 horsepower. An A-Spec high performance suspension package with track-tuned shocks and springs lowers the car by one inch and enhances the TL's handling precision. Brembo brake components, including 8-piston caliper and 15-inch drilled rotors, give the TL A-Spec Concept increased stopping power. Inside, the TL A-Spec Concept features a racing-inspired cockpit clothed in premium Matador Red leather. The upper headliner is finished in ultra suede trim while the door panels and center console feature carbon/kevlar and aluminum accents. Custom designed front seats with heating and cooling vents provide optimum support during aggressive driving, while a carbon/kevlar racing steering wheel and lightweight aluminum sport pedals deliver a highly tactile feel to help enhance control over the car. The TL A-Spec Concept adds Adaptive Cruise Control' to the TL's already extensive list of safety features. This leading-edge system uses sensors in the grille to keep the TL A-Spec Concept a safe distance from the car in front of it by controlling the accelerator and brake as needed. Laser radar tracks the speed and distance of the vehicle in front and maintains the TL A-Spec Concept's speed accordingly. |
The Acura TL A-Spec Concept performance luxury sedan will make its debut at the Greater Los Angeles Auto Show. This extensively modified TL is a one-of-a-kind built to explore the next level of performance accessory possibilities for Acura's best-selling sedan. Based on the all-new TL luxury performance sedan, the TL A-Spec Concept is an exciting expression of Acura high performance. While the production TL features a wide stance, the Concept TL's track has been widened by nearly two inches. The wider track combines with custom 21-inch alloy wheels, high performance tires and wide fender flares, to give the Concept an even more muscular appearance. A panoramic glass roof flows back along the length of the cockpit, providing breathtaking visibility. The front fascia has been redesigned with a new bumper, more angular headlight treatments, an enhanced signature Acura grille and larger lower air intakes. In the rear, the trunk lid has been restyled with an integrated down force spoiler. A new bumper featuring larger, high flow exhaust finishers and new taillight treatments has also been applied. |
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