Bentley GTZ Zagato

At the 78th Geneva International Motor show 2008, Zagato Atelier takes great pleasure in introducing the Bentley GTZ, the latest in a long line of collaborations with the very best British car manufacturers over the Milanese Atelier 's 89 years history.

Following on from the recent presentations of the Ferrari 575GTZ in 2006 and the Maserati GS Zagato at the Villa D'Este in 2007, the Bentley GTZ is a neo-classic Zagato interpretation of the style of a British GT.

The project was conceived during a discussion between Dr. Ing. Franz Josef Paefgen, CEO of Bentley Motors Limited and Dr. Andrea Zagato, President of Zagato at the Pebble Beach Concours D'Elegance in 2006. At a 'Tribute to Zagato' presentation, Zagato showed a selection of 50' 60's models, near by the recent berlinettas presented during the last 3 years. Dr. Paefgen was struck by the beauty of those cars and reminded of the historical significance of the art of the Carrozzeria (coachbuilders) which was both being maintained and carried forward by Zagato.

Starting from the styling cues of the last neo classical coupes, which became milestones of Zagato design in the new millennium, the challenge was to apply the same design language to a completely different proportion of vehicle: the Bentley Continental GT Speed.

Even with many technical restrictions and carry-over parts in order to maintain the basic functions of this extremely sophisticated vehicle, the Zagato design team managed to give a distinctive and attractive character to the Zagato coupe.

Pronounced fender lines, double-bubble roof, round tail with all new rear combination lamp are harmoniously integrated in to an imposing body adding a more aggressive and sharp feeling without losing the absolute solidity which is part of the great charm of the original coupe. The same time the hand painted pin-stripe coordinated with the interior colour adds a refined and exclusive elegance to the extrovert body lines helps to make the look of this car appropriate to be special limited-production model born between two great automotive cultures: Bentley and Zagato. Read More!

Bentley Continental GT

Two figures alone would seem to say it all about the Bentley Continental GT: it accelerates from 0-60mph in 4.7sec (0-100km/h 4.8sec) and reaches a top speed of 198mph (318km/h). In fact such bold statistics barely scratch the surface of the Bentley Continental GT's true capabilities.

The aim from the start of the Bentley Continental GT project was to create a car with an unrivalled performance envelope, so that it would not only be quicker and more powerful than any rival on paper, but that these extraordinary talents would also be able to be used safely and to the full in the real world. The Bentley Continental GT is not and never was about theoretical performance potential - every aspect of its ability has been specifically tailored so that it is not just possible to access its performance, it is easy and natural.

Moreover, the Bentley Continental GT concept also dictated that the resulting car would recognise that, though we would all wish otherwise, road conditions in all markets mean that frequently its owners will not be able to make use of its full potential. Indeed in some regions traffic conditions are such that being able to extend such a car is more of a rare treat than an everyday occurrence. Which is why in addition to being able to thrill its occupants at a moment's notice, the Bentley Continental GT is also configured to comfort and cosset them the rest of the time - in the tradition of a true British Grand Tourer.

The Bentley Continental GT is the first product designed entirely under the patronage of the Volkswagen Group and a £500 million investment in the marque has enabled a transformation of the site at Crewe. This made it possible for the Bentley Continental GT to be designed, engineered and assembled on site.

The investment has also made it possible for Bentley to recruit over 400 new staff to Crewe, giving Bentley greater independence and control over its future than at any time since it first passed into proprietary ownership in 1931.

Engine

The heart of the Bentley Continental GT is its 5998cc, four camshaft, 48-valve, twin turbocharged W12 engine. It can now be revealed that its power output, hitherto quoted as 'in excess of 500bhp', is in fact 552bhp (560PS) (411kW) at 6100rpm. Maximum torque is 650Nm (479lb ft) which may sound an impressive enough statistic in isolation but its true significance only become apparent when you learn that it is generated at just 1600rpm. Typically, a performance car engine will force the driver to wait until it is spinning at between 3-5000rpm before it will deliver maximum thrust; in the Bentley Continental GT it's all there at barely more than idling speed. No other car in production makes its torque so instantly accessible.

But this just the start of the story for this engine has other claims to fame beyond its headline-grabbing outputs. Its exterior dimensions, for instance, make it the smallest 12-cylinder engine currently in production, despite its considerable 6-litre displacement. The block is just 513mm long, 715mm high and 710mm wide. This has been made possible entirely by its 'W' formation where instead of arranging the cylinders in two long rows as you would in a conventional V12 configuration, each bank of cylinders is actually staggered, effectively creating two V6 engines mated on a common crankshaft. The angle between the two main banks is 72deg, that between the staggered cylinders just 15deg. The result of this is an exceptionally compact motor, a trait that brings advantages in many areas. Clearly it helps hugely with weight distribution as a geographically small engine is easier to locate nearer the centre of the car. This in turn helps the overall packaging of the car and, in particular, its frontal crash performance, a crucial consideration in a Bentley which has a short front overhang as one of the main features of its design language.

It is no secret that the basic engine architecture has been supplied to Bentley from its parent company, the Volkswagen Group, but by the time Bentley's powertrain team had finished re-engineering it to an exclusive specification for the Bentley Continental GT, it could be truly considered a unique engine in its own right.

Clearly the major engineering challenge was to adapt the engine to accept forced induction, a process that required major re-engineering of the block, the replacement of many internal components and all new inlet and exhaust manifolds. The result would have to cope with a rise in output from 420bhp in standard form to 552bhp once installed under the bonnet of the Bentley Continental GT.

The engine features special pistons, specifically designed for the Bentley Continental GT in order to deliver the desired compression ratio of 9.5:1, a phenomenally high figure for a turbocharged engine. The engine also features seven main bearings, pent-roof combustion chambers and variable valve timing on both inlet and exhaust valves. The timing is infinitely variable within its fixed range, which is some 52 degrees on the inlet camshafts and 22 degrees on the exhaust camshafts.

A huge amount of work was also undertaken to make sure the Bentley Continental GT could use very efficient air to air intercooler. Fitting them within the already cosy confines under the Bentley Continental GT's bonnet was not the matter of the moment, but Bentley's engineers regarded their inclusion in the specification as not negotiable and, after several months work, they were integrated into the under bonnet package.

The Bentley Continental GT also uses a dedicated exhaust system, using two six-into-one manifolds. Much attention has been paid not simply to ensure the exhaust provides maximum efficiency, but also that its sound is appropriate to the fastest Bentley road car in both tone and volume.

The turbochargers are made for Bentley by renowned specialists, KKK, and need operate at only the comparatively conservative boost pressure of 0.7bar to provide the Bentley Continental GT with its headline performance. Given this, the existence of maximum torque at 1600rpm and the engine's 6-litre capacity and it's easy to see how turbo-lag, the sole undesirable side-effect of this variety of forced induction, has been effectively removed from the equation. As with all Bentley-designed powerplants since the birth of the company in 1919, smooth power is not something you need to wait or ask for - it is there, at your disposal at every point of the rev-range from idle to its 6100rpm red-line.

Controlling all this power is Bosch's state of the art ME 7.1.1 engine management system which comes complete with two throttle bodies, exhaust gas temperature regulation, boost pressure regulation, two air mass sensors, four knock sensors with adaptive learning and the latest ESP 5.7 electronic stability programme. Ignition is achieved without the need for a distributor, thanks to each cylinder being provided with its own coil. The engine is fully compliant with future Euro IV emissions regulations and has been calibrated to run on standard 95RON octane pump fuel.

Such is the power of the Bentley Continental GT's powertrain that Bentley engineers took the decision to reinforce its already substantial engine mounts with Kevlar bindings to make sure it does not move even under the most extreme circumstances.

Powertrain testing

The engine in the Bentley Continental GT has undergone some of the most gruelling and exhausting test procedures of any engine in order to ensure that it can be depended upon to accommodate all and more than any owner could ever need. Naturally prototypes have and continue to rack up millions of miles in some of the hottest, coldest, driest and most humid places on earth, but perhaps no single test illustrates the relentless pursuit of engineering perfection than those tests performed with the engine out of the car and sitting on a bench.

Perhaps the most eye-opening of these is a test where the engine is switched on and revved to maximum revolutions (6100rpm) from cold and then left there, not for a few minutes or even a few hours. It is left to run at maximum speed for 100 hours or, put another way, over four Le Mans in a row.

Another test puts the engine through an advanced programme of cyclical accelerations, decelerations and steady state running at all points in the rev range for 500 hours non-stop or, to put that perspective, just four hours short of three weeks.

The engine has also been exposed to prolonged thermal shock cycling where internal temperatures are swiftly brought to a peak whereupon its coolant is replaced by ice-cold fluid in order to induce the swiftest possible drop in temperature before the engine is re-heated up to maximum temperature again and the process is repeated.

Transmission

Not many gearboxes are capable of handling the extraordinary torque loadings that the Bentley Continental GT engine is able to produce and none so far fitted to a luxury coupé has had the benefit of six gears. Yet with the help of its partners at ZF, that is exactly what Bentley has provided for the Continental GT. Designated 6HP26, the new gearbox is the most advanced of its kind in the world, offering not only six ratios but also the ability to lock up its torque converter in every gear, providing effectively manual gearchanges via either the gear lever or steering wheel paddles.

The gearbox itself is exceptionally light and compact, given the torque it must handle, indeed it has almost 30 per cent fewer components than a conventional five speed automatic, decreasing weight and improving both reliability and efficiency. Though variants of this gearbox have been supplied by ZF to other luxury car manufacturers, that used by the Bentley Continental GT is distinguished by being adapted for use with a four-wheel drive transmission and has been further modified for use in the Bentley Continental GT.

Not only does the Bentley Continental GT carry bespoke gearing, tailored precisely to the unique torque characteristics of the engine and the car's exceptional top speed, it has also been fundamentally redesigned for installation in the Bentley, placing the front differential ahead of the torque converter in order to push the front wheels as far forward as possible, creating a minimal front overhang, an inimitable Bentley design trait. Direct drive equates to 22.7mph (36.5km/h) per 1000rpm which, with a 0.691:1 top gear ratio, gives 32.85mph (52.86km/h) per 1000rpm. At first this may appear a relatively long-legged ratio, after all the Bentley Continental GT will sit at the UK national speed limit (70mph) with just over 2100rpm on the rev-counter. In fact, and in keeping with the car's extreme sporting aspirations, this ratio has been chosen to ensure that maximum power and maximum speed coincide as closely as possible.

All-wheel drive

Pointing the power in four directions was part of the original strategy for ensuring the Bentley Continental GT would remain, safe, usable and enjoyable in all weather conditions routinely found around the world.

The system used employs a central Torsen (TORque SENsing) differential and a free differential on each of the front and rear axles. Both the front and centre differentials have individual cooling radiators.

After exhaustive investigation and a substantial test programme of available alternatives, Bentley's engineers decided to divide the drive equally between the front and rear axles, giving a conventional 50:50 torque split. This is the combination that was found to be best at providing not simply the safety demanded of a car with this performance potential, but also the most favourable handling response.

Naturally this front to rear ratio is infinitely variable according to available grip and the Torsen differential together with the 4 wheel ASR can sense slip of less than one per cent and act accordingly, apportioning the engine's torque to either the front or rear axle. It would, in reality, take exceptional conditions for this to happen such as both wheels of one axle being on black ice but in more conventional circumstances the Torsen differential will always be able to optimise the torque loadings between the axles.

Thanks to the Bentley Continental GT's advanced electronic stability programme, the need to equip each axle with a limited slip differential is obviated. When slip is detected at one wheel, the ESP system can apply the brake individually to that wheel and allow the torque to be transferred across the axle to the tyre with the most grip. In normal use this system acts entirely unobtrusively but it does, in fact, possess the ability to keep the Bentley Continental GT moving forward when traction is available to just one of its four wheels. It is true that luxury coupés rarely find themselves in these conditions but it is also true that this is because their hitherto practical limitations have tended to keep them from places where such circumstances are more likely to occur. But with all-wheel drive, advanced traction and stability systems (not to mention its spacious interior, large boot and ski-friendly through-loading facility), the Bentley Continental GT will easily take its occupants to remote mountain resorts where no other luxury coupé would dare to follow.

Electronic Safety Systems

Bentley takes the responsibility of putting a 200mph car on sale to the general public extremely seriously and, in addition to the clear traction advantage afforded by its all-wheel drive hardwear, Bentley's engineers have been working just as hard to make sure the software is there to back it up too.

ABS anti-lock brakes, HBA (Hydraulic Brake Assist) and EBD (Electronic Brakeforce Distribution) in conjunction with the Bentley Continental GT's varied array of other defences designed to keep the car under control.

These include ASR traction control that employs the ABS sensors to detect when traction is lost at either end due to a combination of a low grip surface and an excessive application of power. Under these circumstances, the ASR will instantaneously cut the power until traction is restored.

As mentioned earlier, the Bentley Continental GT also features the latest Electronic Stability Programme (Bosch 5.7). This ESP system, which necessitates the use of a fly-by-wire throttle, operates by a system of sensors analysing a number of different parameters such as speed, throttle opening, steering angle and the car's yaw and pitch. When one of these parameters is breached, indicating a possible or impending loss of control, the ECU is informed and appropriate action is taken. Depending on the nature and severity of the situation this might amount to little more than throttle modulation or it could involve the targeted application and release of individual brake callipers until full control is restored.

The final weapon in this armoury is MSR drag torque control. This is an intermediate, electronic control system, designed to intervene before a potential loss of control is addressed by ESP or ABS. During deceleration it modulates engine braking to ensure deceleration is consistent, swift and helps remove the possibility of a wheel locking when the transmission changes down on a reduced grip surface.

Body Structure

It is widely understood that whether your ultimate aim is fine handling, exceptional ride quality or any blend of the two, the fundamental essential quality that must be provided before all others is a rigid structure. Without this firm foundation, the good offices of finest suspension systems and tyres will be irretrievably undermined. The trick is to remove as far as possible the frequency at which the body will start to vibrate from the frequencies of the disturbances introduced all over the body by everyday life on the road. The stiffer the bodyshell, therefore, the less the body will vibrate in sympathy with road imperfections and the better suspension will be able to work.

It is also true that the potentially positive effect of adding stiffness to a car's bodyshell is entirely negated if the weight of that shell rises in proportion to the additional stiffness gained.

When presented with a brief for the Continental GT, Bentley's engineers were told that nothing less than exception torsional rigidity would enable the Continental to meet its dynamic targets. And the challenge they faced was providing such stiffness to a car with such a long wheelbase relative to its overall length and one which, thanks to its pillarless design, lacks a B-post between the front and rear side windows.

The first step to realising its targets was taken in the virtual world. Every single component on the Bentley Continental GT was designed on a computer and integrated into three dimensional digital models of the car. Using the latest Computer Aided Design (CAD) technology alongside Digital Mock Ups (DMU), Finite Element and Dynamic Crash Analysis (FE and DCA), Bentley's engineers were able to predict, analyse and enhance the Bentley Continental GT's structural integrity long before the first prototype was built.

Next, Bentley's engineers turned to adhesive technology. Adhesives have played a vital role in aircraft and aerospace technologies for some time (where they are used, for instance, to attach wings to aircraft fuselages) but it is only now that their full potential is being realised in the arena of car design. If understood correctly and used properly, adhesives can bring huge improvements to a body structure's rigidity with a minimal increase in weight. Adhesives are therefore used throughout the structure of the Bentley Continental GT, but particularly where there are long seals, such as around the door apertures.

Another emergent technology employed for the first time by Bentley is laser-welding. This process is expensive but, by introducing a new level of control into the welding process, it allows a considerable extra degree of strength to be introduced into each weld while, at the same time, ensuring minimal wastage and therefore saving weight.

Chassis

The Bentley Continental GT is without doubt the most sporting Bentley since the original company went into liquidation in 1931, but it would be no kind of Bentley at all if it was tuned to provide invigorating handling at the expense of a bone-jarring ride. The Bentley Continental GT is as its name describes, a long distance British Grand Tourer and while capable of being enthralling to drive, it also recognises that most of the time it will be driven on motorways or in towns when handling response will always be of secondary interest to overall ride quality.

Therefore, in the spirit of no compromise it was laid down that the Bentley Continental GT had to be as comfortable as it was quick, as responsive as it was restful. This was no mean feat to achieve and Bentley's engineers had to turn to one of the most sophisticated suspension arrangements ever configured to realise it.

Suspension at the front of the car is provided by twin upper and lower arms that converge as in a conventional wishbone arrangement but, in fact, never meet. The system is described as a 'virtual king pin axis' arrangement because the pivot point, where the arms would eventually meet is actually in the plane of the wheel rather than at a point in-board of the wheel.

The problem with the conventional system is that the torque loadings will only not be felt by the driver if they are equal either side and therefore cancel each other out. But if one wheel slips on a low friction surface, the loadings become unequal and this is fed straight back to the driver through the steering wheel. But by having the axis in the plane of the wheel, the torque is not created in the first place. The result is a car capable of putting phenomenal amounts of power through its front wheels without risking the dreaded 'torque steer' that would otherwise afflict it.

The rear suspension of the Bentley Continental GT is a multi-link arrangement designed to promote stability under all conditions be they braking, acceleration or cornering. Using trapezoidal wishbones and tie rods to give the rear tyres a firm foothold on the tarmac regardless of loading, this system plays a critical role in assuring that the Bentley Continental GT meets its targets for both ride and handling.

Much of the suspension at the front and rear, including all control arms, are made from aluminium that not only helps reduce the weight of the car but, critically, also keeps unsprung mass to a minimum, helping to achieve optimum ride quality.

Self-levelling air suspension has also been specified as standard equipment for the Bentley Continental GT. Much more expensive than a conventional steel spring, air suspension brings many benefits that would otherwise have been denied to the Continental GT. Air suspension works very simply with air-filled rubber bellows acting within a sealed tube with a concentric damper in the middle. As the wheel moves up, it compresses the air in the bellows which then offers resistance and thereby a springing effect.

One of the main advantages of air suspension over a steel spring is that the laws of gas dynamics mean that if you increase the mass on the axle, it compresses the spring further so the natural frequency of the car bouncing on its spring is held nearly constant whereas in a conventional system the frequency would become lower. This can be exploited to ensure that the car never suffers from that stodgy feeling that affects all steel sprung cars when they are heavily laden. In addition, the pressure acting on the spring is uniform across the entire strut whereas any conventional spring will inevitably be subject to some side loadings.

Another crucial benefit of air springs is the scope it provides in being able to tailor the car's ride characteristics. By carefully shaping the bellows, you can ensure that as they go up and down, they also go in and out effectively varying the spring rate as they do. The further in they go, the less air they contain and the softer the springing will consequently be. The bellows on the Bentley Continental GT are therefore designed to be quite narrow at the centre of each wheel's movement so that the suspension is relatively soft about its central point with obvious benefits in ride quality. Then, as the springs are compressed or expanded through acceleration, braking or cornering, the bellows widen to accept more air, firming up the ride and providing an extra level of control precisely when it's needed.

The final primary advantage of air suspension is packaging. If you were to ask a conventional spring to provide the same low frequencies that the Bentley Continental GT can achieve, there are only two ways of achieving it. You can either make the spring very long at which stage it can become unstable under compression, or you can shorten and widen it, bringing inevitable packaging problems. Using an air spring has allowed Bentley's engineers to allow for a much wider range of frequencies within a given space.

Air springs also allow Bentley to lower the ride height of the Bentley Continental GT at speed, optimising its aerodynamic performance. Currently the suspension is programmed to lower the car by 15mm at 100mph (161km/h).

The dampers used on the Bentley Continental GT are continuously and infinitely variable and the most sophisticated yet seen on a Bentley. Controlled entirely by computer, the dampers possess the ability to change their characteristics many times during a single 'event' such as a wheel moving up and down over a bump.

The electronics are so sophisticated they don't merely look at a force and react accordingly - they monitor the entire car. One example of how this works to the benefit of the Continental GT's ride comfort is that the computer can decide to let a wheel move to accommodate a single event if the car itself is in a fundamentally stable state. So if a bump is encountered, the damper will allow the wheel to travel upwards in the normal way. If however the body, let us say, is already moving downwards in reaction to an immediately prior event, the computer will analyse the relative movement of body and wheel and, if need be instruct the dampers to stiffen, thereby checking the upward motion of the wheel towards the descending body.

The overall set-up of the suspension has been configured to make the Bentley Continental GT an inherent mildly understeering car in steady-state cornering. This approach has been adopted primarily because Bentley believes that oversteer is a condition that should only ever arise at the driver's command. A car with low levels of natural understeer will, when the limit of adhesion is finally broached, gently start to run wide in a corner, a condition that can easily be cancelled by a simple lift of the accelerator. Bentley believes this is undoubtedly the safest and therefore the only responsible route to take.

That said, Bentley is equally aware that most Bentley Continental GT drivers will be of the 'press on' variety and have made it possible for the engine's torque to be used to overcome understeer in certain conditions, allowing the car to adopt a stance of neutrality or even mild and controllable oversteer, regulated by the ESP system.

Steering

The Bentley Continental GT features rack and pinion steering with speed sensitive Servotronic power assistance. The rack and pinion was chosen as it is the most precise form of steering available and offers great feel to the driver, an essential consideration in a car such as this. The rack has been designed with a fixed ratio so as to provide maximum linearity and consistency across the locks and has been equipped to give excellent feel both on and off-centre.

Wheels and tyres

The Bentley Continental GT uses the same size wheels and tyres on both the front and rear axles after extensive investigation revealed this to be the optimum solution for a front engined car such as this when fitted with four-wheel drive. Two wheels will be available with 19in rims as standard and 19in split rims as an option. Tyre size is 275/40R19. These sizes have been chosen not only because they fit the ride and handling requirements of the Continental GT, but also because either can be fitted without changing the overall gearing of the car.

Brakes

The Bentley Continental GT is equipped with the largest brakes ever to be fitted to a standard production car. The ventilated front discs have a 405mm diameter (15.9in) and are 36mm (1.4in) thick, making them wider than the actual wheels of most production cars. Ventilated discs are also used at the back, this time of 335mm width (13.2in) and 22mm thickness (0.9in).

These brakes are not available on any other car, indeed they were created specially for the Continental GT by Teves to a specification laid down by Bentley. Teves were also responsible for their appropriately huge callipers.

The reason Bentley chose a brake specification beyond that yet offered on any production road car is simply that it holds the conviction that the Bentley Continental GT should stop as well as it goes.

The energy contained within a fully laden Bentley Continental GT travelling at around 200mph is naturally considerable. Through months of real world tests and computer analysis it was determined that nothing less than the finest braking system in the world would be capable of delivering not only the retardation Bentley required, but also the ability to do so again and again with no fade or loss of performance.

This formidable braking hardwear is also backed by a comprehensive software package. In addition to Hydraulic Braking Assistance (HBA) and anti-lock (ABS) and drag torque control (MSR), the Continental GT also comes with Electronic Brakeforce Distribution (EBD). This system monitors the level of grip available to each tyre and apportions braking force accordingly. This not only helps reduce stopping distances but also greatly enhances the feeling of control enjoyed by the driver under heavy braking.

Aerodynamics

The role played by aerodynamics in modern car design has advanced considerably from the age where making the smallest hole in the air is the most important consideration. Aerodynamics affect almost all areas of the car and without both the exploitation as well as the avoidance of the airflow, no modern car will realise its full potential.

And the faster the car, the more important are its aerodynamics, not simply to realise such speeds, but also to keep the car stable and its under-bonnet temperatures cool.

The Bentley Continental GT's shape can be said to be a thoroughly modern interpretation of classic fastback design and as a result it boasts the enviably low drag coefficient of just 0.32. However one of the historical drawbacks of such a shape is that if the airflow is allowed to spill off the back of the car unchecked, it creates classic conditions for encouraging rear-end lift. This could potentially change the balance of the car, alter the effective weight distribution and create unwanted instability.

To counter this, the Continental GT has two specific aerodynamic devices, neither of which is immediately visible to naked eye when the car is stationary, that takes the potentially threatening airflow and turns it to the car's advantage.

The first is a rear spoiler that lies across the base of the rear windscreen and deploys once the car is travelling at above a certain speed. This effectively interrupts the flow of air coming off the back of the car and uses it actually to push the car harder onto the road rather than let it create unwanted lift. Working in close conjunction with the rear spoiler is a diffuser underneath the back of the car, which not only contributes greatly to the car's overall stability, but also helps extract air from underneath the car and this reduces drag.

Another crucial responsibility of the aerodynamics team is to ensure there is sufficient airflow to and from all heat-generating components. One look at the displacement of the engine, its power output and the tightly packaged under-bonnet area gives some idea of the challenge involved. But in fact, the cooling requirement is that the Bentley Continental GT should be able to run fully laden in 40°C ambient temperature and at maximum speed until it has drained its fuel tank - a tougher test by far than will ever be replicated by any owner on the public road. To achieve this, thousands of hours were spent creating and studying computational fluid dynamics data (CFD) to ensure the correct airflow to all areas under the bonnet and to the brakes. In those areas where this flow in inherently compromised, (such as for both the front and central differentials) individual cooling radiators have been installed.

Acoustics

In many luxury cars, the primary acoustic aim is to reduce noise intrusion from the wind, road, suspension and powertrain to create the greatest level of refinement possible. But when you are charged with creating an all-new Bentley some rather more subjective and no less important considerations need to be accommodated. In short, the Bentley Continental GT needs not only to look like a Bentley from bumper to bumper, it needs to sound like one too.

Bentley's acoustic engineers have been at work since the very start of the Bentley Continental GT project deciding first how the car should sound and then determining how that sound should be achieved. So important is their work that they were able to influence the design of both the intake and exhaust manifolds to make sure a true, unique and instantly identifiable Bentley soundtrack would greet the occupants. Bentley also carried out extensive customer research among existing Bentley owners and prospects who will be new to the marque, in conjunction with benchmarking the sound quality and quantity of other luxury sportscars.

The sound of the Bentley Continental GT is therefore deep, smooth, muscular and inspiring

In keeping with its Grand Touring aspirations, the Continental GT has also been configured to be an extremely refined car. In pursuit of this, the design has been helped by the provision of an astoundingly smooth engine and a very rigid bodyshell. These have provided Bentley's engineers with a platform that already possesses minimal noise, vibration and harshness (NVH) characteristics.

Beyond that, the task was to investigate every component, every system and the car as a whole to make sure no unnecessary NVH sources were inadvertently designed into the car. This work was carried out first in the virtual world and was then incorporated into the wind tunnel programme.

It continued on Bentley's own Hydropulse four poster rig at Crewe which replicates road conditions without the potential for inconsistency caused by changes in weather and traffic and, of course, on real roads around the world to ensure that every part, from the smallest seal to the body structure itself, contributed to making the Bentley Continental GT the most refined car in the marque's history.

Use of Electronics

There are many elements of the Bentley Continental GT's specification that deserve to be described as extraordinary but perhaps none more so than its use of electronics.

Consider these points: Each Bentley Continental GT contains approximately two miles (3.2km) of cabling and the main wiring harness alone weighs over 50kg. A Continental GT also contains 70 microprocessors. A PC has just one. It has 35 individual control units - black boxes by another name - and they all talk to one another via three Control Area Networks (CAN) working at 500 kilobits/sec, and one superfast fibre-optic serial network operating at 4.2megabits/sec. A conventional low-speed serial network functions at just 9.6kilobits/sec. At any one time, the quantity of CAN messages in use around the car can number over 2000.

This electronic dialogue is important because all the various features on the car need to know what the others are up to as rarely does one have no impact on any of the others. For instance if the windows are being lowered, this is information that is likely to be of interest to the security systems. Another example is the information provided by the self-levelling sensors in the suspension is also of use to systems such as the ESP to help it constantly monitor the car's progress and the automatic headlight levelling to keep the beam at a constant pitch.

This system also helps simplify operations as it saves the same information being gathered by independent systems. One example of this is that responsibility for measuring vehicle speed has been allocated to the ABS sensors but this information is also used by the powertrain network for the engine management and transmission.

The easiest way to understand how the Bentley Continental GT's internal communications are configured is to imagine the networks as a huge notice board upon which all contributing systems post information as they receive it. Once there it can be seen by all other systems and, if need be, acted upon accordingly. Read More!

Nissan GT - R

Since its debut at the Tokyo Motor Show in October 2007, the Nissan GT-R has enthralled its customers as the definitive accessible supercar. The 2011 Nissan GT-R has been developed under the theme of the 'World's best multi-performance and pleasure of responsive driving'. The exterior features more strength and stability, while the traditional creative flair associated with the GT-R's striking appearance has also been updated, to offer improved aerodynamics. A sportier interior complements the enhanced design.

Engine and Transmission


Engine output is significantly improved to 530PS (390KW)/6,400rpm, with the maximum torque of 612Nm from 3,200 to 6,000rpm. The engine cover is, enigmatically, painted red to illustrate its enhanced performance.

By adopting an ultra-low precious metal catalyst and an engine control module fitted with high-capacity microprocessors, cleaner emissions have been achieved. Fuel economy has also been improved by modifying the boost pressure of the turbocharger, valve timing and air mixture ratio along with larger diameter inlet pipes and a modified exhaust system.

SAVE mode is a newly-adopted system, replacing 'snow Mode', which optimises driving torque and modifies the gearshift schedule to improve fuel economy when driving on motorways or open roads. The features of Snow Mode are also retained.

Standing start performance can now be maximised through the use of R mode. To activate, the driver must select R mode, depress the brake whilst in gear, apply full throttle and release the brake as soon as possible. The system will monitor oil temperatures to ensure reliability is maintained and prevent further use if the temperatures rise above the maximum allowance.

To help control tight turning at slow speeds a new 2-Wheel drive mode will temporarily shift the car to 2-Wheel drive as long as the speed is below 6MPH and the steering wheel is turned more than half way.

Body

A very rigid and lightweight strut supporting bar, made of carbon composite with an aluminium honeycomb, has been installed in the partition wall of the engine compartment. By linking right and left struts to quickly receive suspension input, the vehicle body's responsiveness is enhanced.

An additional support member has been installed in the passenger's side dash panel. The responsiveness of the chassis is further improved by enhanced rigidity achieved by the connection with the engine compartment.

Suspension and Brakes

For the front suspension the spring, shock absorber and stabiliser has been modified to improve the vertical load response of the tyre. The front caster angle is increased from 5°35 to 6°00 to improve tyre road-holding ability when steering and stability in a straight line.

The rear suspension toe performance has been modified by changing the roll centre height to a lower position. This gives an improvement to the grip of the inside edge of the tyres while conducting turning manoeuvres.

An aluminium free-piston shock absorber has been newly-developed, which generates more precise damping force to constantly provide stable road-holding and a load shift that quickly responds to the driver's input. Reduced shock absorber friction provides a quality and smoother ride.

To help lengthen the life span of the front brake discs a larger diameter disc is fitted (F390+10mm). Developed uniquely by Nissan offering more resistance to fade at high temperatures when driven hard.

Tyres and wheels

The Dunlop SP SPORT MAXX GT 600 DSST CTT tyre has a new compound to improve grip. With a revamped structure and improved rigidity of tread and sidewall, straight-line stability in rutted roads is enhanced.

Newly-designed, lighter and more rigid aluminium forged wheels, made by Rays are provided to improve tyre responsiveness to vertical load. Knurling inside the wheel has been modified to avoid any tyre rotation deviation caused by the Nissan GT-R's improved engine output. On the wheel surface, the new colour, Hyper Blue Black Chrome, oozes quality and features a performance feel, thanks to a deep gloss created by a five-layered coating.

Exterior and aerodynamics

Even with a more intense and stable chassis, the Nissan GT-R's world-beating aerodynamic performance has been further improved. Downforce has been increased by around 10%, while a co-efficient of drag is further reduced from 0.27 to 0.26.

Stability is improved by an enlarged bumper and grille openings, with increased three-dimensional effects.

The front bumper has been redesigned, with double rectifier fins which increases front downforce by around 10%, while reducing air resistance inside the engine compartment and also increases the air flow through a radiator which cools the front brakes. Each side incorporates an LED daytime running light fitted with a large-diameter reflecting surface emitting a high-intensity white light.

A newly-designed rear bumper with a low centre of gravity has been created and features a sculptured lower part with an extended rear end. By extending the rear diffuser, underfloor cooling performance is enhanced, with reduced air resistance.

Cooling performance for the rear exhaust silencer is improved and rear downforce is increased by about 10% by introducing a rear bumper air outlet, which removes air in the rear wheel housing.

The four tailpipe finishers have also been enlarged.

A high-intensity LED rear fog lamp is now incorporated within the extended rear diffuser.

Six exterior colours are available, including two new colours - Metallic Black, replacing solid Kuro Black and Daytona Blue replacing Titanium Grey.

Interior

A newly-shaped pad and finisher surround the navigation system display, with uniform stitch lines, illustrates the enhanced feeling of quality.

The heater control panel now has a real carbon finish surrounding the switches which are now all finished in matt black.

The paddle shifters have been changed to feature magnesium.

Chrome-plated rings in the console and air-conditioner outlets are finished with a sporty, black and smokey coating.

Seat

Despite the Nissan GT-R being a one grade line up, there is the option to choose between two different seat choices at no additional cost.

Recaro Black, as the name suggests features the Recaro name and is a leather appointed bucket seat with red side flashes. This comes complete with a dark headlining and a red flash on the gear lever
The second choice is a premium leather covered seat available in black or light grey. Supplied with this seat design is a light grey coloured headlining providing a lighter feel to the interior

Both seats provide an improved level of comfort and safety while cornering. In addition, fatigue levels are reduced for the thighs and lower back by changing the shape and extending the length of the seating surface. They come with electric adjustment for forward, back and height, along with two switch levels for heated seat intensity. Read More!

Ferrari 599 GTO

Maranello, 8 April – Now available on www.ferrari.com are the first photos and information on the new 599 GTO, an extreme V12 berlinetta developed to a specific performance-oriented brief. The 599 GTO is, in fact, the company’s fastest ever road car. It is an exclusive limited edition special which, in true Ferrari tradition, is a completely new concept, albeit inspired by a production car. In fact the 599 GTO is based on the 599XX, the advanced experimental track car, and can be considered almost a road-going version.


The 599 GTO is reserved for just 599 clients who seek the maximum expression of high-performance driving. The 599 GTO benefits directly from the technological transfer from racing and set a record lap time at Fiorano in 1’24”.

The Fiorano lap time provides just one indication of the potential of this car. Just as significant are the technical specifications – 670 hp in a 1495kg car represents a weight-to-power ratio of just 2.23 kg/hp, and ensures a 0-100 km/h acceleration time of just 3.35” as well as a top speed of over 335 km/h.

Fundamental to the GTO’s performance is the innovative approach to chassis development which, for the first time on a production car, saw the integration between a handling set-up tuned for a level of responsiveness that is close to the limit and highly sophisticated electronic controls. The result is the almost complete absence of understeer and a truly communicative chassis.

As is Ferrari’s policy, every new Ferrari features new solutions for a road car. Thus the 599 GTO is equipped with the latest, second-generation carbon-ceramic brakes which are lighter and offer better performance, new aerodynamic innovations, such as the wheel doughnuts which increase aerodynamic efficiency as well as improve brake cooling, and the Supersport tyres developed by Michelin include a wider front tyre for greater roadholding. The driver-car interface is also new with the adoption of the Virtual Race Engineer (VRE) which provides the driver with instantaneous information on performance.

The 599 GTO’s more aggressive character is also apparent in a number of styling elements that recall the 599XX and from the powerful sound of the V12.

The GTO (Gran Turismo Omologata) moniker instantly calls to mind two Ferraris that have entered the collective imagination as symbols of performance. After the 1962 250 GTO, which swept the boards in GT racing categories in the 1960s and is now a highly prized collector’s car, came the iconic 1984 GTO, which basically invented the entire modern supercar genre.

The web special includes photos, videos and interviews on the new car, while an exclusive preview for a small number of Ferrari clients will be held on April 14th at the Military Academy in Modena. The public debut of the 599 GTO will instead be at the Beijing International Motor Show at the end of April.

599 GTO TECHNICAL CONTENTS

ENGINE AND GEARBOX
The 599 GTO’s engine is directly derived from the 599XX unit implementing, however, the necessary modifications for road-going homologation. It thus complies with Euro 5 and LEV 2 standards. The 5999 cc 65-degree V12 engine punches out 670 CV at 8250 rpm with maximum torque of 620 Nm at 6500 rpm and there is a smooth, constant rush of power all the way to the redline with no loss of flexibility even at medium and low revs. This result was obtained by working on the fluid-dynamics and components to reduce internal friction and by adopting, amongst other things, the 599XX’s redesigned crankshaft. The car also has a racing-type intake system with a new manifold with diffuser-type intake geometry and short inlet tracts designed to improve power delivery at high revs and reduce losses. To maximise volumetric efficiency per cylinder, a connection between the two plenums at the front compensates for variations in the volume. This is how the engineers managed to achieve maximum performance at high engine speeds. The engine sound inside the car is carefully controlled to balance the intake sound with the exhaust, which features a 599XX-derived 6-into-1 manifold.
The 599 GTO features the same, lower 60 ms shift times and the possibility to make multiple downshifts as on the 599XX.

VEHICLE DYNAMICS
One of the most significant innovations on the 599 GTO is the close correlation between the chassis set-up, which is close to the handling limit, and the input from the electronic controls which are developed to increase overall levels of performance. Ferrari 599 GTO

Since the very earliest states of the two cars’ development, Maranello’s engineers worked to ensure that these two areas of the car would be seamlessly integrated thus pushing responsiveness to the limit. The result is, of course, superlative driving involvement as well as faster lap times. Apart from new springs and a stiffer rear anti-roll bar, the car also features a second generation magnetorheological suspension control system (SCM2). The suspension works in tandem with the VDC (Vehicle Dynamic Control) and latest-generation F1-Trac traction control. This makes the car extremely responsive to driver inputs - thanks in part to the adoption of a very direct steering ratio – but also very stable under braking, sharper on turn-in, more precise in cornering and quicker out of corners.

WEIGHT REDUCTION
The 599 GTO inherits much of the development work - using the same principles as employed in F1 - that went into making the 599XX such an extreme performance car. Reducing weight was a vital objective and the result was the widespread use of composites and components manufactured with technologies more akin to racing specifications. The areas involved include the bodywork and greenhouse (with thinner gauge aluminium and thinner glass), the brakes, transmission and exhaust system. The result is a dry weight of 1495 kg and a weight-to-power ratio of just 2.23 kg/hp, a very significant figure that underlines the GTO’s performance potential.

AERODYNAMICS
The 599 GTO’s aerodynamics have benefited significantly from Ferrari engineers’ experience in F1 and with the 599XX which allowed downforce to be greatly increased without impacting on drag. Thanks to solutions transferred from the track car to the road-going version, the GTO generates downforce of 144 kg at 200 km/h. The entire car was honed, including the front, the sides, the flat underbody and cooling flows. In the latter instance, the GTO can count on improved ducting to the brake discs and pads, and the adoption of wheel doughnuts – a disc positioned outside the brake disc that ensure that hot air exiting the wheelarch stays as close to the body of the car as possible to reduce drag.
Work on the nose of the car was aimed at reducing the width of the wake generated by the front and thus reduce drag. The front spoiler incorporates a separate lower wing that increases downforce at the front of the car and increases the flow of cooling air to the oil radiator. On the flanks there’s a new sill design with a more pronounced leading edge that improves the efficiency of the central section of the underbody. The underbody itself incorporates a new, lower front section with diffusers ahead of the front wheels to optimise downforce, and a new double-curve rear diffuser.

WHEEL RIMS AND TYRES
Here the difference in size between the front and rear tyres has been changed. The GTO’s front tyres are now 285/30 on a 9.5’’ channel with 315/35 on an 11.5’’ channel at the rear. The 599 GTO has 20’’ rims. Roll rigidity is greater at the rear to minimise understeer. These solutions guarantee improved lateral grip and quicker turn in.

BRAKES
The new CCM2 braking system is lighter and even more consistent in high performance situations. Its consistent coefficient of attrition meant that the ABS could be calibrated to a particularly high performance level, further reducing lap times, thanks to improved deceleration and shorter stopping distances. In fact, the 599 GTO boasts an excellent 100 to 0 km/h braking distance of just 32.5 metres. As well as their role in improving aerodynamics, the Formula 1-derived wheel doughnuts also improve braking efficiency by optimising brake cooling.

CAR-DRIVER INTERFACE
The car-driver interface was designed to maximise car and driver performance with a layout of the main commands that ensures absolute efficiency and minimum distraction. The Racing manettino also puts the emphasis firmly on sporty, track-specific driving settings by offering the driver full choice with regard to the electronic control parameters. The ICE position on the 599 GTB Fiorano has been replaced by CT-Off (traction control off). The GTO is also fitted with bespoke, longer carbon-fibre F1 paddles for easier use in high-speed driving. In addition the GTO also features the Virtual Race Engineer, a system that monitors the status of the car and gives the driver immediate visibility of vehicle performance.

599 GTO TECHNICAL SPECIFICATIONS

DIMENSIONS AND WEIGHT
Length: 4710 mm (185.4 in)
Width: 1962 mm (77.2 in)
Height: 1326 mm (52.2 in)
Wheelbase: 2750 mm (108.3 in)
Front track: 1701 mm (67.0 in)
Rear track: 1618 mm (63.7 in)
Dry weight*: 1495 kg (3296 lbs)
Kerb weight*: 1605 kg (3538 lbs)
Weight distribution: 47% front – 53% rear
Fuel tank capacity: 105 litres (27.7 US gal/23.1 UK/gal)
Boot volume: 320 litres (11.3 cu ft)

ENGINE
Type V12 – 65°
Bore & stroke: 92 x 75.2 mm (3.62 x 2.96 in)
Unitary displacement: 499.9 cc (30.51 cu in)
Total displacement: 5999 cc (366.08 cu in)
Compression ratio: 11.2:1
Maximum power: 500 kW (670 CV) at 8250 rpm
Maximum torque: 620 Nm (457 lbs/ft) at 6500 rpm

GEARBOX
F1 6–speed + reverse

SUSPENSION
SCM2 – Magnetorheological Supension Control

TYRES
Front: 285/30 ZR20’’
Rear: 315/35 ZR20’’

CARBON-CERAMIC BRAKES
Front: 398 x 38 mm (15.7 x 1.5 in)
Rear: 360 x 32 mm (14.2 x 1.3 in)

ELECTRONIC CONTROLS
CST with F1-Trac: Traction and stability control
TPTMS: Tyre pressure and temperature monitoring system

PERFORMANCE
Maximum speed: over 335 km/h (over 208 mph)
0-100 km/h (0-62 mph): 3.35 sec

FUEL CONSUMPTION
Combined cycle (ECE): 17.5 l/100 km

CO2 EMISSIONS
Combined cycle (ECE): 411 g/km
European version Read More!

Acura RDX 2011

The 2011 Acura RDX ranks 8 out of 8 Luxury Compact SUVs. This ranking is based on our analysis of 72 published reviews and test drives of the Acura RDX, and our analysis of reliability and safety data.

The 2011 Acura RDX is a nimble and comfortable compact SUV that has plenty of high-tech features.  However, complaints about the interior and the engine’s power delivery may make you think twice.

The Acura RDX used to be the obvious choice for luxury compact SUV buyers. Fun to drive, stuffed with high-tech features and comfortable around town, the RDX was the go-to car for families who needed something practical, but wanted something upscale.

However, other compact SUVs have caught up to the RDX. And, next to the new competition, the RDX isn’t the slam dunk it once was.   Consumer Guide says, “While RDX is among the least expensive premium-compact SUVs, its non-linear power delivery, stiff ride, and subpar cabin appointments make it a weak value in this class."

Still, if you want something that’s fun to drive and has a luxury badge (but not quite a luxury price) the RDX won’t disappoint. Just know that if the RDX isn’t your first choice, you don’t have to settle. While you’ll probably have to pay more to get one, there are plenty of other great upscale small SUVs out there.
Other Luxury SUVs to Consider

If you don’t need the sporty feel of the RDX, consider getting the Volvo XC60. Like the RDX, it has plenty of high-tech safety features.  But, reviewers like its cabin better and it has more passenger space. Plus, it’s one of the few SUVs in the class that can come close to the RDX’s low price.

If you’re willing to spend more and want a premium interior, take a look at the Audi Q5. While the Audi Q5 used to lag the RDX when it comes to fuel economy, a new turbocharged four-cylinder engine gets the Q5 better fuel economy than the RDX.  It costs about $2,500 more, but many reviewers say it’s worth it.
Acura RDX
Details: Acura RDX
The RDX comes in two trim levels -- the base and the RDX with Technology Package. Front-wheel drive is standard and all-wheel drive is optional.

"Unlike the automaker's new TSX V6, where the changes were largely restricted to the bits you don't see, the opposite is true of the RDX. Acura's cute 'ute gets a mid-cycle facelift to bring it in-line with the rest of the Acura line-up -- meaning if you haven't warmed up to Acura's shield grille you might want to look elsewhere."
"A nice-handling little SUV with useful cabin tech features . . . plagued by an inefficient power train."

"The new RDX isn't just an ugly face though, it also gets decontented over the last version. Whereas the last RDX came with ‘Super-Handling AWD' only, the new version adds a front wheel drive version with the same engine motivating things. It should be faster, but it'll never outrun the ugly, and with a base price of $32,520, we'd rather wait for a bus."

"We think the RDX proves that driving fun doesn't necessarily take a back seat when you have to buy a sport utility. If you're in the market, this SUV's well worth a test drive." Read More!

Acura RDX 2010


With a sporty ride, turbocharged engine and great fuel economy, the 2010 Acura RDX represents a good value. For 2010, it receives an exterior makeover, updated brakes and new interior technology.

Test drivers thoroughly enjoy the RDX, with most praising the fact that it drives more like a sports sedan than an SUV. "The RDX has always represented strong value, and that's the case now more than ever, as heavier and pricier entries push the limit on what people will spend for small utes ($50,000-plus for a well-optioned BMW X3 is a stretch, even for the most ardent Bimmerphiles),” writes Car and Driver.

However, reviewers are disappointed in the RDX's new front end, which carries Acura's disproportionately large, shield-like grille. If you can live with its styling, the RDX is a great buy. Starting at around $32,500, it’s one of the most affordable cars in its class. On top of that, its 19/24 city/highway fuel economy rating is also the highest in its class.

It’s nearly impossible to find a more affordable and fuel-efficient compact luxury SUV. However, you have options if you’re willing to spend more. The Audi Q5 starts at about $5,000 more than the RDX and offers a slightly lower 18/23 base fuel economy rating. But for the extra money you’ll get standard all-wheel drive (a $2,000 option on the RDX), a less divisive exterior and a more powerful engine.

The RDX comes in two trim levels -- the base and the RDX with Technology Package. For this year, a front-wheel-drive base model is added to the lineup, which means all-wheel drive is now optional instead of standard.


"Unlike the automaker's new TSX V6, where the changes were largely restricted to the bits you don't see, the opposite is true of the RDX. Acura's cute 'ute gets a mid-cycle facelift to bring it in-line with the rest of the Acura line-up -- meaning if you haven't warmed up to Acura's shield grille you might want to look elsewhere."

"A nice-handling little SUV with useful cabin tech features, the 2010 Acura RDX is plagued by an inefficient power train."

"The new RDX isn't just an ugly face though, it also gets decontented over the last version. Whereas the last RDX came with ‘Super-Handling AWD' only, the new version adds a front wheel drive version with the same engine motivating things. It should be faster, but it'll never outrun the ugly, and with a base price of $32,520, we'd rather wait for a bus."

"We think the RDX proves that driving fun doesn't necessarily take a back seat when you have to buy a sport utility. If you're in the market, this SUV's well worth a test drive." Read More!

Audi R8 GT Spyder

Even lighter, even more powerful, even more captivating: The Audi R8 GT Spyder delivers breathtaking performance. The open-top flagship version of the high-performance sports car develops 412 kW (560 hp) and - thanks to Audi ultra - has trimmed a full 85 kilograms (187.39 lb) from an already low weight. The Audi R8 GT Spyder accelerates from zero to 100 km/h (62.14 mph) in 3.8 seconds and reaches a top speed of 317 km/h (196.97 mph).

One year ago, Audi unveiled the R8 GT in coupe form as the new flagship model of the R8 model line. It wasn't long before all 333 units in the limited series were sold out. Now the open-top version of the high-performance sports car is being launched, with production again capped at 333 units. Each car sports a tag with its individual number on the gear lever knob.

The Audi ultra lightweight technology is the key to the Audi R8 GT Spyder's weight of just 1,640 kilograms (3,615.58 lb). That's 85 kilograms (187.39 lb) less than its technical basis, the R8 Spyder 5.2 FSI quattro. The Audi Space Frame (ASF) body, consisting of cast nodes, extruded sections and aluminum panels, accounts for just 214 kilograms (471.79 lb) of the total weight. The body is assembled predominantly by hand in the R8 workshop at the Neckarsulm plant. Final assembly of the car takes place in the same way.

The engine frame is made of ultra-light magnesium; the long cover over the soft-top compartment and the large side panels at the rear are made of carbon fiber-reinforced polymer (CFRP). CFRP is also used for the modified front spoiler, the fixed rear spoiler and the new rear bumper. Together, these components provide a weight saving of 5.5 kilograms (12.13 lb).
Visual modifications accentuate the styling of the Audi R8 GT Spyder. These include add-on parts in contrasting titanium gray, a front splitter with a dual lip, flics at the sides of the front bumper, red GT badges, round exhaust tailpipes, an enlarged diffuser and dark LED tail lights in a clear-glass design. Audi offers an optional windshield frame in matt CFRP.

Audi engineers also trimmed weight from the technical components in the area of the transmission, wheels and brakes. In the interior, the bucket seats alone, with their chassis of glass fiber-reinforced polymer (GFRP), saved 31.5 kilograms (69.45 lb) of weight.

In classic Audi fashion, the Audi R8 GT Spyder features a lightweight fabric soft top that is extremely quiet and fully suitable for highway cruising. Its electrohydraulic drive brings it up or down in 19 seconds, even at speeds up to 50 km/h (31.07 mph). The extendible glass rear window is nestled in the bulkhead, separate from the soft top. Integrated in the bulkhead is a rollover protection system comprising two pretensioned plates.

The performance offered by the new top-of-the-line model in the R8 family is formidable. The 5.2-liter V10 with an aluminum crankcase draws its fuel from an FSI direct injection system. Dry-sump lubrication ensures a reliable supply of oil even under maximum lateral or straight-line acceleration.

With its modified electronic management, the long-stroke engine produces 540 Nm (398.28 lb-ft) of torque at 6,500 rpm, and its peak output is 412 kW (560 hp). Each unit of horsepower has only 2.93 kilograms (6.46 lb) to move.

The Audi R8 GT Spyder catapults from zero to 100 km/h (62.14 mph) in 3.8 seconds and reaches a top speed of 317 km/h (196.97 mph). In every situation, the engine impresses with its thrust and bite - and that unmistakable sound of an Audi ten-cylinder.

The Audi R8 GT Spyder comes standard with an automated six-speed R tronic transmission with two fully automatic modes. In the additional manual mode, the driver can shift gears using the paddles on the steering wheel or by flicking the joystick. At high load and revs, gear changes take only one-tenth of a second. The launch control program manages the starting sprint with high engine speed and precision-control of the tire slip.

The quattro permanent all-wheel drive has a strong rear-wheel bias, granted by the axle load distribution. If the situation calls for it, the system sends additional torque to the front axle. In tandem with the limited slip differential at the rear, it provides an added measure of traction, stability and cornering speed, giving it a strong lead over the rear-wheel-drive competition.

The suspension, too, is unrivaled in its performance. Aluminum double wishbones locate the wheels, and the rack-and-pinion power steering provides intimate contact with the road. Taut tuning lowers the body by approximately 10 millimeters (0.39 in). The open high-performance sports car has 19-inch wheels, with 235/35 tires up front and 295/30 tires at the rear. The large, lightweight carbon-fiber ceramic brake discs decelerate the car with supreme ease. The ESP stabilization program has a sport mode and can also be deactivated entirely.

Pure comfort: the interior and equipment

Great attention to detail is evident in the materials and workmanship inside the car. The salient aspect of the controls is their logically structured design. The open two-seater offers a roomy interior, and its front end can accommodate up to 100 liters (3.53 cu. ft) of cargo. The rear bulkhead houses three storage compartments.

The interior is black and can be adorned with stitching in a choice of titanium gray or crimson for added refinement. Alcantara upholstery comes standard - on the sport steering wheel and windshield frame, too.

Audi also offers leather in Fine Nappa quality. Numerous details - including white dials and R8 GT logos - provide classy accents. The distinctive R8 "monoposto," a large arch encircling the driver's cockpit, is made of matt CFRP.

Audi ultra requires no sacrifice on the part of Audi R8 GT Spyder owners. The standard equipment includes LED headlights, LED tail lights, an automatic air conditioning system, the navigation system plus, an alarm system and the driver information system with a built-in laptimer.

Audi also offers a sophisticated sound system from Bang & Olufsen and a Bluetooth interface including a seatbelt microphone for carrying on a phone conversation conveniently. Options specific to the R8 GT include bucket seats with a carbon-fiber composite chassis, matt CFRP applications and embroidered logos on the seat upholstery. Read More!

2011 Porsche Panamera

The 2011 Porsche Panamera ranks 2 out of 10 Super Luxury Cars. This ranking is based on our analysis of 20 published reviews and test drives of the Porsche Panamera, and our analysis of reliability and safety data.

Now in its second model year, the 2011 Porsche Panamera continues to impress the automotive press with its performance and luxurious interior. Still, some reviewers dislike the Panamera’s styling, and even the base model’s price can skyrocket as you make your way through the options list.
2011 Porsche Panamera
With its first-class interior and athletic performance, the 2011 Porsche Panamera impresses nearly all who drive it. Rear-seat accommodations are almost as roomy as those up front, and the Panamera’s hatchback design gives it a utilitarian edge – with the rear seats folded it can match the cargo capacity of some SUVs. Edmunds says, “Yes, the Porsche Panamera does truly deliver the best of both worlds: sports car and sedan.”

Despite offering the comfort and convenience shoppers expect from a super luxury car, the Panamera still manages impressive performance. It’s as nimble a four-door sedan as you’ll likely find, and if you buy a turbo-charged model, it’ll go from zero to 60 faster than a Ferrari 612 Scaglietti.
2011 Porsche Panamera

Thus far, the Panamera may look like the total package, but reviewers do have a few bones to pick with this Porsche. First, the automotive press isn’t in love with the Panamera’s appearance. Its steep roofline and hatchback body improve cargo capacity and passenger space in the back seat, but they also mean that the Panamera doesn’t have the sleek, sexy lines of other Porsche models like the 911. Second, despite its interior comfort, its low-slung design means that the Panamera can be difficult to get in and out of for taller folks. Lastly, there’s the price. Porsche has a long options list for the Panamera, and tacking on options can make an already expensive car even pricier.

Despite these minor qualms, if you’re looking for a super luxury car with impressive performance and an opulent, private jet-like interior, the Panamera may be exactly what you’re looking for.
Other Cars to Consider
2011 Porsche Panamera

The Panamera is unique among super luxury cars. It offers a luxurious interior that cars like the BMW 7-Series and the Mercedes-Benz S-Class can match, yet these cars struggle to match the Panamera in terms of performance. Still, rivals from BMW and Mercedes do have one advantage – each offers space for five passengers, while the Panamera only has room for four.

Starting at just under $71,000, the BMW 7-Series is less expensive, and more powerful than the base Panamera. Its 3.0-liter twin-turbo six-cylinder engine puts out 15 more horsepower than the Panamera, and you’ll save about $4,000 off the base price. Still, the 7-Series doesn’t quite match the Panamera in terms of fuel economy, and while the BMW is a capable performer, the Panamera trumps it when the road gets twisty. Still, with multiple engine and drivetrain configurations – there’s even a 7-Series Hybrid – BMW’s flagship is worth a look before you throw down your many hard-earned dollars.
2011 Porsche Panamera

With a base price of $91,000, the Mercedes-Benz S-Class may not seem like a fair comparison at first. However, if you’re looking at the Panamera in S, Hybrid S or Turbo trims, the S-Class starts to make a lot more sense. At $91,000 the S400 Hybrid is about $4,000 less than the Panamera Hybrid S, and it offers a spacious interior that can seat one more than the Porsche. However, if you have your heart set on the Panamera S, the Mercedes S550 would be a more direct competitor, and more costly. At $93,000 the S550 is about $3,000 more expensive than the Panamera S, and it’s not as powerful or as fuel efficient. If you like the Panamera but want a softer, more luxurious ride, the S-Class may be worth looking into.
Porsche Panamera: The Details

For 2011, the Porsche Panamera is available in a total of five trims: V6-powered Panamera, V8-powered S, the hybrid/supercharged V6 Panamera S Hybrid, and top-of-the-line Turbo and Turbo S models. S Hybrid, base and S models are rear-wheel drive, while Turbo and Turbo S models put power to all four wheels. Additionally, base and S trims can be upgraded to the Panamera 4 and 4S, which feature all-wheel drive. All cars use Porsche’s seven-speed PDK transmission – a double clutch gearbox that works like an automatic.

For a bit under $75,000, the base Panamera includes an adaptive suspension, rear park assist, sunroof, power liftgate, dual-zone automatic climate control, navigation, eight-way power heated front seats, and an 11-speaker stereo system. S models are similarly equipped, but add a more powerful, V8 engine, bringing the base price to almost $90,000. Adding all-wheel drive to these models isn’t cheap either: The Panamera 4 costs about $4,500 more than the base model, while the 4S costs nearly $5,000 more than the S trim.
2011 Porsche Panamera

For a flat $95,000 Porsche will sell you the Panamera S Hybrid, which should see improved fuel economy thanks to its hybrid powertrain, which incorporates a supercharged 3.0-liter V6. The Hybrid S has not yet been tested by the EPA, but when fuel economy numbers are available, we’ll bring them to you.

The most powerful members of the Panamera family are the Turbo and Turbo S models, which start at about $135,000 and $173,000, respectively. These models are significantly more powerful, and add features like larger wheels, adaptive headlamps, an adaptive air suspension system with adjustable ride height, front parking sensors, push button start, 14-way power adjustable front seats, heated rear seats and a 14-speaker Bose stereo.

Like all Porsche models, adding options can cause the Panamera’s price to skyrocket, and reviewers agree that you should choose options carefully. Even the sticker price for base models can easily climb to well over six figures. The options list is long, and includes notable features such as four-zone climate control, heated and ventilated front and rear seats, a rear refrigerator, adaptive cruise control and a DVD entertainment system.

    "For someone who really cares about back-road romps, the V-6 Panamera makes a compelling alternative to more conventional sedans like the similarly priced Audi A8 and BMW 7-series."
    "Its hatchback design and folding rear seat backs make the Panamera uniquely versatile in this class, and that scores points with me. So do the surprisingly strong V6 and all-wheel drive. But the recalcitrant transmission would be an embarrassment in a $15,000 car, control functioning could be easier, and visibility is pretty bad."
    "The new, entry-level Panamera is essentially the same car as the S and it, too, is a joy to drive. You give up some raw speed but not much else, and the base model may handle a tiny bit better than the S because it's slightly lighter."
    "Once you consider all these positives, you could easily accept a merely adequate driving experience. Thankfully, the Panamera exceeds expectations in this regard, even when equipped with the base, V-6 engine."

Performance
Porsche offers the Panamera in a number of configurations, allowing you to tailor this super luxury car to meet your needs. New for 2011 are the base Panamera, Hybrid S and Turbo S models. And while reviewers have yet to test the Hybrid S or Turbo S, they have good things to say about the base Panamera.

Acceleration is brisk in the V6-powered Panamera and Panamera 4, while some reviewers say it’s downright scary in the more powerful S and Turbo models. Handling is also impressive for a super luxury car, and reviewers note that the base Panamera is likely the most agile of the pack, thanks to its light curb weight. Despite the high praise, some reviewers note that the Panamera’s transmission is not the most refined. One reviewer specifically cites that the transmission on his test car, a Panamera 4S, would hesitate on hard acceleration.

    "Of course, all the Panamera’s dynamic goodness is passed along: strong brakes, sharp steering, and move-over-pavement-I’m-in-charge handling." -- Car and Driver
    "The Panamera delivers astounding levels of performance for driving enthusiasts. Acceleration from the V8-powered Panamera is impressive, while the performance of the Turbo model is downright shocking. The car's handling limits are also surprising, as it corners like a much smaller sports car. Even the ride quality doesn't suffer, as this athletic sedan can insulate its occupants from the travails of the outside world just like a fine luxury car." -- Edmunds
    "The key difference between the Panamera and the Panamera S is acceleration. Porsche says the base Panamera jumps from 0 to 60 in 6.0 seconds with rear-wheel drive - 5.8 seconds with all-wheel drive. The time drops to 5.2 seconds (5.0 seconds with AWD) in the S (and to 4.0 seconds in the Turbo, which comes only with AWD)." -- BusinessWeek
    "Just a few years ago I would have written off the Panamera's V-6 version as falling short of Porsche buyers' expectations. Two things have changed my perspective: One is the power provided by Porsche's new V-6. The second is the surprising success of the Cayenne SUV's V-6 version -- following my dire predictions to the contrary." -- Cars.com

Acceleration and Power

The Panamera is available with five different engine configurations. New for 2011 is the base Panamera, which features a 300-horsepower, 3.6-liter V6, which Porsche claims can go from zero to 60 in six seconds. This V6 model is well liked by the automotive press. They say that it offers enough power for most, and handles even better than more powerful models because of its lighter weight. Next in line is the Panamera S, whose 4.8-liter V8 puts out 400 horsepower. Porsche says that in S trim, the Panamera sprints to 60 in 5.2 seconds.

All that power is great, but if you’ve got a soft spot for the environment Porsche offers the Panamera S Hybrid. The S Hybrid nearly matches the power of the Panamera S with a hybrid supercharged 3.0-liter V6 that puts out 380 horsepower. Hybrid S models are slightly faster than the base Panamera, and Porsche claims a zero to 60 time of 5.7 seconds.

If you’ve got money to burn, and would like to burn rubber just as quickly, the Panamera Turbo and Panamera Turbo S are Porsche’s most powerful models in the product line. The Turbo puts out a blistering 500 horsepower, while the Turbo S goes even further, putting 550 horsepower to all four wheels. Turbo and Turbo S Panameras go from zero to 60 in 4.0 and 3.6 seconds, respectively according to Porsche.

All Porsche Panameras use a seven-speed PDK (double clutch) automatic transmission. Base, S and S Hybrid models put power to the rear wheels, while Panamera 4, 4S, Turbo and Turbo S models come with all-wheel drive. If you want better acceleration but the upper Panamera trims are a little out of your reach, look to the Panamera 4 or 4S, both of which offer slightly better acceleration thanks to improved, all-wheel drive grip. Porsche’s Sport Chrono package, which is available for about $1,500, also improves performance by providing launch control – a system that helps the Panamera accelerate more quickly off the line.

Despite all of its performance, reviewers do have one minor gripe with the Panamera. More than one test driver has mentioned that the transmission in the Panamera can hesitate under sudden acceleration, an issue that was most apparent in the Panamera 4S.

According to the EPA, the V6-powered Panamera and Panamera 4 get 18/27 and 18/26 mpg city/highway, respectively. The Panamera S and 4S both manage 16 mpg in the city and 24 mpg on the highway. The Panamera Turbo is slightly less efficient, delivering 15/23 mpg city/highway fuel economy. Fuel averages for the S Hybrid and Turbo S models are not yet available, but when they are, we’ll bring them to you.

    "Passing performance is solid, and the car goes on to a top speed of 160 mph, which is more than anyone except autobahn-storming Germans will ever need."
    "Normal acceleration from a stop is smooth. When flooring the gas from a stop, test AWD V8 models suffered from a brief hesitation followed by a couple of jerking motions within the first 50 feet. This was not an issue with V6 versions. Normally, the car starts off in second gear. If you floor the throttle from a stop, the transmission takes a moment to shift down to first before the car launches, and then there's a driveline jerk or two either due to clutch engagement, gear shifts, or center differential lockup."
    "Power can be served up with muscle-car wallops or in measured increments. The PDK transmission fires off gearchanges with urgency when pedaling the accelerator hard, or with fluid transitions when cruising leisurely down the highway."
    "The only transmission available in the Panamera (at least on this side of the Atlantic) is Porsche's seven-speed, "PDK" dual-clutch automatic. It's a marvelous transmission with a manual shifting function and steering-wheel-mounted paddle shifters. It's so quick and fun to operate that only driving purists will consider it a comedown from a traditional stick shift."
    "Where the transmission wasn't as good as some was in reading my mind, kicking down at the most appropriate time without my having to resort to the shift buttons on the steering wheel. To be fair, modern transmissions are designed to adapt to one's driving style, and the gearbox and I didn't have much time to get to know each other."

Handling and Braking

Not many super luxury cars can match the 2011 Porsche Panamera in terms of handling, and reviewers have taken notice. If you’re expecting the Panamera to corner like a Porsche 911 or Boxster, you may be let down, but the automotive press generally agrees that the Panamera is lighter on its feet than anything else with four doors. They’re particularly impressed with V6 models, which are lighter and seem even more athletic in the corners. One reviewer even drove the Panamera 4 through snow and ice, and reported that the all-wheel drive Porsche held traction exceptionally well in those inclement conditions.

An adjustable suspension, similar to that found on the Audi A8 and BMW 7-Series, is featured on the Panamera. Reviewers say that the suspension’s “Comfort” setting is firmer than what’s found on those rivals. But the Panamera will also alter its suspension settings on its own if driver behavior changes. For example, the car will switch from Comfort to “Sport” if the driver accelerates quickly. The standard brakes on the Panamera are considered extraordinary by the automotive press. For even more stopping power, the Panamera can be equipped with optional ceramic brakes. But most reviewers think it’s unnecessary since the standard ones are so good.

    "For luxury-sedan drivers who prefer pace over highway poise, the Panamera is the perfect tool. It actually rides quite well, too, if you opt for the $3980 adaptive air suspension."
    "Switch to Sport mode and the suspension firms further to provide sporty handling, but the Panamera, at least with the V8, feels too large and heavy to really feel sports-car agile. Due to their lower curb weights, V6 models feel more nimble, driving like smaller cars than they really are. Strong brakes provide impressive stopping power."
    "Steering is precise and handling is comparable to much smaller sports cars."
    "The rear-drive Panamera feels like a different car. From the first turn it felt lighter, more tossable and more fun. You won't mistake it for a V-8, but the driveline and a liberal stability control setting let you slide the rear end about in ways the Panamera 4 never could. It's enough to provide this lesser-powered version with a bit of fun, even in normal driving."
    "I drove my test car in significant snow and ice and found it remarkably sure-footed. That's partly because when the Panamera is starting off at a normal rate of speed (as opposed to screechingly fast), the transmission almost instantly shifts into second gear to save fuel. This, plus the intelligent all-wheel-drive system, keeps the tires from losing traction, as often happens in performance cars during winter driving."
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