CUSTOM WHEELS

Custom Wheels, Chicago Auto Show 2006.

BMW X6 CONCEPT CAR 2009

BMW X6 is the first car in the world to feature Dynamic Performance Control for unique directional stability and precision under all driving conditions as well as BMW’s intelligent xDrive all-wheel-drive technology.

- The powerful presence of the car’s body merges smoothly and harmoniously with the low-slung roof
of the greenhouse. This flowing roofline is indeed a characteristic element of the coupe silhouette, just like the short front overhang, the long wheelbase and long rear overhang.
- In its design, BMW X6 expresses all the DNA so characteristic of BMW X. The optical balance of the front and rear wheels clearly visible from the side bears convincing testimony to BMW’s intelligent xDrive all-wheel-drive technology.

Just three months after the official debut of the X6 Concept, BMW has revealed the production version of the X6 coupe-crossover, which it calls a “Sport Activity Coupe.” Along with the wild exterior comes an all-new twin-turbo V8 that will find its way into other new BMWs next year.

BMW is the first automaker to bring such an SUV to market, although other automakers are said to be planning similar coupe-like utility vehicles. Land Rover, for example, recently unveiled its LRX coupe-crossover concept.

Compared with the concept, very little has changed. In fact, you’ll have a hard time noticing any differences at all. The only obvious design tweak was made to the crossover’s side windows. On the concept, the B- and C-pillars are not visible, but on the production car they clearly divide up the glass.

Even the X6’s complex front fender design made it to production. Each front quarter panel surrounds the entire headlamp, creating a very seamless appearance. The X6’s aggressive front fascia is also carried over from the concept, with its large air intakes and stylish fog lamps.

As the photos show, the X6 is anything but a conservative design.
The X6’s roofline begins arching downward after the B-pillar and continues plunging right to the X6’s rising waistline. As a result, second-row headroom and rear cargo volume are both compromised.

The new X6 will be longer and lower than the new X5, seating only four. But what the sporty X6 loses in seating and storage, it is expected gain in performance.

Compared to the X5, the X6 has almost an inch of additional wheelbase length, and two inches of added width. The overall height of the X6 is a whopping 3.3 inches lower than that of the X5.

The range-topping X6 xDrive50i is propelled by an all-new twin-turbo 4.4-liter V8 unit producing 407 horsepower at 5500 rpm and 446 pound-feet of torque between 1750 rpm and 4500 rpm. The sprint to 62 mph takes just 5.4 seconds and fuel economy is estimated at around 19 mpg (U.S. gallons).

The engine is designed as a replacement to the company’s current 4.8-liter naturally-aspirated V8. It is expected to filter into other models like the 5-Series, 6-Series and 7-Series in the near future.

The engine seems to represent the second stage in a shift at BMW from high-displacement naturally-aspirated motors to slightly smaller turbocharged powerplants. BMW’s twin-turbo 3.0-liter engine that powers the 335i and 135i has been met with overwhelmingly positive reviews, and it appears BMW is hoping for similar results with its new V8.

The X6’s other engine is also a twin-turbo setup. The xDrive35i will come with the aforementioned 3.0-liter inline-six from the 335i, producing 306 horsepower.

A diesel model will be offered in Europe, but it is unlike to come to America.

X6 to be BMW’s first hybrid?

BMW has comitted to delivering an X6 hybrid, but official details have not yet been released. Visually the hybrid is identical to the regular X6 but BMW claims that the model is 20 percent more fuel-efficient.

Various reports indicate the X6 will be BMW’s first production car offered with the option of a hybrid powertrain.

AUDI A5 2008

The Audi A5 can be ordered with a choice of two S line packages. The “S line sports package plus” combines sporty suspension (with ride height lowered by 10 millimetres) and 18-inch 5-spoke alloy wheels or, alternatively, 19-inch alloys with a 20-spoke design. Audi will add an optional 20-inch wheel with a 7-twin-spoke design to the range in the middle of 2007.

Inside, sports seats with an electrically adjustable lumbar support provide a secure seating position for spirited driving. The seats are upholstered in a cloth/leather combination or in Fine Nappa leather, both of which feature an embossed S line logo. Available for the first time in the A5 is the new perforated Alcantara/leather upholstery, with the perforations in the seat centre section backed in contrasting silver.

Other typical S line items in the A5 include: the S line 3-spoke leather-covered sports steering wheel, inlays in matt brushed aluminum, and the S line logo on the door sill trims and front wings. Exclusive exterior colors include Misano Red and Avus Silver.

Characteristic features of the S line exterior package are distinctive front and rear bumpers and side ventilation grilles at the front. The diffuser insert at the rear and the central bar on the lower side of the front bumper are finished in platinum grey.

Rarely does one get to step back from the practicality and market demands of the automotive industry to create something purely out of passion and desire. It is a realm typically reserved for artists. And a method that has resulted in another milestone in our celebrated history: the all-new Audi A5.

A performance coupe that defies the strict rules governed by the conventional world of two-door design.

Pricing
Prices for a manual transmission A5 will start $39,900 with the automatic transmission option raising the sticker to $41,200. The A5 hits U.S. shores in the spring of 2008.

Built on the next-generation A4 platform, dubbed B8, the A5 and S5 are long and wide, with a coupelike roofline and—what’s this?—a coupelike door count! Thank you, Audi, for reminding us of something that Mercedes-Benz, Porsche, and certain others seem to have forgotten: coupes are cars with only two doors, period. As such, “duoportes” such as the A5 appeal only to specific types of people whose lifestyles do not include carpooling and who do not slog such things as other peoples’ kids, slobbering St. Bernards, or corn-fed colleagues. Coupes are for one person or one pair, and seldom more. They are personal and intimate; a reward, not an appliance.

Emotional creatures that they are, coupes tend to be stylish first, and the A5 is no exception. It is breathtaking in pictures, but even more so on the road. Walter de’Silva’s talented team has tastefully advanced Audi’s passenger-car design beyond the current level that most already consider as tasteful and advanced as any in the automotive world. Gone is the semicircular roofline we’ve come to expect for the past decade, replaced by one with a more formal treatment for the rear-quarter glass (necessary to accommodate the heads of the rearmost pair of the A5’s infrequent quartet of passengers). The design departure on the roofline is somewhat of a surprise. That it is so gracefully applied is not.

The new nose—complete with soon-to-be-ubiquitous LED running lamps—is blunt and broad yet as sultry as Angelina Jolie 30 seconds after her wake-up call. On the A5, Audi’s single-frame grille finally seems natural, either because we’ve become accustomed to it, or because Audi’s other new coupes, the 2008 R8 and the 2008 TT, have made it look so good. The S5, of course, is a bit snootier in appearance with its egg-crate detailing and squared-off air intakes.

All that said, what is most distinctive on the new coupes is the character line that rises over the fenders to accentuate the big wheels, which measure 18 inches on the A5, 19 on the S5. The longer wheelbase and the longitudinal engine mounting allow for proportions nearly as correct as, say, those of the new Jaguar XK, only with tidy, BMW 3-series–like dimensions. And its unexpected width—something also likely to characterize the next A4—is quite evident from behind, where horizontal lamps and wide-set tailpipes accentuate the car’s girth. From every angle, it works. Very, very well.

For a start, this car is indeed “all new.” Its platform will underpin the next A4, though that car won’t necessarily be as wide as this one. A new transaxle design places the differential ahead of the clutch or torque converter, so that the front-axle centerline is now just 1.7 inches behind the engine (the A8 and Bentley Continental have a similar layout, but their axles are almost an inch farther aft). This arrangement extends the wheelbase for improved ride and reduces the front weight bias for crisper handling (S5 quattro models scale in at 54/46 percent front/rear). The A5’s direct-injected 3.2-liter FSI engine launches a novel new variable valve-lift system (see sidebar) to produce 265 horsepower with improved fuel efficiency. The S5’s 4.2-liter FSI V-8 is derived from those in the RS4 and R8 and tuned for 353 horsepower. Chassis highlights include a new braking system, with automatic hill-holding and electronic parking-brake application, and a change to a front-mounted steering rack positioned near the height of the wheel centers for improved steering feel. An electronic novelty-the so-called Smart Key-stores vital information about the car every time it’s used, including the odometer reading and any fault codes to expedite the service-writer’s job at the dealership.

But chassis dimensions, electronic gizmos, and valvetrain gimmicks don’t inspire buyers to drop big bucks on a personal luxury coupe. This is an emotional right-brain decision driven by irrational aesthetic concerns, and toward that end Audi’s Italian-born former design chief Walter de’Silva has penned a mighty appealing shape here. Seen first as the Nuvolari concept in 2003, the production version looks even better from all angles-less massive, more graceful, and not at all like a super-size TT. One particularly delectable design flourish is the strip of white LEDs that underlines each headlight, serving as daytime running lights (drawing 40 percent less power than halogen DRLs). The only aesthetic trick the new car misses is the pillarless hardtop greenhouse, and given that a cabrio version is expected to join the lineup it could’ve been accomplished easily, but the underbody reinforcements needed for side-impact protection would’ve added too much weight. S5s are distinguished by more aggressive fascias, quad instead of dual tailpipes, a lowered suspension, aluminum mirror housings, and standard 18-inch wheels, up from the A5’s 17

AUDI Q7 HYBRID CONCEPT CAR 2008

Foreshadowed two years ago in the Q7 Hybrid Concept, Audi has announced today its first hybrid system will be introduced on its largest vehicle in select markets towards the end of 2008.

Flowing through Audi’s quattro all-wheel-drive transmission, the in-line or “full” hybrid system using Audi’s 280hp 3.6-liter FSI petrol engine with an electric motor makes several major improvements over the standard 3.6-liter FSI. The electric motor which is powered by a 288-volt nickel metal hydride (NiMH) battery is good for an additional 51hp. Acceleration from 0-62 mph improves by 0.6 seconds to 8.5 seconds. Power rises from 233hp to 240hp, delivered at 4,000rpm, and the standard 3.6 FSI engine with its 375 Nm of torque, gets complimented by the electric motor contributing its own 285 Nm. But most importantly, this hybrid model reduces fuel consumption and C02 emissions by approximately 23 percent.

The hybrid system operates in three modes. Either petrol engine or electric motor can operate independently as the drive unit or the vehicle can combine the power of the two for acceleration. Capable of operating alone up to speeds of 30mph the electric motor is able to recharge the battery through kinetic energy generated when the vehicle is braked or coasting. During this operation, known as recuperation, the electric motor reverses its function to become an alternator.

The battery capacity allows the vehicle to be driven up to 1.2 miles on electric power only. When the battery capacity has reached it operting limit the petrol engine kicks in to recharge it. Meanwhile, coasting or regenerative braking also have the ability to recharge the battery.

From the press release below, “If the Audi Q7 hybrid is coasting without the accelerator pedal being depressed, the combustion engine is switched off – this is possible at speeds up to 74mph. It is also switched off if the vehicle remains stationary for more than three seconds. To continue the journey, all the driver has to do is to remove his foot from the brake and to depress the accelerator pedal again.”

AUDI Q7 CHARGED WITH THE TASK OF CUTTING EMISSIONS

Petrol/electric hybrid Audi SUV waits in the wings as new cleaner, more economical TDI engine joins the range

* Updated TDI engine first seen in A5 coupe is adopted by Q7, bringing reduced emissions, increased power and torque and improved performance
* Revised Q7 3.0 TDI quattro available to order now in standard, SE and S line trim priced from £38,075 OTR to £41,475 OTR
* 240PS@4,000rpm, 550Nm from 1,750rpm to 2,750rpm, 0-62mph in 8.5 seconds, top speed 134mph, 34.9mpg, CO2 260g/km
* Working Q7 petrol/electric hybrid prototype reduces consumption and emissions by over 20 per cent – production version is expected to go on sale in certain markets towards the end of 2008.

The seven-seat Audi Q7 SUV benefits from a ‘win-win’ upgrade this week courtesy of a new version of its 3.0-litre V6 TDI engine which brings lower emissions, higher power and torque and improved performance and fuel economy.

The even more efficient 2008 Model Year Q7 3.0 TDI quattro, which is also now equipped with an exhaust-cleansing Diesel Particulate Filter (DPF), is available for order in standard, SE and S line trim priced from £38,075 OTR. It forms part of a Q7 development programme which also includes petrol/electric hybrid versions that slash fuel consumption and emissions by over 20 per cent.

Featuring an advanced common rail direct fuel injection system using sophisticated piezoelectric quartz crystal technology, the upgraded V6 TDI engine benefits from enhancements that boost combined cycle fuel economy in the Q7 3.0 TDI quattro from 33.6mpg to 34.9mpg, reduce CO2 output from 279g/km to 260g/km and bring down the 0-62mph time by 0.6 seconds to 8.5 seconds. Power rises from 233PS to 240PS, delivered at 4,000rpm, and torque increases from 500Nm to an even healthier 550Nm, available from just 1,750rpm.

Diesel is of course far from the only source of responsibly delivered power to be championed by the Vorsprung durch Technik brand. As well as exploring the possibilities opened up by second generation ‘future fuels’ such as the biomass-to-liquid (BTL) SunFuel, Audi is also testing fully operational prototypes running on bioethanol (E85), CNG (compressed natural gas) and petrol/electric hybrid power.

Q7 hybrid reduces consumption and emissions by over 20 per cent
The Q7 hybrid is expected to go on sale in its first markets towards the end of 2008, combining its familiar 280PS 3.6-litre FSI petrol engine with an electric motor situated in the drivetrain powered by a 288-volt nickel metal hydride (NiMH) battery, which adds a further 51PS. The Q7 hybrid reduces fuel consumption, and therefore C02 output, by approximately 23 per cent compared with the Q7 3.6 FSI as we know it today.

Designed in a parallel configuration in which all major assemblies are arranged in line, helping to reduce weight and energy loss, the 3.6-litre FSI V6 with its 375 Nm torque peak is boosted by up to 285Nm by the electric motor. Channelled via a six-speed tiptronic gearbox and through the quattro four-wheel-drive system with asymmetric 40% front / 60% rear torque split, this joint output enables a 0-62mph acceleration time of just 7.6 seconds (standard Q7 3.6 FSI 8.5 seconds) and combined fuel consumption of 28.8mpg (standard Q7 3.6 FSI 22.2mpg). The Q7 3.6 FSI’s 309g/km output is reduced to 237g/km thanks to the electric motor and a number of revisions to ancillaries such as the power steering pump.

Fundamentally, three driving modes are possible. The FSI engine and the electric motor can each work on their own as the drive unit, or the vehicle can combine the power of the two for acceleration. In this mode, the petrol engine is responsible for basic operation, whereby it also needs to supply energy to the battery.

The electric motor on the other hand can operate independently and almost inaudibly at speeds of up to 30mph, considerably reducing exhaust and noise emissions in built up areas. It is also able to feed kinetic energy back into the system and so recharge the battery when the vehicle is braked or coasting. During this operation, known as recuperation, the motor reverses its function to become an alternator.

The capacity of the NiMH battery allows the vehicle to be driven up to 1.2 miles on purely electrical power – coasting and braking feed additional energy into the system. When the capacity limit of the battery has been reached, the combustion engine is activated to recharge the battery. Through regeneration measures such as these, the Audi Q7 hybrid recuperates about 720 kWh of energy a year – approximately a sixth of what a four-person household uses – based on an average of 12,000 miles per annum.

If the Audi Q7 hybrid is coasting without the accelerator pedal being depressed, the combustion engine is switched off – this is possible at speeds up to 74mph. It is also switched off if the vehicle remains stationary for more than three seconds. To continue the journey, all the driver has to do is to remove his foot from the brake and to depress the accelerator pedal again.

Like the standard Q7, the hybrid also has space for three rows of seats and a large luggage compartment. The battery system that supplies energy to the electric motor is located in the spare wheel recess at the rear of the vehicle. Compared to earlier generations of hybrid vehicles, the electric motor and the battery are extremely lightweight. The battery weighs 69 kg and the hybrid module with the electric motor 40 kg.

FERRARI 575M SUPERAMERICA

Limited Edition 575M Superamerica

The Pininfarina-designed Ferrari Superamerica combines Ferrari 12-cylinder berlinetta power with a highly original, innovative take on the convertible concept. The Superamerica is the first production car to employ an innovative rotating roof movement in combination with electrochromic technology developed exclusively for glass surfaces of these dimensions with Saint Gobain.

The Fioravanti-patented electric rotating roof movement allows the Superamerica driver to drop the top in 10 seconds flat, making it the world’s fastest convertible berlinetta (200 mph top speed).

Derived from the 575M Maranello, the Superamerica is available with either an F1-style or manual gearbox. Its big 12-cylinder engine has been boosted to deliver 540 bhp too. The new car can also be fitted with the GTC Handling package which offers Ferrari’s very latest high-tech features including carbon ceramic brakes.

The Superamerica’s unusual electric roof has been dubbed Revocromico to highlight the unique combination of its rearward rotation movement and electrochromic technology. It has a carbon-fibre structure and the boot capacity remains unchanged whether the roof is open or closed too. The glass rear window also acts as a highly effective wind deflector when the roof is open.

The use of electrochromic glass means that the driver can completely control the level of light entering the cockpit. There are five tint levels available and the glass can go from dark to light in under a minute, at the touch of a button.

What at first might seem to be the gimmicky gilding of an aged lily turns out to be just the right flourish for a car that has aged like a good malt whisky. The point may be infinitely arguable, but we’d assert that the 575 Maranello is the most enjoyable current Ferrari, more relaxed than the F430 yet more svelte than the 612 Scaglietti. The Superamerica’s flashy top, as well as its other, lesser modifications, makes it even more of a pleasure-mobile than the standard 575.

We drove the Superamerica in Monaco, which, like most locales in which Ferraris gather in number, is a place where seeing and being seen are major pastimes. In the Superamerica, the fun starts after just seven seconds, which is the time it takes the electrochromatic, laminated-glass roof to fling itself back onto the deck lid (after a quick yank of the parking brake and a release of the handle on the windshield header).

Not only is the fancy flip top fast-acting, but its integrated rear window, which pivots around but remains in place, acts as a wind blocker, protecting your artfully mussed hair from the ignominy of natural mussing. Because the open top lies on top of the carbon-fiber deck lid (without interfering with its operation), trunk space is undiminished. When the top is up and it’s shade rather than sun that you seek, a dial on the console turns the glass from pale green to dark blue, thereby blocking 99.5 percent of the heat and much of the light. The car also does this automatically when shut off, to keep the interior from baking.

It would be a shame to let the sun roast the acres of soft leather lining this lovely cabin. Ours had a tiny T-bar on the console, for engaging reverse with Ferrari’s F1A transmission. A button alongside selects the much-improved auto mode, which is just the thing for slogging through the prerace madness in Monte Carlo. Only a handful of the 559 cars to be built will be equipped with the manual six-speed.