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April 15 Proof and beautyJust what does it mean to prove something? QUOD erat demonstrandum. These three words of Latin, meaning, “which was to be shown”, traditionally mark the end of a mathematical proof. And, for centuries, a proof was exactly that: showing something by breaking it down into readily agreed-upon steps. Proving something was a matter of convincing one's peers that it has indeed been shown—no more, and no less. The rhetorical flourish of a Latin epigram also has served to indicate that the notion of proof is well understood, and commonly agreed. But that notion is now in flux. The use of computers to prove mathematical theorems is forcing mathematicians to re-examine the foundations of their discipline. Through much of the 20th century, questions of mathematical rigour were passed off to logicians and philosophers—working mathematicians have been, for the most part, content to work with an intuitive definition of proof. This notion works when each step of a proof is transparent, and can be examined by all. Proof is then just a process of reducing one big, non-obvious step, to a bunch of small, obvious ones. However, if a computer is used to make this reduction, then the number of small, obvious steps can be in the hundreds of thousands—impractical even for the most diligent mathematician to check by hand. Critics of computer-aided proof claim that this impracticability means that such proofs are inherently flawed. However, its defenders point out that some theorems that many mathematicians consider to have been proved in the classical manner also have proofs which are so long as to be uncheckable. The most famous case of this is something called the classification of finite simple groups. These are abstract objects with certain mathematical properties; the claim is that, over a 30-year span in a series of papers totalling some 15,000 pages, all possible such objects were enumerated. Though the mathematical consensus is that the classification (nicknamed the “enormous theorem”) is complete, there are sceptics who point out that the dispersed proof is essentially unverifiable. What, then, does constitute a proof in the modern age? Two recent examples of how computers have been used to prove important mathematical results illustrate how the field is changing. The first is the “four colour theorem”, which is perhaps the mathematical theorem most likely to bedevil a toddler. It states that any planar map (that is to say, a flat one) can be coloured with at most four colours in a way that no two regions with the same colour share a border. It was first proposed in 1852 but, despite efforts by a century's worth of mathematicians, went unproven until 1976, when Kenneth Appel and Wolfgang Harken, then of the University of Illinois, announced that they had proved the result. However, Dr Appel and Dr Harken used a computer to help them prove the result by examining about 10,000 cases. (Their proof also relied on a lot of old-fashioned gruntwork.) A new proof, in a paper just written by Georges Gonthier, of Microsoft Research, in Cambridge, England, also uses a computer. Dr Gonthier used similar techniques to those of Dr Appel and Dr Harken in his proof. However, rather than have part of the proof done by hand, and part by computer, he has automated the entire proof, and done so in such a manner that it is a formal proof. Formal proof is a notion developed in the early part of the 20th century by logicians such as Bertrand Russell and Gottlob Frege, along with mathematicians such as David Hilbert (who can fairly be described as the father of modern mathematics) and Nicolas Bourbaki, the pseudonym of a group of French mathematicians who sought to place all of mathematics on a rigorous footing. This effort was subtle, but its upshot can be described simply. It is to replace, in proofs, standard mathematical reasoning which, in essence, relies on hand-waving arguments (it should be obvious to everyone that B follows from A) with formal logic. The benefit of formal logic is that it is pure syntax. At no point does proceeding from one step to the next require understanding, let alone mathematical intuition. It is merely a matter of applying an agreed-upon set of rules (for instance, that any thing is equal to itself, or that if something is true for all members of a set of objects, it is true for any one specific object) to a set of agreed-upon structures, such as sets of objects. Formal proofs, however, never gained a foothold in the mainstream mathematical community because they are tedious—they take many steps to prove something in cases in which a mathematician might just take one. To those who would use a computer, however, they have two virtues. The first is that computers, with their tolerance for tedium, are particularly suited to writing the steps of a formal proof down. The second is that, by writing those steps down in what is called a “proof witness” instead of just announcing that a program had arrived at a true result, outsiders might gain greater confidence in a result derived from a computer. As Dr Gonthier, and other supporters of the use of computers, point out, there is no reason to think that humans are less fallible than computers when doing long computations or proofs. Indeed, the opposite might be true. The idea behind both proofs of the four colour theorem is to suppose that the theorem is violated—to assume, in other words, that there is some sort of map that requires five colours to fill in. The next step is to find the mathematically simplest versions of such maps. (What is meant by simplicity in this case is actually quite involved.) Dr Gonthier then showed that all these maps can, in fact, be re-coloured with only four colours, establishing the theorem by contradiction. The catch is that there are many such regions, which must be examined on a case-by-case basis; part of the mathematical difficulty lies in proving that the cases considered suffice to cover all possible maps, and part stems from proving that each individual case is indeed colourable with just four colours. Dr Gonthier says he is going to submit his paper to a scientific journal in the next few weeks. But he would do well not to get his hopes up about getting his paper published anytime soon. A 1998 paper which proved another long-standing conjecture using a computer, by Thomas Hales, of the University of Pittsburgh, has only recently been accepted by the Annals of Mathematics, perhaps the field's most prestigious journal, and is scheduled to be published later this year. Dr Hales proved Kepler's conjecture, which is that the most efficient way to pack spheres in a box is the way grocers usually pack oranges—in a so-called “face-centred cubic lattice”—the arrangement whereby each layer of oranges is shifted so that an orange touches four oranges in the layer below. Kepler posited the conjecture in 1611, and it had long resisted efforts at proof. Indeed, Hilbert made it one of his list of the 23 most difficult and fundamental questions in mathematics, in 1900. Dr Hales proved the conjecture by using a trick different in nature to Dr Gonthier's. Rather than argue by contradiction, he reduced what was a problem about an infinite number of things (the Kepler conjecture considers an infinite number of spheres in an infinitely large space) to a statement about a finite, but very large, number of mathematical objects. He then used the computer to prove bounds about these objects, some of which, he says, can be thought of as sculptures made of cables and struts. Loosely speaking, he reduced the Kepler conjecture to a problem of considering whether, given a set of cables, which have no minimum length, but can only be stretched to a certain extent, and struts, which have a limit on how much they can be compressed, one can build a sculpture of a certain type. Dr Hales used a computer, as there were roughly 100,000 such structures that had to be considered in order to prove the Kepler conjecture. Although the Annals will publish Dr Hales's paper, Peter Sarnak, an editor of the Annals, whose own work does not involve the use of computers, says that the paper will be accompanied by an unusual disclaimer, stating that the computer programs accompanying the paper have not undergone peer review. There is a simple reason for that, Dr Sarnak says—it is impossible to find peers who are willing to review the computer code. However, there is a flip-side to the disclaimer as well—Dr Sarnak says that the editors of the Annals expect to receive, and publish, more papers of this type—for things, he believes, will change over the next 20-50 years. Dr Sarnak points out that maths may become “a bit like experimental physics” where certain results are taken on trust, and independent duplication of experiments replaces examination of a colleague's paper. Some of the movement towards that direction may be forestalled by efforts of Dr Gonthier's type to use computers to provide formal proofs and proof witnesses. It is possible that mathematicians will trust computer-based results more if they are backed up by transparent logical steps, rather than the arcane workings of computer code, which could more easily contain bugs that go undetected. Indeed, it is for this exact reason that Dr Hales is currently leading a collaborative project to provide a formal proof of the Kepler conjecture. In perhaps a more prosaic example of mathematics embracing technology, he is co-ordinating that effort using a blog called Flyspeck (the word, Dr Hales explains, means to examine closely). Why should the non-mathematician care about things of this nature? The foremost reason is that mathematics is beautiful, even if it is, sadly, more inaccessible than other forms of art. The second is that it is useful, and that its utility depends in part on its certainty, and that that certainty cannot come without a notion of proof. Dr Gonthier, for instance, and his sponsors at Microsoft, hope that the techniques he and his colleagues have developed to formally prove mathematical theorems can be used to “prove” that a computer program is free of bugs—and that would certainly be a useful proposition in today's software society if it does, indeed, turn out to be true. March 21 Caparo's T1 Race Extreme – 620 bhp pushing 550 kg
Caparo's T1 Race Extreme – 620 bhp pushing 550 kgImage Gallery ( 16 images ) We've written a lot about the Caparo T1 supercar - an aluminium V8 in a carbon fibre tub designed by former McLaren employees to simulate an F1 car on the road. When the Stig ran the T1 on Top Gear's test track, it beat all previous lap times by a whopping SEVEN seconds. Just to prove that too much is never enough, the T1 is now available in a 620 bhp Race Extreme version, aimed specifically at the high end track day market. It can generate 4 G under brakes and 3.5 G during cornering - the sort of G-forces an aerobatic pilot experiences. It accelerates from 0-100 kmh in 2.8 seconds and 0-100mph in 5.8 seconds - faster than a base-jumper in free fall! With a power to weight ratio better than double that of a Bugatti Veyron, this is almost certainly the fastest accelerating production car on the planet! . Not surprisingly, the T1’s utmost race specification is set to deliver the ultimate driving experience as the original car was designed to offer the performance of an F1 car. Inspired in its design and performance by Formula One, the Caparo T1 has a distinctive pedigree which has once again been enhanced by the introduction of the new Race Extreme specification. The high end Race Extreme version of the car is now available with an evolved all aluminum, normally aspirated, fuel injected Caparo V8 engine which has been upgraded to deliver 620 bhp at 10,500 rpm. The specification also includes: fully adjustable suspension and aerodynamic packs, ultra light 6 pot front and 4 pot rear monoblock billet machined aluminium callipers complete with titanium pistons, and 355mm x 35mm ceramic discs and pads set up. In addition, the car’s upgraded electronic package contains a fully tuneable ECU which ensures maximum performance from the engine and the six speed sequential gear box. The above features together with the fully adjustable traction control of the Caparo T1 Race Extreme combine to provide the absolute track experience. Porsche releases technical innovations on new 4-door Panamera luxury sportster
The Panamera's lightweight body, showing different materials usedImage Gallery ( 13 images ) March 19, 2009 Porsche's 4-door Panamera will be finally unveiled at the Shanghai Motor Show on April 20 - not that we haven't already had plenty of chances to take a good look at it through the company's prolific PR department. Designed to be at once more luxurious than an S-Class Benz and sportier than a Beemer M5, the Panamera is the first 4-door Porsche with an uncompromising performance focus. It looks like a belter too, considering rumors that the 500-horsepower, US$132,600 turbo model actually had to be reined back in performance terms just so it wouldn't trouser the 911, which is supposed to be Porsche's performance flagship. As a brand new, extreme high end model, you'd be expecting the Panamera to pack a few technological punches - and you'd be right. Here's a few of the key innovations. Engineers at Porsche have tucked in with gusto to the task of producing a luxury 4-door sports limo that makes no compromises in comfort or performance. To achieve their goals, they have loaded the upcoming 2009 Panamera with some pretty nifty technology. Let's take a look at a few items.
PDK transmission
PDK stands for Porsche Doppelkupplungsgetriebe - ten points if you can pronouce that. It's a double-clutch automatic, meaning that there's actually two transmissions, one handling reverse, first, third, fifth and the hugely overdriven economy 7th gear, and the other handling second, fourth and sixth gears. Each has its own clutch, so that, for example, when you shift up from first, second gear is engaging at the same time as first is disengaging. The result is basically that there is uninterrupted power delivered to the wheels as the car accelerates through the gears - and since no engine revolutions are lost in the gearchange, there's a benefit in terms of fuel economy as well. The PDK, a several thousand-dollar option on the 2008 911, is standard on all three Panamera models.
Start/stop System
The idea of turning the engine off when you're stopped at the lights, then istantly turning it back on when you lift your foot from the brake, is nothing new. An economy measure used to boost a car's gas mileage and help lower emissions, it's a clever addition to the Panamera range. Porsche claims this is the first time such a system has been implemented on a premium car with an automatic transmission, and economy tests have rated the Panamera S at 26.2mpg, which isn't bad for a luxury sportster.
Adaptive Air Suspension
The Panamera's adaptive air suspension system adjusts not only the pressure of air in each shock, but for the first time, the volume of each chamber, giving the car a wider range of performance, comfort and compromise suspension settings to play with on the fly.
Adaptive Rear Spoiler
While the whole car has been given plenty of attention in the wind tunnel - including the addition of a completely covered, flat underfloor - the star of the aerodynamics show is the moving rear spoiler. It pops up as speeds increase, and gradually extends to give the optimal blend of stability, aerodynamics and performance.
Interior Acoustics
It's a luxury car, so it's supposed to be whisper-quiet. Wait, it's also a V8 Porsche sportscar, it should snarl at you when you hit the gas until the hairs stand up on your arms. Porsche believes it's got the balance right on this one, with super-quiet aeroacoustics a priority from day one to deliver a quiet and discreet ride when you're cruising. When you plant the pedal, though, and the 4.8-litre engine really starts to sing, care has been taken to make sure the occupants are in the front row for its performance.
Ultralight body construction
Porsche has devoted a lot of time to getting the Panamera as light as possibe. To that end, each part of the body of the car has been assessed for optimal materials use. Several different grades of steel are used, as well as plastics, aluminium and magnesium alloys in search of the right mix of light weight and strength where each is required. The lightweight doors, for example, have a load-bearing structure made of laser-treated pressure-cast aluminium, an aluminium outer skin, and door window frames made of thin-walled pressure-cast magnesium. This has led to a nice low weight of 1,770kg for the Panamera S - just 80kg heavier than the 2-seater 911 Turbo Cabriolet.
Pricing
The 400 horsepower Panamera S, which will hit 60mph in 5.2 seconds, will sell for US$89,900. The 4S, featuring all-wheel-drive, will get you to 60 in 4.8 seconds, for US$93,800. The big daddy Panamera Turbo, at the top of the range, boasts 500 horsepower and makes 60 in 4 seconds flat. Top speed is a mighty adequate 188mph. It will set you back US$132,600. Loz Blain March 17 First images of Lamborghini Murcielago LP 650-4 Roadster
First images of Lamborghini Murcielago LP 650-4 Roadster Image Gallery ( 5 images ) March 14, 2009 Automobili Lamborghini has released the first photographs of a limited edition Murciélago LP 650-4 Roadster. The Roadster version of the Murciélago will offer an uprated 6.5 litre V12 engine producing 650 hp (478 kW) along with permanent four-wheel drive and attain a top speed of around 330 Km/h (205mph). With 660 Nm of torque, the LP 650-4 Roadster will accelerate from 0-100km/h (0-62mph) in 3.4 seconds The special edition model will be produced in a limited volume (50 units only), with a Grigio Telesto exterior that combines grey bodywork with a special bright orange Arancio LP 650-4 featured on the front spoiler and sills. The LP 650-4 logo applied to the car’s exterior is recognition of the car’s increased power. The car features orange brake calipers and a transparent V12-engine cover, which shows off the V12 engine behind the driver. Interior features echo the car's striking grey-and-orange exterior: besides the orange touches, there is an asymmetric dash design, with black Alcantara Nera on the driver's side, including door panel and central tunnel, and black leather Nero Perseus on the passenger's side. The increased power of the Murciélago engine, from 640 to 650 hp, will be unique to the Murciélago LP 650-4 Roadster: it demonstrates even further the developments that Lamborghini is able to offer from a current engine, and creates the exclusive characteristic of the Murciélago LP 650-4 Roadster. March 14 A new take on carving: the Dynamically Augmenting Wheel System
Dynamically Augmenting Wheel System Image Gallery ( 6 images ) March 13, 2009 The notion of “carving” to improve a vehicle's handling whilst negotiating a corner is not new but this concept design from Charles Pyott known as the Dynamically Augmenting Wheel System, or simply DAWS, takes the idea in a new direction by changing the shape of the actual wheel to achieve its objectives.
Carving
The principal of carving in the motor industry can be explained simply as placing the wheels and/or the center of gravity of the vehicle in such a position as to counteract the centrifugal (outward) force generated from the turn, thus improving the '. An example of the effectiveness of being able to change the vehicle's center of gravity to counteract the outward forces generated whilst in a sharp turn, comes from a comparison of a car versus the motorcycle. A relatively flat car tire offers plenty of traction due to the large surface area in contact with the road surface. However when the conventional car turns sharply it can’t alter its center of gravity to counteract the outward force and it tends to loose traction and slide. A motorcycle however, with its rounded tires, allows for leaning into the corner and more effectively counteracting the outward force. We have seen many three and four wheel vehicles in recent years that use the principals of carving to improve handling during cornering. These include Hybrid carving 3 wheeler which allows the body to tilt whilst cornering, Piaggos carving three-wheel bike which features two independently suspended tilting front wheels and the Mercedes F400 carving system which includes active wheel camber control and even a four wheeled carving recumbent bike. And now along comes the DAWS, which takes a radically different approach to achieve its end by altering the shape of the wheel.
The DAWS
Designer Charles Pyott’s set out to create a wheel system that would facilitate a shift in center of gravity without a loss of traction. His DAWS concept achieves this by having the wheel featuring eight independent segments that are guided in a lateral direction on a liner bearing at the hub - sort of like taking to the wheel with a pizza slicer. The idea is to enable the whole vehicle to shift and maintain traction without decreasing tire footprint area in contact with the road. In summary
Having a vehicle that can carve or tilt into a corner makes good sense. However the prospect of all the moving parts within the DAWS system and the resulting load on the wheel during cornering, may prove to create some real challenges in the engineering prototype phase. We wish them well! David Greig Via DAWS via Yanko Design. Mercedes AMG builds a new Gullwing
Mercedes-Benz SLS AMGImage Gallery ( 36 images ) March 13, 2009 For the first time in its 40 year history, the Mercedes-Benz performance brand AMG has developed a vehicle completely in-house: the Mercedes-Benz SLS AMG. This "super sports car" takes an AMG 6.3-litre V8 front-mid engine developing 420 kW/571 hp peak output, seven-speed dual-clutch transmission and sports suspension with aluminum double wishbones, wraps it in an aluminum spaceframe and throws in a set of always-in-style gullwing doors. The combination of the company's first ever use of an aluminum chassis and body frame coupled with lightweight, high-strength components such as a carbon-fiber driveshaft delivers a kerb weight of just 1620 kilograms and a power-to-weight ratio of 2.84 kg/hp. Provisional performance figures put acceleration at 0 to 100 km/h in 3.8 seconds with a top speed of 315 kmh.
SLS AMG features an aluminum chassis and body
Compared with the traditional steel design, the aluminum chassis and body results in a significant weight saving illustrated by the planned DIN kerb weight of 1620 kilograms, as well as meeting requirements in terms of passive safety. The car's design also delivers an ideal front/rear weight distribution of 48 to 52 percent and a low center of gravity according to Mercedes Benz.
AMG 6.3-litre V8 engine
The AMG 6.3-litre V8 engine achieves a peak output of 420 kW/571 hp at 6800 rpm. A power-to-weight ratio of 2.84 kg/hp comes courtesy of the low vehicle weight and the eight-cylinder, naturally-aspirated engine delivers maximum torque of 650 Nm at 4750 rpm. The Gullwing accelerates from 0 to 100 km/h in 3.8 seconds, before going on to a top speed of 315 kmh (all figures are provisional). The principal measures to increase output include the all-new intake system, the reworked valve train and camshafts, the use of flow-optimized tubular steel headers and the de-throttling of the exhaust system. This results in much better cylinder charging, which feeds through into an increase in output to 420 kW/ 571 hp with maximum torque of 650 Nm. Mercedes-Benz says that the eight-cylinder engine responds swiftly to movements of the accelerator pedal, demonstrating much more pronounced high-revving flexibility across the entire rev range. They go onto to say that the switch to dry sump lubrication translates into a much lower position of the engine in the vehicle and lowering the vehicle's center of gravity has also paved the way for high lateral acceleration and exhilarating driving dynamics. The use of high-strength components compensates for the increased engine load associated with the higher output. Forged pistons, a reinforced crankshaft bearing, optimized crankcase structure, along with improved lubrication with an on-demand high-performance oil pump ensure optimum durability. The engine weight has been further reduced resulting in a kerb weight of 206 kilograms and, in turn, a power-to-weight ratio of 0.36 kg/hp. The improved catalytic converter should enable current and future exhaust emission standards such as EU 5, LEV 2 and ULEV to be met. The friction-optimized twin-wire-arc-sprayed (TWAS) coating on the cylinder walls – a process exclusive to AMG – also reduces fuel consumption, as does the on demand, map-optimized oil supply along with the regulated generator management. Mercedes-Benz says the fuel consumption for the SLS AMG is around 13 litres of Super Plus per 100 kilometers (NEDC combined, provisional figure).
Dual-clutch transmission with transaxle configuration and torque tube
The AMG 6.3-litre V8 engine delivers its power via a light weight carbon-fibre driveshaft at the rear axle – similar to the set-up used on the DTM C Class racing touring car. The transmission is mounted at the rear (transaxle principle) and is connected to the engine housing via a torque tube. A carbon-fiber shaft rotates at engine speed in the torque tube and Mercedes-Benz says the advantages of this sophisticated solution are associated with the rigid link between the engine and transmission and, in turn, the optimum support for the forces and torque generated. A new AMG dual-clutch transmission with seven gears takes care of power transfer and the transmission boasts fast gear changes with no loss of tractive force, says Mercedes-Benz. The driver has a choice of four different driving modes, ranging from comfortable to sporty, as well as a RACE START function. Optimized traction comes courtesy of the mechanical differential lock, which is integrated in the compact transmission casing. The chosen solution with a front-mid engine plus transaxle configuration ensures what's said to be an ideal front/rear weight distribution of 48 to 52 percent. Further, mounting the engine behind the front axle has created the ideal conditions for consummate driving dynamics with precise steering, first-class agility, low inertia with spontaneous directional changes and outstanding traction according to Mercedes. Wheel location comes via double wishbones and hub carriers made of lightweight forged aluminum. The 'Gullwing' comes with 3-stage ESP® as standard, providing the driver with access to the three "ESP ON", "ESP SPORT" and "ESP OFF" modes at the push of a button.
Ceramic composite brakes, innovative flow-forming wheels
Braking is provided by either AMG high-performance composite brakes or the newly developed, optional ceramic composite brakes with larger brake discs. The ceramic brake discs will perform reliably at even higher operating temperatures thanks to their greater hardness; all combined with an impressive weight reduction of around 40 percent. Further to this, light-weight design was also a key consideration with the wheels: weight-optimized AMG light-alloy wheels – 9.5 x 19 inch (front) and 11.0 x 20 inch (rear) – based on the flow-forming principle reduce the un-sprung masses while increasing driving dynamics and suspension comfort. 265/35 R 19 (front) and 295/30 R 20 (rear) tires developed exclusively for AMG provide the grip. The design and development phase for the SLS AMG got underway in the last quarter of 2006 and the intensive vehicle testing program will be completed by the end of 2009. The reinterpretation of the legendary Gullwing is scheduled to be launched in spring 2010. David Greig March 11 600 hp Infiniti Essence: the World's most powerful hybrid car
Infiniti Essence Concept carImage Gallery ( 22 images ) March 7, 2009 To celebrate 20 years as a brand Infiniti has produced a stunning concept car for the 2009 International Motor Show in Geneva. The Infiniti Essence is the world’s most powerful Hybrid car with a total of 600 horsepower combined output from its V6 twin turbo and electric motor. The luxury sports car hybrid offers enormous power on the open road and zero emission driving in urban settings. In specification the car looks very much like a hybrid version of Nissan’s GT-R. (Infiniti is a Nissan owned brand) With a 3.7 liter V6 DOHC Twin Turbo VQ based engine (VQ37DETT) putting out 434 hp (320 Kw) in a rear wheel drive FM (Front Midship) platform currently used in modified form in both the Nissan GT-R, 350Z and Infiniti V36. An additional 158 hp (116 Kw) and 500 Nm comes from the twin clutch mounted Disc type electric motor giving a total of 592 hp (435 Kw). No combined torque figure was released by Infiniti but it should be in the region of 1088 Nm (802 Ft/lb) Strictly a two seater, the front-engined rear wheel drive super-luxury coupe is Infiniti’s first super-performance car with design cues that Infiniti says will distinguish its production cars of the coming years. The Essence is a real styling exercise featuring razor sharp lines, side windows that appear to be resting on a ledge and a steeply raked windscreen that combines as a sun roof and extends all the way to the B pillar while the car rides on 22-inch wheels. The Essence also comes complete with Bespoke Louis Vuitton luggage. The petrol engine and electric engine can work independently or together as a “parallel” hybrid system. At urban speeds the Essence operates as a pure battery electric vehicle. A lower trunk mounted laminated lithium ion battery supplies power to a new type of electric motor called the 3D Motor. The motor is a BLDC design that maximizes torque density to meet tough requirements on size and power output. The result is a particularly slim, disk-shaped motor that has twice the torque of a conventional unit. Its design was achieved by 3D magnetic field analysis to optimize the layout of the electromagnetic coils and permanent magnets. The motor is positioned between the engine and transmission and provides 158bhp (116 Kw). The 3D Motor operates in both propulsion and power regeneration modes to recapture braking energy to keep the battery pack charged up.
600 hp + 30 MPG
Optimized energy usage across the widest possible range of driving conditions is guaranteed by two separate clutches which “switch in” the motors as required. It is a system that needs no torque converter and the result is a 600 hp sports car with combined fuel economy of 8 liters / 100 km (30 US MPG). The Essence also previews some next-generation collision avoidance safety features. Distance Control Assist (DCA) and Lane Departure Prevention (LDP) systems are available in today’s production Infinitis but the Essence adds Side Collision Prevention (SCP) and Back-up Collision Prevention (BCP) to extend the anti-collision shield all the way around the car. With SCP, when the driver decides to change lanes, side-mounted sensors activate a warning if an approaching vehicle is detected in the driver’s intended lane. A yaw mechanism is then activated through brake control of individual wheels to help prevent a potential collision. Back-up Collision Prevention works in a similar way, sensing a vehicle behind, giving the driver a warning but then, if the warning is not heeded, activating the brakes automatically. Paul Evans March 10 Dacia Duster Concept with innovative interiorMarch 7, 2009 Dacia, Renault’s Romanian brand, launched its first-ever concept car at Geneva, an innovative leisure vehicle that revives the Duster nameplate. Designed largely in Romania by the Renault Design Central Europe studio in Bucharest, it’s a coupe Multi Purpose Vehicle crossover with three doors – a single door on the driver’s side and two doors, including a rear-hinged ‘suicide’ door, on the passenger side. The innovative interior is extremely functional – the passenger seat slides below the driver’s seat, allowing a large, 2-metre long load bay capable of accommodating a bicycle or even a small motorbike. A tailgated box structure also slides out of the rear of the car, creating an extra pick-up load bed. The original Dacia Duster was a compact, utilitarian 4x4, sold in the UK in the late 1980s and early 1990s. It was powered by Renault petrol and diesel engines, but was built by another, now-defunct Romanian automaker called ARO.
Dacia's press release continues:
Duster's height of 1.49 metres, short front and rear overhangs (65cm and 80cm respectively), generous wheelbase (2.80m) and compact volumes (4.25m long, 1.64m wide) exude an overriding sense of robustness and sports appeal. The front end features a broad bumper with two horizontal air-intake slits that suggest power. The grille features evident Dacia styling cues and is flanked by headlamps which wrap over the front wings to form a tapering line of light that stretches rearward towards the doors. Viewed from the side, the clear-cut lines of the wheel arches and tall doors reinforce the impression that Duster sits squarely on the road. The Anthracite Grey bodywork and extensive one-piece glazed sweep – made possible by the absence of a central pillar – highlights the styling of the sides which are unmistakably reminiscent of Duster's graphic identity. At the rear, the engraved Dacia logo further emphasizes the concept car's robust, dependable credentials. The Duster is just 4.25 metres long, and its inherent agility ensures that it is perfectly at home in the urban jungle. Meanwhile, its 21-inch, five-spoke aluminium alloy wheels, exterior mirrors positioned on the window surround and trapezoidal aluminium exhaust tailpipes are telltale signs of its sporting pedigree. Special care has gone into Duster's aerodynamic efficiency (Cd: 0.30) and the fluid lines of the body sides enable air to flow freely along the vehicle's flanks before being jettisoned through the rear lights. The aerodynamic, wing-like forms of the roof-mounted direction indicators also channel airflow towards the rear. The sum of all this work has naturally been beneficial to fuel consumption, and Duster stands out as a particularly environmentally-respectful crossover. Despite its performance potential, the particulate filter-equipped 1.5 dCi 105hp engine (77kW) emits just 139g of CO2/km, equivalent to fuel consumption of 5.3 litres/100km. This futuristic crossover showcases the brand's core values – namely simplicity, robustness and authenticity – in a surprising form, yet Dacia's hallmark ingenuity and generosity are immediately apparent in the way designers have approached Duster's cabin. The concept car's two-tone chocolate and blue interior exudes a sense of well-being and conviviality. The fully glazed roof floods the cabin with light, while the enveloping forms of the staggered slim-line front seats provide first class comfort and support. The driver's seat is incorporated in a structure which extends all the way from the sill to the centre console, forming a sculptural, one-piece ensemble that echoes the exterior's sporty appeal. The user-friendly dashboard features fluid, expressive lines while employing simple materials. The driver's side front airbag is housed in the lower part of the steeringwheel which has made it possible to position the screen centrally and free up appreciable stowage space on the dashboard. The latter's receding lines also provide record kneeroom of 280mm for the front passenger who benefits from an exceptionally comfortable seating position. The bellows-like form of the original two-tone dashboard incorporates a 20-litre glovebox, while the door inserts each include eight-litre stowage bins. Another bin has been cleverly concealed in the back of the rear right-hand seat. A simple push causes a box to slide forward from the boot which itself is in total keeping with the Dacia spirit, with the upright tailgate providing a carrying capacity of 470dm3 (VDA), a remarkable achievement for a vehicle of Duster's compact overall dimensions. Duster is an adaptable, modular concept car. The four-seat 'daily driver' layout can be swiftly converted into a leisure configuration in a matter of seconds. The passenger seat slides underneath the driver's seat on rails concealed in the floor to leave just one front seat and consequently free up a total carrying volume of two cubic metres. Thanks to a recess in the floor and a strap located under the dashboard, this space can be used to carry a trials mountain bike. Bugatti's Veyron “Bleu Centenaire” - NOT with 1375 bhpMarch 9, 2009 The automotive world held its breath when Bugatti's turn came during the Geneva Auto Show press conference merry-go-round last week. Here was the world's most over-the-top brand name addressing the assembled global automobile industry in its centenary year. Highly credible sources such as respected German magazine Auto Motor und Sport were suggesting during the lead up to the conference that Bugatti was to gazump all the contenders for the world's fastest production car with a 1007 kw (1375 bhp) Veyron derivative with a top speed of 273 mph. The rumours even got the name right - the Centenaire. It was all entirely credible. If anyone was going to produce a 1000 kw production car, it would be Bugatti, Though the 1001 bhp Bugatti Veyron has only been on the market for three years, it is unquestionably one of the most significant automobiles in history, and from the outset was to be a limited edition of just 300 cars. With 250 cars ordered to date, there are only 50 more Veyrons to be sold. Despite the limited-edition-of-150 Grand Sport derivative staving off the inevitable need for a new model, Bugatti must announce a new car soon, or else it won't have any cars to sell. Whatever it decides upon, it will obviously need to be significant, and this is Bugatti's 100th year – the company first participated in the Geneva Show of 1909, so it was logical that something very special would be presented. In the end, something special was presented, though the enormous expectations created by the rumours left the crowd somewhat disappointed when the exquisite Veyron “Bleu Centenaire” one-off anniversary model was presented. The special Centenaire model uses the traditional Bugatti two-tone-specification, but portrays it in matt and gloss Bugatti blue. The roof-trim-stripes and the exterior rearview mirrors are of polished, anodized aluminum. A special wheel design has been added – enhanced by a bright red brake-capillar. The grills at the front and at the side air intakes are in “mirror shine”. The interior of the Centenaire is fitted in a special snowbeige leather with quilting on the seats. The central console is covered in the same leather. New LED lights, Park Distance Control and a rearview camera have become part of the standard equipment for all Bugatti Veyrons from this year, and the Bleu Centenaire shares all the performance characteristics of other Veyron models. The car will cost EUR 1.35 Million exclusive of taxes and transportation. Bugatti will celebrate its hundredth anniversary on various occasions throughout the year, culminating in an event in Molsheim on September 12, 2009. The next highlight Bugattisti should look out for will be the Concorso d’Eleganza Villa d’Este at Cernobbio in the North of Italy between April 24 and 26. Our betting is that some time in 2009, we'll get to see that 1375 bhp Bugatti, and with Bugatti's market more likely to be at one of these two events, that's where we'll see it first. The company broke with tradition of releasing major new cars at one of the major international auto shows last year when it showed the world's fastest open top car at the Pebble Beach Concours D'elegance - realistically, a place where people who do have USD1 million plus disposable income to spend on a car might be found, not fighting hip and shoulder with the masses at an auto show. March 07 Koenigsegg Quant: 512 bhp 275 km/h, solar-electric 4-seater
Koenigsegg Quant: 512 bhp 275 km/h, solar-electric 4-seaterImage Gallery ( 27 images ) March 6, 2009 Swedish supercar manufacturer Koenigsegg, in conjunction with NLV Solar, is showing its full scale four-seater NLV Quant at the 2009 Geneva Salon. Producing 512hp and maximum torque of 715Nm this enables the Quant to deliver 0–100 km/h in 5.2 seconds and hit a top speed of 275 kmh. The all-electric car is powered through a combination of Flow Accumulator Energy Storage (FAES) charged to full capacity in 20 minutes and solar energy supplied via a thin layer photovoltaic coating over the car, delivering a range of in excess of 500km.
The NLV Quant
New technology
The thin layer solar technology and the FAES systems enable the design of a fully electrical vehicle, rather than relying on more commonplace hybrid solutions. This also simplifies the drive train layout and packaging, as only one propulsion system is needed. Koenigsegg says that the Quant will be able to cover long distances without a charge due to a combination of a low frontal surface area of around 2 m2, a drag coefficient of around CD 0.27 and the efficiency of the FAES system.
Style
The ingenious design provides and a unique blend of supercar looks and the space of a traditional luxury sedan says Koenigsegg. The car will carry four large adults in comfort and also feature a spacious boot at the rear. The gull-wing doors on The Quant allow for an easy and more ergonomic access to both the front and rear passenger seats than in conventional cars. The unique split side-lite feature allows passenger to open and close the front and rear side windows separately.
Standard features
February 25 Maserati GranTurismo S Automatic premier in Geneva
The Maserati GranTurismo S Automatic features some marked stylistic differences which make it immediately recognisable: the new under-door mini-skirts featuring a prominent shape, which enhances the dynamism of its profile and the new 20” wheel rims with Image Gallery ( 3 images ) February 23, 2009 True to Maserati’s commitment to introduce a new model at each international car show, the GranTurismo S Automatic will premiere at the Geneva Auto Show next week. The major novelty is the combination of the automatic transmission with the most powerful wet sump Maserati V8 on the GranTurismo – until now offered as 4.2 litres with automatic transmission and 4.7 litres with an electro-actuated gearbox. The new model features a 4.7 litre V8 which develops 440hp (323kW) at 7000rpm and maximum torque of 490Nm at 4,750rpm. Thanks to smoothness of the ZF 6-speed automatic gearbox, the car remains consistent with the granturismo concept while at the same time offering peak performance. The gearshift strategy applied to the Maserati GranTurismo S Automatic inherits some widely appreciated elements of the Quattroporte Sport GT S, such as the elimination of the kick-down in Manual mode. The Skyhook suspension system featuring continuously adjustable dampers provides great driving comfort. Passive safety is further enhanced thanks to the introduction on the GranTurismo range of a new generation passenger air-bag with Low Risk Deployment functionality. Consistent with the unmistakable design of all Maseratis, the Maserati GranTurismo S Automatic features some marked stylistic differences which make it immediately recognisable: the new under-door mini-skirts featuring a prominent shape, which enhances the dynamism of its profile and the new 20” wheel rims with “Trident” design, which recall the strength and elegance of the car. A further enriched equipment package increases the on board pleasure for the driver and the three passengers, thanks to the Bluetooth® Wireless Technology, offered as standard, and the iPod® interface, available upon request, which complete the Maserati Multi Media System. Alfa Romeo MiTo GTA Concept
The Alfa Romeo MiTo GTA Concept and its somewhat scary front endImage Gallery ( 6 images )
February 24, 2009 If cars are purposefully given facial features to help personalise them to the public (they are), then we're not sure what to make of Alfa Romeo's high performance concept Alfa MiTo GTA which has a not-so-charming visage reminiscent of a berserker warrior. The famous GTA (Gran Turismo Alleggerito) signature indicates a lightweight (Alleggerito means reduced weight in Italian) sports throughbred, and the MiTo GTA boasts massively increased horsepower (from 155 bhp to 240 bhp), along with a dramatic, though unspecified, weight reduction brought about by a diet of carbon fibre and aluminium. Considerable work has gone into lowering the vehicle’s centre of gravity; thus certain components such as the tailgate spoiler, roof and mirror fairings are in carbon-fibre; while aluminium is used extensively in the braking system, suspension, and some parts of the chassis. Under the bonnet, an exciting new petrol engine, very much in keeping with the pre-requisites of downsizing, environmental awareness, and the offer of high power and efficiency in return for low weight and optimised packaging, powers the new GTA Concept. Designed by Fiat Powertrain Technologies and exploiting the vast experience gained in the production of Twin Spark and Alfa V6 road and race engines, the compact new petrol engine employs advanced technical solutions including direct injection, dual variable valve timing, state-of-the-art turbocharging and advanced electronic management systems to produce a remarkable 240bhp from just 1742cc. Under-floor aerodynamics have been a particular concern, while the entire car has been lowered by some 20mm. Front suspension employs new geometry with aluminium leading arms, while the rear suspension has all-new bushings, and the comprehensively revised chassis boasts an ‘active’ suspension system, (advanced damper control), which counteracts the transfer of load under acceleration, stiffening the rear end and maximising traction. The suspension also interacts with the braking system and steering to obtain the most efficient control of vehicle dynamics, while a ‘Sky-Hook’ function ensures an excellent level of passenger comfort under conditions of everyday use. Expect to see this mini projectile on sale sooner or later, as its sporting prowess is likely to be a significant improvement over the standard and already sport MiTo thanks to the radically improved power-to-weight ratio. 浪人情歌
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