Aston Martin Vantage.......

A BORN PREDATOR

Vantage is raw and instinctive, unwavering in its singular purpose: to overwhelm the senses through its world-renowned design, agile performance and dedicated craftsmanship. Its heart beats with a high powered 4.0 litre twin-turbocharged V8, producing that visceral Aston Martin roar. A rare breed and a statement of independence on the road, Vantage embodies all that is beautiful in our performance sports car range.

Race track, winding country road or the everyday commute, Vantage is an Aston Martin of outstanding class, delivering a drive so intensely felt that it demands to be experienced time and time again.

UNMISTAKABLE PRESENCE

Like the archetypal hunter, everything has been finely tuned for a purpose. Sculptural forms create an athletic predatory stance, while muscular flanks and broad haunches express the agility and dynamism inherent to the car.

A STATEMENT OF INTENT

The signature ultra-slim rear light graphic illuminates the full-width of the tailgate, accentuated by the flick in the Vantage’s tail. It provocatively expresses the car’s animalistic character in what is set to become an iconic symbol of performance.

IMMERSIVE AND FOCUSED

The distinctive cockpit feel of the interior is one of absolute focus and functionality. A lower driving position creates a more immersive experience, intimately connecting the driver with the car and the road ahead.

HEART OF A BEAST

The heart of Vantage beats with a 4.0 litre twin-turbocharged V8 engine. Impressive acceleration of 0-62 mph in 3.6 seconds and a speed of up to 195 mph deliver raw athleticism and an enticing performance feel.

Audi's electric car, a great pioneer of engineering.

An all-electric Audi production car – soon it will no longer just be a vision, but a reality on the roads. You can already sense the feverish anticipation among everyone involved in this project. They can’t wait to add a new dimension to the company’s principle of Vorsprung durch Technik. Underlying the project is a continuous process involving different development stages. Before a production car like this goes into production, all necessary parameters – safety, comfort, aesthetics – are first optimised on the basis of studies. This work draws on tried-and-tested knowledge, but new challenges also need to be mastered. In e-mobility projects, range is an especially important factor. Achieving the maximum isn’t just a matter of technology but also of design. The various factors have been perfectly harmonised to create a complete package that will allow the first all-electric Audi production model to reach a range of 500 km in future.

Two show cars give an impressive taster of the future of e-mobility at Audi – the Audi e-tron quattro concept and the Audi e-tron Sportback concept. They embody the continuous development process – from vision, to initial miniature model, to show car. And showcase new ideas without straying too far from Audi production models.

One vision, many creative approaches: Audi picks the show car design teams by means of an internal bidding process. The design team headed by Gary Telaak successfully pitched their vision for the Audi e-tron quattro concept, while Philipp Römers’s team were awarded the task of designing the Audi e-tron Sportback concept. The path leading to a finished show car is also a continuous process. It usually starts out with a sketch on a piece of paper, which is then transferred onto computers and developed into a 3D model, before the fine-grained detailed work begins.

Porsche 718 gts. a new series from Porsche......

Height: 1,286 mm
Width: 1,801 mm

Wheelbase: 2,475 mm
Length: 4,393 mm

Technical Specs718 GTS Models

Engine	Manual	PDK
Number of cylinders	4	4
Displacement	2,497 cm³	2,497 cm³
Engine layout	Mid-engine	Mid-engine
Power	269 kW (365 hp)	269 kW (365 hp)
at rpm	6,500	6,500
Max. torque at rpm	420 Nm at 1,900 - 5,500	430 Nm at 1,900 - 5,000
Compression ratio	9.5 : 1	9.5 : 1

Fuel Consumption/Emissions*	Manual	PDK
Urban in l/100 km	12.3	10.9
Extra-urban in l/100 km	7.0	6.6
Combined in l/100 km	9.0	8.2
CO2 emissions in g/km	205	186

Performance	Manual	PDK
Top speed	290 km/h	290 km/h
Acceleration from 0 - 100 km/h	4.6 s	4.3 s (4.1 s with Sport Chrono Package)
Acceleration from 0 - 160 km/h	9.6 s	9.3 s (9.0 s with Sport Chrono Package)
Flexibility (80 - 120 km/h) in 5th gear	4.9 s	-
In-gear acceleration (80 - 120km/h)	-	2.7 s

Transmission	Manual	PDK
Driveline layout	Rear-wheel drive	Rear-wheel drive
	6 speed	7 speed

Body	Manual	PDK
Length	4,393 mm	4,393 mm
Width	1,801 mm	1,801 mm
Height	1,286 mm	1,286 mm
Wheelbase	2,475 mm	2,475 mm
Drag coefficient (Cd)	0.32	0.32
Unladen weight (DIN)	1,375 kg	1,405 kg
Unladen weight (EC)	1,450 kg	1,480 kg
Permissible gross weight	1,675 kk	1,705 kg

Ferrari a Pioneer in the automotive field. ....
Paris, 29 September 2016 - Following on from the success of GTC4Lusso, which raised the performance bar for Ferrari’s traditional four-seater V12 GTs, the Prancing Horse announces the arrival of the new GTC4Lusso T, the first four-seater to be powered by a V8 engine. Ushering in a whole new Ferrari Grand Touring concept, the car is aimed at drivers seeking a car that is sporty and versatile, as well as perfect for driving on a daily basis.

The new GTC4Lusso T is equipped with an evolution of the 3.9-litre V8 turbo which punches out a maximum of 610 cv at 7,500 rpm, guaranteeing powerful acceleration with maximum torque of 760 Nm available between 3,000 and 5,250 rpm. Despite such impressive performance, the GTC4Lusso T’s fuel consumption figures guarantee extended range, ideal for town driving or long trips.

Combining this powertrain with rear-wheel drive has resulted in significant weight-saving. Adding four-wheel steering to the mix gives the car additional agility and quicker responses. The rear-wheel steering system is integrated with the latest evolution of the electronic controls of the SCM-E suspension, ESP 9.0 and third generation Side Slip Control (SSC3).

Strength &Performance

The Sports Car of the Future

Pioneer and innovative by tradition, Automobili Lamborghini looks into the future with a visionary approach, bringing its own DNA’s values in the extreme. To plan its path through the electric super sports car, Lamborghini defines the requirements of the third millennium in terms of energy storage and innovative materials to secure the most emotional and ultimate driving experience.







Lamborghini Terzo Millennio develops through 4 pillars:
Energy, Innovation in Materials, Powertrain & Vehicle Architecture, Sound & Emotion.

Energy

The sports car of the future uses electricity instead of gasoline. Electric systems generate high efficiency and offer several interesting characteristics like the possibility to recover kinetic energy and to deliver huge peaks of power. In order to take the most from the opportunities offered by electrification, the accumulation system must be power-oriented and symmetrical, to allow high performances and the greatest energy recovery possible. To harvest this opportunity, today’s batteries are not enough and a big leap forward is needed: Lamborghini aim is to develop an innovative supercapacitor able to close the gap with conventional batteries in terms of energy density, preserving an outstanding power density.

Innovation in Materials

Lamborghini aims to reduce weight and to increase the availability of electric energy using structural electric energy storing composites as a rechargeable battery. The target is to improve the nanomaterial technology, diffusing nano-charges in CFK-based panels able to store electric energy and in the meantime to form the body and structures of the car. At the same time, the project aims to combine the technology to monitor continuously the whole carbon fiber structure, both visible and invisible, with the concept of health-monitoring: the goal is to provide for the Terzo Millennio the ability to conduct its own health-monitoring, to detect cracks and damages that might occur after accident, throughout its substructure, while limiting or reducing to zero the risks correlated to the presence and propagation of cracks in the carbon fiber structure.

Powertrain & Vehicle Architecture

One of the most interesting advantage of every electric powertrain is to feed with energy a system made of several electric machines, just through wires. Lamborghini aims to use this opportunity to generate torque directly into the wheels, letting the body of the vehicle free to be shaped by the needs of design and aerodynamics. The challenge to be faced here is to develop a technology suitable to increase the power density of the in–wheel electric motor to the level a 4WD super sports car deserves, keeping the weight of the unsuspended masses under control. The opportunities in terms of weight, aerodynamics and design are so huge that it worth investigating for feasibility of further development.

Sound & Emotion

The adoption of an electric power train requires to define a sound able to substitute the one of today’s V12. A deep investigation is needed with the purpose of assessing the opportunities given from the new powertrain, looking for every opportunity to generate the sound of the Terzo Millennio. The visionary design is the expression of a brand new aerodynamics and architecture. Every detail is designed to make the flow of the wind stream perfect. Automobili Lamborghini tries to approach the electrification process in an unconventional way, with a concept car which is radical in the energy management, in the body, in the architecture and in design, in line with Lamborghini culture.

Renault De zir now a reality......

Oni: Renault has lined up its premium SUV Captur for launch this festival season, hoping the new model to push up the French automaker’s India sales that have faltered this year with falling volume of the Kwid compact crossover.

Renault, which developed strong SUV credentials in India with the Duster, is expecting the Captur to bring in incremental volume of 20,000-25,000 units in 2018, people with knowledge of the company’s plans said.

Renault India managing director Sumit Sawhney declined to forecast any numbers for the Captur, but said the company would likely match last year’s sales of a little over 1 lakh units this year, and post strong double-digit growth in 2018.

“We are a young company in the midst of product portfolio development. We are in the process of setting up a runway for faster growth in the future. With a three-car portfolio (excluding the Captur) and the volumes we do with our network, it is a good showing,” he said.

Auto Expo 2018: Renault Dezir Exteriors

Built on the Duster platform, the Captur is engineered significantly at the company’s R&D centre in Chennai. The model is likely to be priced between Rs 11 lakh and Rs 15 lakh and will be positioned a little above the Duster, putting it in direct competition with the Hyundai Creta, Tata Hexa and Mahindra XUV 500. Monday, the company started taking bookings for the vehicle.

Renault India is likely to bring in one new model every year from now on its common module family platform. The next in line is the RBC — a compact seven seater cross over planned for 2018 — followed by an SUV in the following year.

Sawhney said having managed to create a mark for itself with the entry-car buyers with the Kwid, the future portfolio would target existing Renault owners to upgrade to the next level of vehicles.

Renault India had almost doubled volume to 1.35 lakh units and took a market share of 4.44% in fiscal 2017, with the Kwid proving to be a big success in the entry-level segment.

Auto Expo 2018 Renault Dezir Interiors

But the company’s sales fell 25% to 43,573 units between April and August, the first five months of this fiscal year, hit by declining volume of the small hatchback. As the model loses its novelty, sales of the Kwid have fallen more than 21% in this period.

But Sawhney said the volumes were as per the company’s estimates. For calendar 2017, he is confident of it crossing the 1-the-lakh-unit sales mark, which will be similar to its sales in 2016. He predicts sales to grow at a quick pace from next year.

“We have already had several product intervention — a litre engine option, an automatic variant and several limited editions. With new models coming in, the volumes will be on their way up," Sawhney said

MERCEDES AMG GTR ......

 

Particularly dynamic.

The front-mid-engine concept with transaxle, the twin-turbo V-8 engine rated at 430 kW/585 hp, the extensively modified suspension, the new aerodynamics and the intelligent lightweight construction all lay the foundations for an especially dynamic driving experience. Even from afar, the exclusive “AMG green hell magno” special paintwork leaves no doubt as to the sports car’s origin, having spent most of its development time in the “Green Hell” of the Nürburgring racetrack. Wider front and rear wings allow an increased track width for optimum grip and even higher cornering speeds.

Spearhead of AMG.

The new front fascia with active elements, the large rear aerofoil and the new rear fascia with double diffuser enhance aerodynamic efficiency and help ensure optimum grip. The new AMG Panamericana grille emphasises the unique standing of the AMG GT R. Its characteristic form with vertical fins celebrated its world première on the Mercedes‑AMG GT3 Customer Sports racing car and now for the first time features on an AMG production vehicle.

The third member of the AMG GT family is the new spearhead of the AMG model range. Featuring pioneering technologies, the AMG GT R was designed with racetrack use firmly in mind. Figures such as 3.6 seconds from zero to 100 km/h and a top speed of 318 km/h, combined with the outstanding driving dynamics, will undoubtedly translate into extremely fast laps on the racetrack.

Agile handling.

Sharpened racetrack performance comes courtesy of the intelligent lightweight construction incorporating aluminium and carbon, specific reinforcements in the body shell, the uprated twin-turbo V-8 engine with the specifically adapted seven-speed dual-clutch transmission, the innovative aerodynamics with active components, and the new suspension with active rear-wheel steering and uniball joints. The concept with front mid-engine and transmission in transaxle configuration on the rear axle, a tried-and-tested feature of the AMG GT and AMG GT S, makes for a beneficial rear-biased weight distribution. In conjunction with the vehicle’s low centre of gravity, this translates into extremely agile handling and permits high cornering speeds. With a power-to-weight ratio of 2.66 kilograms per hp, the Mercedes-AMG GT R takes up pole position in its segment.

Enhanced driving dynamics.

Aerodynamics engineers and designers worked together more intensively than ever during development of the new AMG GT R. All elements have an inherent technical benefit and contribute to the enhanced driving dynamics, while the aerodynamics experts have made the designers’ wishes a reality. A special engineering feat is the completely new active aerodynamics profile, which is concealed almost invisibly in the underbody in front of the engine. At a speed of 80 km/h in RACE mode, this carbon component automatically moves downward by about 40 millimetres and changes the airflow considerably. This process results in what is known as the Venturi effect, which additionally “sucks” the car onto the road and reduces front-axle lift by around 40 kilograms at 250 km/h.

The driver can feel this in the steering: the AMG GT R is even more precise to steer when cornering at high speed and exhibits even better directional stability. In addition, the drag coefficient is improved.

Maximum grip.

All of the aerodynamic measures combined increase the surface contact at top speed by 155 kilograms compared with the AMG GT. The new AMG GT R therefore offers maximum grip, perfect drivability and a powerfully proportioned design that integrates the aerodynamic functions harmoniously. And there’s more: despite its higher engine output, extra width, chunkier tyres, larger rear aerofoil, raised cooling-air demand and increased downforce, the AMG GT R has a lower drag coefficient (Cd) than the AMG GT.

Personal set-up.

The new AMG coil-over suspension was designed specifically for the AMG GT R. Like in professional motorsport, drivers can select their personal set-up and infinitely adjust the spring pre-load manually. This makes it possible to influence the dive and roll behaviour as well as the grip of the AMG GT R precisely. The coil-over suspension is combined with the AMG RIDE CONTROL continuously variable, adaptive damping system.

The system is electronically controlled and automatically adapts the damping on each wheel to the current handling situation, the speed and the road conditions. Furthermore, the driver can adjust the adaptive damping characteristics at the touch of a button in the AMG DRIVE UNIT or by using the AMG DYNAMIC SELECT transmission modes. Three modes are available: “Comfort”, “Sport” and “Sport Plus”.

Easier to control at the limit.

The new AMG GT R is even more sensitive to steering inputs thanks to standard-fit active rear-wheel steering, which is being used for the first time on a Mercedes-AMG model. The system offers an ideal combination of agility and stability ‑ handling characteristics that are normally in direct conflict. The active rear-wheel steering not only improves cornering, it also assists the driver in the event of sudden evasive manoeuvres and thus enhances active safety, This makes the AMG GT R easier to control at the limit.

The standard 3-stage ESP® with the settings “ESP ON”, “ESP SPORT Handling Mode” and “ESP OFF” works in perfect unison with the limited-slip differential and is optimally tuned to the outstanding driving dynamics of the AMG GT R.

Traction under control.

In ESP OFF mode, another innovation allows the driver to exert even more influence on the handling characteristics of the AMG GT R. The new AMG TRACTION CONTROL system also comes directly from motorsport. It allows drivers to pre‑select the slip on the driven rear axle in nine levels. Just like in the current AMG GT3, it isolates the grip on the driven wheels and does not affect the stabilisation provided by the ESP®. Corresponding characteristic maps are programmed into the vehicle electronics to this end. Control is via a special rotary switch located in the centre console below the ventilation outlets. Depending on the setting, the system permits more or less slip on the rear wheels ‑ very helpful in varying road conditions.

Intelligent sportsman.

Mercedes-AMG uses an intelligent material mix for the structure of the AMG GT R: various aluminium alloys for the chassis and body, steel for the boot lid and magnesium for the front deck. A host of further measures contributes to the weight reduction as part of the AMG lightweight-performance strategy. The use of carbon fibre, the lightweight and high-strength material from motorsport, helps to achieve the ambitious goals. Carbon fibre is the material of choice for, among other things, the front wings, the roof and the torque tube between engine and transmission. Overall the new AMG GT R is 15 kilograms lighter than the AMG GT S, despite incorporating far more technical features.

Top-of-the-range engine.

The AMG 4.0-litre twin-turbo engine in the AMG GT R has an output of 430 kW (585 hp), which is 55 kW (75 hp) more than the previous top-of-the-range engine in the GT S. The peak torque of 700 Nm is available between 1,900 and 5,500 rpm. The AMG 4.0-litre V-8 engine features the tried-and-tested twin turbochargers, which are not mounted on the outside of the cylinder banks but rather inside the V configuration – experts call it a “hot inside V”. This basic principle of the new AMG V-8 family has been further optimised for the AMG GT R. The seven-speed dual-clutch transmission configured in a transaxle layout at the rear axle has likewise been extensively revised by the AMG developers to make the transmission even more suitable for the racetrack. Drivers can tailor the AMG GT R to their personal preferences using the AMG DYNAMIC SELECT controller. Various modes are available: “C” (Comfort), “S” (Sport), “S+” (Sport Plus) and “I” (Individual). The “RACE” mode optimally adjusts the shift strategy of the dual clutch transmission to the needs of racetrack usage.

By pressing the separate “M” button in the centre console, the driver can activate the manual transmission mode in any transmission mode.