Forget about oversteer and understeer, that’s passé; the new trend setting driving style is upper…steer! This fella from 
PRESS RELEASE: Eight months before its launch, the Volkswagen Tiguan can already be experienced virtually
Interactively step by step from a concept car to a production vehicle
At www.volkswagen.de/tiguan (www.volkswagen.co.uk/tiguan etc.) potential customers can follow the development of the Tiguan in five layers from show car to production vehicle at the so-called Tiguan Base – a virtual building. Users can get to know the Tiguan world and move around it interactively. As the launch of the Touareg’s little brother approaches, more and more information about the real production vehicle will be revealed and the website content will become increasingly spectacular.
One special highlight will come in June, three months before the official world premiere of the Tiguan at the Frankfurt Motor Show, when the production model is revealed exclusively to Tiguan Base users. Then you will be able to go on a virtual test drive with your own configuration of the sports utility vehicle (SUV).
Layer one has already been added: In a 3D animation, you get a 360-degree view of the show car from the L.A. Motor Show and can take a close look at the vehicle details. One special feature in this phase is the interactive e-card: The show car can be placed against your own background allowing, for example, you to add it to a picture of your house.
An information service will keep you updated via e-mail and inform you about the most important content. Also, when you are out, you won’t lose touch with the Tiguan. You can download information on the car using your mobile phone via a WAP portal.
This extensive Tiguan website can be used in almost 50 countries in the local language. You can reach the Tiguan Base via your country’s Volkswagen website. Users in each participating country will be entered in a draw to win an exclusive trip to the world premiere of the Tiguan at the Frankfurt Motor Show. 65,000 people have already registered on the Tiguan Base.
From the very start, Volkswagen wanted to get potential customers involved with the Tiguan. Readers of AutoBild magazine were asked to think up a name and came up with the invented name that is formed from tiger and iguana. Over 350,000 readers from all over
Technorati : VW+Tiguan, auto+news, car+news, automobile, cars, automotive, vehicles, Carscoop, blogs, 2007, pictures, images
With the production version of Ford’s Iosis-X compact crossover Concept (2006 Paris Show) set to go on sale in mid-to-late 2008, it was only logical that we’d start seeing propositions for a similar sized vehicle from “sister” Mazda sitting right behind the new CX-7. Autoexpress is leading the way with a rendering that takes on styling cues from the recently unveiled Hakaze concept, albeit with a more practical 5door body. If Mazda goes ahead and decides to build a compact crossover, expect it to be based on the Iosis-X which in turn will use Ford’s C1 platform (Ford Focus, Mazda3, Volvo S40). Via: AutoexpressTechnorati: Mazda+CX-5, Video, auto+news, car+news, automobile, cars, automotive, vehicles, Carscoop, blogs, 2007, pictures, images
The new V8 Power Unit for the BMW M3. Description in Brief.
-First eight-cylinder for the BMW M3 sports car.
-Supreme performance ensured by 309 kW/420 hp from 4.0 litres.
-Maximum torque of 400 Newton-metres (295 lb-ft) at 3, 900 rpm,
85 per cent of maximum torque over a speed range of 6,500 rpm.
-Unique thrust and muscle ensured by consistent implementation of the M high-speed engine concept, maximum engine speed 8,300 rpm.
-Consistent lightweight construction of engine and ancillary units,
new V8 power unit one of the lightest eight-cylinders in the world,
lighter than the straight-six power unit in the former model.
-Variable camshaft control, low-pressure double-VANOS for an
optimum charge cycle, system offering full power and performance even with normal engine oil pressure.
-Eight individual throttle butterflies for spontaneous engine response.
-Consistent and reliable oil supply with longitudinal and lateral acceleration up to 1.4 g ensured by two oil pumps and wet sump oil lubrication optimised for supreme dynamic behaviour.
-Exhaust system optimising cylinder charge, optimised for weight
and function by means of internal high-pressure remoulding,
exhaust emissions fulfil EU4 and LEV 2 standards.
-Upgraded MSS60 engine control unit for optimum coordination of all engine functions with the various control systems in the car.
-Ion flow technology recognising and distinguishing engine knocking phenomena as well as misfiring and miscombustion by measurement of ion flow in the combustion chambers.
-Brake Energy Regeneration with intelligent alternator control.
More in Every Respect: The new V8 Power Unit for the BMW M3.
Its name alone spells out the epitome of ultimate driving pleasure: the BMW M3. And now the new version of BMW M GmbH’s most successful high-performance sports car bears out this claim once again, at the same time providing a thrilling answer to the question asked by so many sports car fans around the world whether a further improvement is still possible at all. And the answer is yes – for the new BMW M3 offers more in every respect.
This applies not only – but particularly – to the power unit: After 15 years and two model generations, the trendsetting six-cylinder has now found its successor. The new BMW M3 is entering the market with an eight-cylinder power unit – more cylinders, larger capacity, more power, higher engine speed. And it is fair to say from the start that this will also mean an even more thrilling experience on the road.
The benchmark the new power unit was required to exceed could hardly have been greater: BMW’s 3.2-litre straight-six has gained fame and admiration the world over, receiving a long list of awards and prizes. Acknowledged several times as the “Engine of the Year” and developing a supreme 252 kW/343 hp in its last version, this power unit made the BMW M3 not only the ultimate performer in the segment of high-performance sports cars, but also a genuine best seller.
The fact still remains, however, that everything has its time. And now the time has come for the six-cylinder to bow out and leave the stage. The time has come for the advent of the new V8 in the new BMW M3.
The specifications of this new high-performance power unit alone clearly confirm the enormous progress this engine has to offer. Engine displacement is 3,999 cc, maximum output is 309 kW/420
Ideal dimensions for performance at its best.
Displacing 500 cc per cylinder, the new V8 power unit meets the ideal concept of the most demanding engine designers right from the start through its engine dimensions alone. And the other design criteria – all the way from the engine’s dimensions and filling capacities through the number of components to the weight of the engine – likewise represent the very best achievable today.
Over and above these qualities, the new eight-cylinder offers all the typical M-tuned features of BMW’s regular production cars such as double-VANOS, individual throttle butterflies, and high-performance engine electronics. At the same time the number of cylinders, the M high-speed engine concept, and the low weight of the engine clearly prove that the responsible engineers, in creating this power unit, were inspired and guided by the eight-cylinder featured in the BMW Sauber F1. For the new engine has many features in common with the latest power unit highlighted by BMW in Formula 1, with various technological concepts and principles, production processes and materials carried over from the Formula 1 engine to the drivetrain of the new BMW M3.
In terms of specific output, the new V8 significantly exceeds the benchmark of 100 hp per litre acknowledged as a convincing sign of sporting power and performance. But even so, power is not everything. Rather, the dynamic driving experience provided by a car depends to a great extent on its acceleration and handling, resulting, not least, from the weight of the car and the actual thrust of the engine. The thrust or traction acting on the drive wheels, in turn, results from engine torque and the overall transmission ratio.
The M high-speed engine concept allows optimum transmission and final drive ratios further enhancing the impressive thrust and power of the engine. Indeed, BMW M’s engineers have found a new dimension in developing the engine of the new BMW M3, with the eight-cylinder achieving maximum engine speed of 8,300 rpm.
The second factor crucial to thrust and performance on the road, engine torque, amounts to a mighty 400 Newton-metres or 295 lb-ft at 3, 900 rpm on the new V8 power unit. And about 85 per cent of the engine’s maximum torque is available throughout the enormous engine speed range of 6,500 rpm, with 340 Newton-metres or 251 lb-ft available from just 2,000 rpm.
High engine speed, low weight.
Mass (which, ultimately, means weight) is bad for acceleration – it makes any physical body seeking to accelerate slower and more sluggish. Precisely this is why BMW’s new V8, weighing a mere 202 kg or 445 lb, is a genuine lightweight, saving some 15 kg or 33 lb versus the six-cylinder power unit in the previous model. In other words, the new engine easily sets off the
weight of two extra cylinders. And a further point is that the high-speed engine concept allows a light drivetrain and very short transmission ratios.
Even so, the limits to physics inevitably approach step-by-step with increasing engine power: At 8,300 rpm, each of the eight pistons is moving at a speed of 20 metres or almost 66 feet per second, obviously exposing all materials to enormous loads. Precisely this is why BMW M’s designers and engineers have focused on the minimisation of masses on the new eight-cylinder.
Engine block straight from BMW’s Formula 1 foundry.
The engine block of the new eight-cylinder comes straight from BMW’s light-alloy foundry in
High engine speeds, compression forces and temperatures cause extreme loads acting on the crankcase. Hence, the crankcase is compact in its dimensions and comes in torsionally resistant bedplate design ensuring very precise crankshaft bearing and running conditions. The relatively short, forged crankshaft is likewise very stiff in terms of its flexural and torsional qualities, but weighs only 20 kg or 44 lb.
Double-VANOS with low-pressure operation.
With its extremely short control times, variable double-VANOS camshaft management perfects the cylinder charge cycle, reducing charge losses and improving engine output torque and response, as well as fuel economy and emission management.
Developed especially for the new eight-cylinder, the M double-VANOS now featured on the new engine requires no more than normal engine oil pressure in order to operate at maximum speed. As a function of load and engine speed, this sophisticated unit consistently sets the optimum valve angle synchronised to the ignition timing and injection volume.
Consistent and reliable oil supply even under extremely dynamic driving conditions.
Two volume-flow controlled pendulum slide cell pumps supply the eight-cylinder efficiently with lubricant, consistently delivering exactly the right amount for the engine. Wet sump lubrication optimised for engine dynamics, in turn, ensures appropriate lubrication also in extreme braking manoeuvres.
The entire system features two oil sumps – a small one in front of the front axle subframe and a larger sump further back. A separate reflow pump, in turn, extracts oil from the front oil sump and pumps it to the sump at the rear.
Eight individual throttle butterflies with electronic control.
Individual throttle butterflies for each cylinder, a technology commonly used in motorsport, are the ideal solution to give the engine an immediate, direct response at all times. The new power unit in the BMW M3 therefore comes with eight individual throttle butterflies, four on each row of cylinders operated by separate actuators. This high-tech throttle butterfly management is
fully electronic and extremely fast, giving the engine a smooth and sensitive response at low engine speeds and an immediate reaction to the driver’s commands whenever he wishes to use the full power of the engine.
Flow-optimised air intake.
To ensure an immediate response and superior dynamics of the engine at all times, the throttle butterflies in the intake manifolds are positioned very close to the intake valves. The specific length and diameter of the intake funnels also benefit the oscillating pipe charge principle. To minimise weight, finally, both the intake funnels and air collector are made of a light composite material with a 30 per cent share of glass-fibre.
Innovative exhaust system.
Through its design and configuration, the exhaust system for the new V8 power unit optimises the cylinder charge cycle, ensuring an optimum surge of power and torque at all times. And again, this component has been designed and built from the start for consistent lightweight qualities.
The exhaust manifolds are made in an internal high-pressure remoulding process, the desired contours of the stainless-steel pipes being shaped from inside under pressure of up to 800 bar. The result is extremely thin walls measuring just 0.65–1.00 millimetres (0.0256–0.0394´´ ) in thickness, optimising flow conditions with minimum resistance, light weight, and optimum response of the catalytic converters.
Exhaust emissions are cleaned by no less than four catalysts and the engine naturally complies both with the European EU4 standard and the US LEV 2 requirements.
Even better performance than before: the engine control unit.
The engine control unit featured on the V8 has also been upgraded to an even higher standard than before, ensuring optimum coordination of all engine functions. Taking more than 50 input signals, for example, the control unit determines the optimum ignition timing individually for each cylinder and operating stroke, the ideal flow conditions, exactly the right amount of fuel injection, and the optimum injection timing. At the same time the system calculates and sets exactly the right camshaft angles (angle spread), as well as the respective position of the eight individual throttle butterflies.
And last but not least, the control unit enhances and masterminds specific BMW M functions such as the clutch, transmission, steering, and brakes. Yet a further function of the engine control unit is to perform a wide range of on-board diagnostic functions with various diagnostic routines for servicing at the workshop as well as other functions and the efficient management of peripheral units and systems.
An outstanding highlight in engine management: ion flow technology.
A particular highlight in engine management is ion flow technology detecting any knocking in the engine as well as the risk of misfiring or miscombustion. Contrary to conventional processes and technologies, this function is now performed directly where it counts, that is right there in the combustion chamber itself. To provide this highly efficient control, each cylinder is monitored and controlled via the spark plug to determine any knocking tendency. At the same time the system checks the ignition for smooth and correct operation, and recognises any misfiring.
The spark plug therefore serves as an actuator for the ignition and as a sensor observing the combustion process, distinguishing in this way between miscombustion and misfiring. And through this double function performed by the spark plug, diagnostic requirements in maintaining and servicing the engine are also facilitated.
Greater efficiency and dynamics provided by Brake Energy Regeneration.
To further enhance the efficiency of the new V8 power unit, Brake Energy Regeneration ensures intelligent engine current management concentrating the generation of electric power for the on-board network on the overrun phases and the application of the brakes. This serves to charge the car’s battery without tapping on engine power and, accordingly on the energy contained in the fuel burnt. As long as the engine is running under power, on the other hand, accelerating and pulling the car, the alternator generally remains disconnected.
Apart from particularly efficient generation of electric current, this also helps to provide more drive power when accelerating, making the car even more dynamic and agile on the road.
Technorati: BMW+M3, Video, auto+news, car+news, automobile, cars, automotive, vehicles, Carscoop, blogs, 2007, pictures, images
GENETICALLY MODIFY YOUR CORSA WITH VXR STYLING KIT
Vauxhall’s highly acclaimed new Corsa hatchback looks great from any angle, but now thousands of customers who rushed out to buy one soon after launch can add extra flair and excitement inspired by the manufacturer’s VXR racing team.
The aftersales experts at Vauxhall have come up with a VXR styling kit that provides more than a flavour of the factory model, but will not break the bank. It’s available from Vauxhall retailers throughout the country now.
Made to fit both three and five door versions of the latest generation Corsa, the kit consists of a front lower spoiler, rear roof spoiler, side sills and rear lower skirt to recreate the dramatic styling cues of Vauxhall’s race-inspired range of high performance cars.
The full VXR styling kit can be supplied and fitted to match body colour for £1249 (1.840 EUR -2.457 USD. If your funds will not run to that, the rear roof spoiler can be supplied and fitted on its own for £269.
No car customising is complete without a set of stylish alloy wheels. A whole new range of Irmscher alloys specially designed for the new Corsa are available from Vauxhall retailers, with prices starting at £391 for a set of four 14 inch wheels.
Technorati: Opel+Corsa+OPC, Vauxhall+Corsa+VRX, auto+news, car+news, automobile, cars, automotive, vehicles, Carscoop, blogs, 2007, pictures, images
As we’ve previously noted, our info tells us that the next-gen S40 & S60 models will be replaced by one mid-size model. According to Auto Motor & Sport Sweden info, this is how it will look like as their journalists managed to get a glimpse of Volvo’s design sketches during this year’s Geneva Show. Just like the previous renderings we showed you, AMS’s scoops also take on several design cues from the XC60 SUV concept that debuted earlier this year in
-Continued: Click “Read More…” below to see one more pic
Technorati: Volvo+S40, Volvo+S60, auto+news, car+news, automobile, cars, automotive, vehicles, Carscoop, blogs, 2007, pictures, images
Just returned from a very interesting trip to BMW’s headquarters in sub-zero (Celsius) Instead, BMW will focus on optimizing its cars all-round in every respect -while it continues to work on Hydrogen though. BMW will accomplish this by equipping its car with technologically advanced petrol & diesel engines, by making them lighter (e.g BMW M3’s 420Hp 4.0 V8 engine is 12kg / 26,5lbs lighter than the current 343Hp 3.2 R6) and more aerodynamic and most importantly, by improving energy management and hybridisation with the use of various components and concepts ranging from the Auto Start Stop Function via Brake Energy Regeneration all the way to the integration of an additional electric motor in an active transmission.
But unlike Toyota/Lexus Hybrid-powertrain tech which is only available to certain models, “EfficientDynamics” will make its appearance on every single BMW starting off with the facelifted 1-Series & 5-Series (3-Series and MINI models following later on this year). Thus meaning that systems like “Start & Stop” and “Brake Energy Regeneration” will be standard from the basic 116i & MINI ONE up to the next-gen M3 and the 760iL.
As BMW exec’s pointed out to me, apart from the energy management and hybridisation systems, this isn’t a first for BMW. For example, the much larger, safer, faster and luxurious 2007 320i consumes almost one-quarter less fuel than its predecessor did in 1982 while the 2007 525i asks for 30% less fuel than its 80’s ancestor. Therefore, what’s the fuss all about? While all these facts are true and albeit BMW is going to focus much more on technologies that’ll significantly reduce consumption and CO2, thing is that they had to find a way to market it, to make people say I want a BMW not only cause it’s sporty, sexy etc but also because its eco-friendly. EfficientDynamics is that way. -Continued: Click “Read More…” below
EfficientDynamics comprises the following areas of technology:
Further optimisation of the powertrain.
Introducing new fuel injection and combustion processes, we will further increase the degree of efficiency in the conversion of primary energy in the combustion engine. And I also see a significant potential in the area of transmission systems.
Energy management and hybridisation.
We see many possibilities to make intelligent use of the flow of energy within the car. The various components and concepts we use for this purpose range from the Auto Start Stop Function via Brake Energy Regeneration all the way to the integration of an additional electric motor in an active transmission.
Lightweight construction of cars.
Every kilo of weight in a car has a direct influence on fuel consumption. Using high-tech materials all the way from the engine to the body of the car, we are able time and again to break through the weight spiral.
Improved aerodynamics.
Less air resistance means lower consumption of energy. Apart from an aerodynam-ically perfect body, the BMW Group, with some models, is also introducing active air flap control in order to optimise the flow of air.
PRESS RELEASE: Innovation Day 2007. BMW EfficientDynamics.
Like the changeover to a new model, the presentation of a new generation of engines by BMW always creates particular expectations. Clearly, newly developed drive units are intended to offer significant improvements in as many areas as possible.
BMW now once again defines this progress in very clear and specific terms, presenting EfficientDynamics as the overriding philosophy behind precisely those qualities which enhance sheer driving pleasure while at the same time reducing fuel consumption and thus also optimizing the car’s emissions. Hence, every new power unit is lighter, more powerful and at the same time more fuel-efficient than its respective predecessor.
BMW’s leadership in technology and engine construction acknowledged the world over is based, not least, on the ability to consistently overcome the conflict of interests between growing dynamics, on the one hand, and optimised economy, on the other, in all vehicle and drive segments. This is clearly proven by the newly developed power units BMW is launching at the 2007 Innovation Day – clear and impressive proof of EfficientDynamics. Offering precisely these benefits, BMW’s new four-cylinder power units ensure a new dimension of all-round economy – and at the same time enable the motorist to enjoy the sheer driving pleasure so typical of a BMW in every respect.
Harmony of sheer driving pleasure and all-round economy.
The No 1 prerequisite for the harmony of driving pleasure and economy offered by BMW’s various engine concepts is the unique innovative power of BMW’s engine development specialists. And so the wide range of innovations giving the new generation of four-cylinder diesel engines their outstanding efficiency extends from the ultra-light aluminium crankcase through the latest version of common rail fuel injection all the way to Variable Twin Turbo technology featured for the first time in this drive segment. Despite an increase in output by 15 and, respectively, 10 kW (20 and, respectively, 14 hp), the new BMW 118d and the new BMW 120d offer an improvement in fuel economy over their respective predecessors by up to 16 per cent: In the EU test cycle the BMW 120d consumes just 4.9,the BMW 118d an even more impressive 4.7 litres/100 km, equal to57.6 and, respectively, 60.1 mpg Imp.
This progress is also of significance in view of the CO2 agreement made by ACEA, the European Association of Automobile Manufacturers, with the EU Commission, stating that the average CO2 emissions of passenger cars are to be reduced on a European fleet average to 140 grams/kilometre by the year 2008. Hence, BMW’s newly developed four-cylinder diesel engines are a further step taken successfully by BMW in reaching this objective, with CO2 emissions on the new BMW 120d dropping to 129, on the new BMW 118d to just 123 grams/kilometre.
The first and foremost reason for the exceptional efficiency offered by the new four-cylinder petrol engines is High Precision Injection already introduced by BMW on the Company’s straight-six power units. For the first time, this second-generation direct gasoline injection offers significant reduction of fuel consumption also under practical driving conditions. And now, on BMW’s four-cylinder power units, High Precision Injection is featured exclusively in the particularly fuel-efficient lean burn mode. At the same time the new four-cylinders offer a significant increase in driving dynamics and motoring pleasure provided by the increase in power over the previous engines.
The 125 kW/170 hp 2.0-litre four-cylinder with High Precision Injection has already made a truly impressive debut in every respect in the new BMW 320i Convertible. And now this outstanding engine with its dynamic power and performance combined with supreme economy is likewise hitting the headlines in the new BMW 120i, offering a reduction in fuel consumption versus the previous model by approximately 14 per cent to 6.4 litres/100 kilometres or 44.1 mpg Imp.
This engine with its cutting-edge technology shares many common features and similarities with the current racing engine developed by the BMW Sauber F1 Team not only in terms of the number of cylinders and the engine’s basic technology, but also in terms of production methods and the choice of materials used. The engine block as such comes from BMW’s light-alloy foundry in
EfficientDynamics: a powerful strategy with a great tradition.
The quest for EfficientDynamics has a long tradition in the development of BMW power units. And this philosophy is combined with numerous innovations giving BMW’s engine range truly unique appeal and popularity. Introducing fully variable VALVETRONIC valve control in 2001, BMW presented an impressive technology offering a significant reduction of fuel consumption under everyday driving conditions even back then.
Also referred to as “throttle-free load management”, VALVETRONIC is now featured throughout BMW’s entire range of engines and has in the meantime proven its benefits in more than a million cars the world over. BMW then took another significant step in 2004 with the introduction of the composite magnesium/aluminium crankcase on the straight-six power unit. From the start, this new engine combined 12 per cent more power with a reduction in fuel consumption by approximately 10 per cent. And the weightsaving is equally impressive, the composite magnesium/aluminium crankcase weighing only 57 per cent of a conventional grey-cast iron cylinder block and also about 24 per cent lighter than a comparable aluminium crankcase.
Offering their unique combination of economy and powerful muscle from the ground up, BMW’s diesel engines have been increasing their share in the market consistently for several years. So progress in this area also follows the EfficientDynamics development strategy in every respect. BMW’s range of engines thus comprises the world’s most sporting and dynamic six-cylinder diesel using Variable Twin Turbo technology to develop maximum output of 210 kW/286 hp and peak torque of 580 Newton-metres or 427 lb-ft from 3.0 litres engine capacity. Fuel consumption remains very low despite these impressive figures, this sports diesel making do in the new BMW 535d with just 6.8 litres/100 kilometres in the EU test cycle, equal to 41.5 mpg Imp.
Innovations to the last detail for enhanced efficiency all round.
Over and above the ongoing development of BMW power units as such, a number of innovations in the ancillary units surrounding the engines also serve to reduce both fuel consumption and exhaust emissions. As an example, most BMWs already feature a volume-flow controlled oil pump and an on-demand electrical coolant pump serving to reduce the amount of energy consumed by the ancillary units. And now, depending on the model, BMW engines also offer the opportunity to disconnect the air conditioning compressor, to improve fuel economy by the Auto Start Stop function and to tell the driver precisely when to shift gears for superior economy. Other new features with similar benefits are the new electrical power steering, the pressure-controlled electrical fuel pump, as well as aerodynamically optimised cooling and brake air flap systems.
Brake Energy Regeneration is yet another cutting-edge technology now available on all models and in conjunction with all engine variants: Featuring intelligent alternator control, this new technology concentrates the conversion of fuel into electrical energy on engine overrun and application of the brakes, thus masterminding the generation and use of electrical energy with a high standard of efficiency and at the same time enhancing driving dynamics and performance while the car is under power. Brake Energy Regeneration is indeed an important step towards intelligent energy management in the car, at the same time providing the foundation for further steps in the hybridisation of drive systems.
Hybrid concepts: moving forward to production standard.
The effect of Brake Energy Regeneration is described by engineers as “passive boosting” or, perhaps even more appropriately, “micro-hybridisation”. The medium-term objective in developing power units with EfficientDynamics is however to achieve even more effective interaction in the use of primary and electrical energy.
Precisely this kind of hybrid concept is currently being jointly developed by the General Motors Corporation, DaimlerChrysler, and the BMW Group. This is indeed a fully integrated combination of electric motors and a transmission with fixed transmission ratios, this two-mode concept, as it is called, serving to provide the most fuel-efficient driving mode under all kinds of load conditions. Such a hybrid car might therefore run either on its two electric motors alone, on the combustion engine alone, or with all power units for superior performance. And the hybrid transmission being jointly developed by the partners in this project might also be used on existing combustion engines.
A long-term option already available today: hydrogen drive.
Introducing the BMW Hydrogen 7, BMW already provides a clear outlook at the long-term future of individual mobility in 2006: The world’s first luxury saloon for everyday use running on hydrogen paves the way into a new dimension of emission-free mobility independent of fossil fuels. The dual-mode combustion engine featured in the BMW Hydrogen 7 therefore runs on both hydrogen and conventional gasoline fuel in the same cylinders, the V12 power unit developing maximum output of 191 kW/260 hp.
Pursuing a consistent CleanEnergy strategy, BMW is focusing clearly on the use of liquid hydrogen as a source of energy. The introduction of BMW Hydrogen 7 therefore also provides the necessary momentum for developing and enlarging the hydrogen supply infrastructure in our modern world.
The long-term objective in this development process is to consistently use hydrogen gained in a regenerating process as the ideal source of energy for the automobile. So with its trendsetting drive concept, BMW Hydrogen 7will become the pacemaker for sustained mobility fully compatible with the environment.
Technorati: BMW, EfficientDynamics, auto+news, car+news, automobile, cars, automotive, vehicles, Carscoop, blogs, 2007, pictures, images
Preview: the new Fiat 500
On July 4, 1957, in
Developed by the Fiat Style Centre and manufactured in the plant in
The model confirms Fiat Automobiles SpA’s undisputed leadership in this category - a result of its extraordinary heritage of technical, design and human experience accumulated in over a century - and it takes a quality leap forward in terms of comfort and safety, technology and equipment for this segment. The new 500 is the most up-to-date solution for the motorist who ‘enjoys’ his car in complete freedom, appreciates it for day-to-day use, but also wishes to drive a car that is entertaining and practical, environmentally-friendly and accessible, but also appealing and full of fun.
The Fiat 500, an icon of our time
Some cars go down in history for their technological or stylistic innovations. Others deserve to be remembered for the role they have played in the daily life of an entire generation or an entire country. Few succeed in combining the two: technology and sentiment. They leave an indelible mark, becoming a sort of icon of their age. The Nuova 500 is one of these. In a career lasting 18 years, from 1957 to 1975, exactly 3,893,294 were built, and it helped Italians and numerous other Europeans to satisfy the need for individual mobility that began to gain momentum from the early 1950s.
The Nuova 500, even more than the 600 (1955), also brought the end of the post-war emergency period for motorisation and the automotive industry in
The Nuova 500 also concluded the rebirth of Fiat and of its product range, after the devastation of the Second World War. Dante Giacosa, the ‘father’ of the Nuova 500, but also of the previous 500 Topolino and of numerous other models, said in his book ‘Progetti alla Fiat prima del computer’ (Design at Fiat before the computer), that when the 500 was launched on July 4, 1957, Fiat ‘realised its programme of renewing its models, to replace those born before the Second World War’. At two-year intervals, the 1400, 1900, 1100 – 103, 600, Nuova 500 and their derivatives were launched on the international market.
In just 10 years, Fiat had conceived and begun manufacture of four completely new basic models that had their roots in the technological culture that had grown up in its own offices and laboratories. No Italian or foreign model influenced the development of these projects. It may seem overly emphatic to underline this fact today, but it was utterly comprehensible at the time, in the late 1940s and 1950s, when Lancia and Alfa Romeo both operated autonomously in Italy and were therefore Fiat’s competitors, whereas abroad, in Germany, and above all in the United States, the domestic industry still seemed to be one step ahead in many ways.
Dante Giacosa also wrote about the launch of the Nuova 500 and said that the ‘Press Office, run by Gino Pestelli assisted by the hyperactive Mariuccia Rubiolo, wanted me to collaborate on the advertising launch’. Once the name ‘Nuova 500 had been chosen to recall the famous Topolino’, the message soon followed, with a slogan that claimed: ‘twenty years after the original 500 (the Topolino was launched in 1936), on a similar wave of success, here comes the Nuova 500, completely new, modern, less expensive, more economical, a worthy successor to the world’s first runabout, built by Fiat’.
Giacosa also revealed that the term ‘Big little car’ was also coined at Mirafiori, but the pragmatic engineer commented that ‘people just called it the 500’. Fifty years after that Summer of 1957, in an age when television is even available on mobile phones, with shots and reports from all over the universe, it is entertaining to read that ‘the launch was held in great style. National television installed itself in the Mirafiori workshop on a boiling hot evening in July, and even I was invited for a live interview on the assembly line.’
18 years after that ‘boiling hot evening in July’, during which time almost 3.9 million cars were built, another very hot day dawned, August 4, 1975, the day on which the ‘last’ car, at least of the 1957-75 Nuova Fiat 500 series, was built, not at Mirafiori but at the SicilFiat plant in Termini Imerese (Palermo).
Technorati: Fiat+500, Video, auto+news, car+news, automobile, cars, automotive, vehicles, Carscoop, blogs, 2007, pictures, images
