AUDI R8 V12 TDI concept: The Genes of the Winner

Audi is presenting a revolution in the top class at the Detroit Auto Show 2008 – the first 12-cylinder diesel engine in a high-performance roadgoing sports car. The V12 TDI with a displacement of six liters powers a concept car based on the Audi R8. This unit generates a huge 500 hp and 1,000 Newton¬meters of torque.

Exterior: Powerful and elegant

The R8 V12 TDI concept with matt “Grace Silver” bodywork looks even wider and more resolute than the core model. It shows its potential through its muscular proportions, accentuated wheel arches and even larger air apertures.

Focused on aerodynamics

The aerodynamics experts at Audi have done their work so thoroughly on the study car that, as an added benefit of its elegant shape, the body actually generates downforce – unlike many other sports cars. This aids directional stability at high speeds. It is achieved partly by means of an extending rear spoiler that is much larger than on the production version, and also thanks to the fully clad diffuser underbody. Two large-format diffuser apertures in the rear bumper demonstrate just how much aerodynamics dictate the shape of the study vehicle.

Large glass roof

One new aspect is the glass roof of the passenger compartment with two large transparent sections. These, together with the glazed engine compartment behind, create a radically new formal element. The unmistakable NACA duct in the middle of the roof is a functional detail that is normally reserved for racing cars. Its ingenious shape accelerates the air drawn in here for the two cylinder banks of the V12 TDI engine.

A “showroom” for the engine

The V12 TDI is displayed as the beating heart of this sports car, like a work of art inside a large showcase. Its look, underscored by the air deflectors located beneath the restyled rear glass lid, differs clearly from its production counterpart. The engine can even be seen after dark, when white light-emitting diodes illuminate the engine compartment – as on the production R8 version.

Innovative LED technology

The LED taillights of the Audi R8 V12 TDI concept have a three-dimensional look that can’t be missed. But the absolute highlight is the all-LED headlights of the study vehicle. With their lenses and reflectors, not only do these innovative light sources have a ground-breaking appearance, they also have an enormous functional advantage: LED light, with its color temperature of 6,000 Kelvin, resembles daylight much more closely than xenon or even halogen light.

Interior: Ergonomic and elegant

The interior’s design is as sporty and exclusive as the exterior: the characteristic element here is the monoposto – an expansive arc running around the steering wheel and instruments, connecting the driver to the car. The interior consequently picks up on the dynamism of the R8 V12 TDI concept and gives it tactile expression in a form that is accessible the moment you climb in.

The focal point of the car’s controls

The three-spoke sport steering wheel of course remains the focal point of the car’s controls. With a diameter of 365 mm, it is both sportily compact and ergonomic in shape. The steering wheel rim has a flat lower edge. The start/stop button for the engine and the Drive Select switch with the Dynamic/ Sport/Race settings are arranged on the steering wheel. The latter controls the engine and transmission electronics as well as the magnetic ride dampeners in each of three different modes.

Top sports in Race Mode

In Race mode, the instrument lighting changes from white to red. The navigation system shows a combined display with lap timer and navigation information for the racetrack being driven. Or supplementary information such as centrifugal force and boost pressure can be called up.

Exceptional everyday practicality

The R8’s exceptional everyday practicality for a sports car is maintained in the study vehicle’s spaciousness, even though the longer engine takes up more room. The two occupants have the generous wheelbase of 2.65 meters (8.69 ft.) to thank for the interior comfort. This means the driver and passenger will always be able to find their perfect seated position, whatever their build.

A decidedly sporty feel

Compared with the production version, the R8 V12 TDI concept’s interior has much larger aluminum applications, especially around the center console. The many carbon fiber elements give the interior a decidedly sporty feel.

Drive Train: Superb performance

The roadgoing version of the new V12 TDI is built at the Györ plant, in Hungary. And the R8 V12 TDI still has a massive 500 hp on tap. The 83.0 mm bore and 91.4 mm stroke produce a total displacement of 5,934 cc. At only 684 mm long, this large diesel engine is very compact and just 166 mm longer than the V8 TDI. This compact length is key to accommodating the V12 in the mid-engined Audi R8.

Innovative injection technology

The two new dual-piston high-pressure pumps build up a pressure of up to 2,000 bar in the rails. The high pressure distributes the mixture optimally throughout the combustion chamber. The result is that the ignition process is faster, more homogeneous and more acoustically refined. The more efficient combustion process also increases power output, cuts consumption and reduces pollutant emissions.

Two turbochargers

The two turbochargers are located on the outside of the engine’s V and generate up to 2.6 bar of boost pressure. They play a crucial role in producing the huge torque of 1,000 Nm that the V12 TDI maintains from 1,750 rpm to 3,000 rpm. In developing 368 kW (500 hp), the diesel achieves a specific output of 62.0 kW (84.3 hp) per liter displacement.

Clean top athlete

The Audi R8 V12 TDI concept already fulfills the Euro 6 emissions standard. The heart of the system is a special catalytic converter downstream of the oxidizing catalyst and the particulate filter. The second component in the system is an additional tank containing an aqueous urea solution. Small quantities of the solution, known as “AdBlue,” are injected into the exhaust system. The hot exhaust gases break the solution down to form ammonia that splits the nitric oxides into nitrogen and water.

Source: www.audi.com

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Audi R8 TDI Le Mans Concept

Audi is presenting a revolution in the top class at the Geneva Auto Show 2008 – the first 12-cylinder diesel engine in a high-performance roadgoing sports car. The V12 TDI with a displacement of six liters powers a concept car based on the Audi R8. This unit generates a huge 500 hp and 1,000 Newtonmeters of torque.

Powerful and elegant
The R8 TDI Le Mans bodywork is painted in “brillant red” and looks even wider and more resolute than the core model. It shows its potential through its muscular proportions, accentuated wheel arches and even larger air apertures. The rhombus-pattern cover on the air inlets and outlets is the hallmark of Audi’s sporty top models and a familiar feature of the current RS generation.

Large glass roof
One new aspect is the glass roof of the passenger compartment with two large transparent sections. These, together with the glazed engine compartment behind, create a radically new formal element. The unmistakable NACA duct in the middle of the roof is a functional detail that is normally reserved for racing cars. Its ingenious shape accelerates the air drawn in here for the two cylinder banks of the V12 TDI engine.
Innovative LED technology

The LED taillights of the Audi R8 TDI Le Mans have a three-dimensional look that can’t be missed. But the absolute highlight is the all-LED headlights of the study vehicle. With their lenses and reflectors, not only do these innovative light sources have a ground-breaking appearance, they also have an enormous functional advantage: LED light, with its color temperature of 6,000 Kelvin, resembles daylight much more closely than xenon or even halogen light.

Ergonomic and elegant
The interior’s design is as sporty and exclusive as the exterior: the characteristic element here is the monoposto – an expansive arc running around the steering wheel and instruments, connecting the driver to the car. The interior consequently picks up on the dynamism of the R8 TDI Le Mans and gives it tactile expression in a form that is accessible the moment you climb in.

Efficient Performance
The roadgoing version of the new V12 TDI is built at the Györ plant, in Hungary. And the Audi R8 TDI Le Mans still has a massive 500 hp on tap. The 83.0 mm bore and 91.4 mm stroke produce a total displacement of 5,934 cc. At only 684 mm long, this large diesel engine is very compact and just 166 mm longer than the V8 TDI. This compact length is key to accommodating the V12 in the mid-engined Audi R8.

Innovative injection technology
The two new dual-piston high-pressure pumps build up a pressure of up to 2,000 bar in the rails. The high pressure distributes the mixture optimally throughout the combustion chamber. The result is that the ignition process is faster, more homogeneous and more acoustically refined. The more efficient combustion process also increases power output, cuts consumption and reduces pollutant emissions.

Two turbochargers
The two turbochargers are located on the outside of the engine’s V and generate up to 2.6 bar of boost pressure. They play a crucial role in producing the huge torque of 1,000 Nm that the V12 TDI maintains from 1,750 rpm to 3,000 rpm. In developing 368 kW (500 hp), the diesel achieves a specific output of 62.0 kW (84.3 hp) per liter displacement.
Clean top athlete

The Audi R8 TDI Le Mans already fulfills the Euro 6 emissions standard. The heart of the system is a special catalytic converter downstream of the oxidizing catalyst and the particulate filter. The second component in the system is an additional tank containing an aqueous urea solution. Small quantities of the solution, known as “AdBlue,” are injected into the exhaust system. The hot exhaust gases break the solution down to form ammonia that splits the nitric oxides into nitrogen and water.

Source: www.audi.com

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Audi R8 V10 - Born of Powerful Ideas

Audi is ablution the next alternative of its top-of-the-line model. With the R8, the cast has accustomed itself at the beginning of high-end sports cars from the actual alpha – and now come the R8 V10. Its 5.2-liter, ten-cylinder engine churns out 386 kW (525 hp) and 530 Nm (390.91 lb-ft) of torque, which makes for amazing performance. With above Audi technologies such as Quattro all-wheel drive, the failing aluminum body, the avant-garde all-LED headlights, and its arresting design, the R8 V10 takes pole position adjoin the competition.

The R8 V10 is the aftereffect of accumulative ability from Audi’s cord of Le Mans victories. Its by itself aspirated engine combines antagonism technology such as dry sump lubrication with FSI gasoline absolute injection. The ten-cylinder architecture is the absolute amalgam for absorbing top performance, boss affairs power, and low weight. Starting in 2009, this engine will as well prove its abeyant on the world’s racetracks – in the new R8 antagonism car Audi is developing for chump teams in acclimation with the GT3 rules.

The V10 engine in the assembly sports car will be about identical in architecture to the one in the antagonism version. Its displacement is 5,204 cc, at 6,500 rpm it delivers 530 Nm (390.91 lb-ft) of torque, at 8,000 rpm its ability acme out at 386 kW (525 hp).

The specific ability achievement is 100.9 hp per liter of displacement – and anniversary hp has to actuate alone 3.09 kilograms (6.91 lb) of weight, because the Audi R8 V10 in the adaptation with the six-speed chiral gearshift weighs alone 1,620 kilograms (3571 lb). The engine accounts for 258 of these kilograms (569 lb) – that’s alone 31 kilos (68 lb) added than the V8. The Audi R8 5.2 FSI Quattro rockets from ought to 100 km/h (62.14 mph) in 3.9 seconds. In the adaptation with the sequentially alive R tronic it alcove 200 km/h (124.27 mph) in addition 8.1 seconds. Even again its active ability hardly lessens: it’s acceptable to ability a top dispatch of 316 km/h (196.35 mph). The immense force, the carelessness and the advance of the acceleration, additional the complete of the engine – all these impressions adhere into a amazing sports car experience. The V10 plays a concert with glottal bass tones and able top notes, which grows into a affected fortissimo as the engine revs up. This aureate dispatch doesn’t ability its absolute until 8,700 rpm.

The 5.2-liter power plant uses absolute bang according to the FSI assumption developed by Audi. An accepted abuse arrangement injects the ammunition into the agitation accommodation with up to 120 bar of pressure. Absolute bang reduces the susceptibility to animadversion and provides a assertive bulk of cooling through the dehydration of the fuel, which in about-face supports a top compression arrangement of 12.5:1. This in about-face contributes to above achievement and improves ammunition economy. The R8 V10 with R tronic gets by on an boilerplate of 13.7 liters per 100 km (17.17 US mpg).

The abstruse refinements of the long-stroke ten-cylinder engine cover dry sump lubrication, which allows the engine to be army low aural the chassis. The advanced butt bend of 90 degrees as well makes for a low centermost of gravity. The crankcase is a high-strength aluminum-alloy casting produced in a circuitous process. The abutting rods are fabricated of artificial steel, the pistons of aluminum. The four camshafts are chain-driven and anniversary is adjustable through 42 degrees. This provides abundant breadth in authoritative the valve timing. In aggregate with the straight, flow-optimized ducts of the assimilation manifold, this improves the allegation throughout the absolute acceleration range.

The R8 5.2 FSI Quattro has a six-speed transmission. A absolute and smooth-shifting chiral comes as accepted equipment. The consecutive R tronic is accessible as an option. The high-tech gearshift conveys an accurate antagonism feel – with the rocker switches at the council caster and the abbreviate alive times of usually beneath than one-tenth of a second. If the disciplinarian actuates the Launch Control affairs by acute a button, the R8 V10 takes off in a angry quick-start with electronically controlled annoy blooper – both with the R tronic and with the chiral transmission.

A accidental agency to the advanced advance in absorption and active assurance of the Audi R8 V10 over the antagonism is Quattro all-wheel drive – it’s the above technology abnormally for a high-performance sports car. Four-powered auto get added anchor than two. They accredit the disciplinarian to footfall on the gas eventually if advancing out of a curve. It’s not alone the absorption that benefits, but as well the axle dynamics and the stability.

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Cadillac’s 2010 CTS Coupe Concept Celebrates Design Renaissance

Having earned critical acclaim, industry awards and brisk sales, Cadillac CTS has moved into the vanguard of contemporary design. In doing so, Cadillac designers faced the question of what to do next. Their answer celebrates that design legacy with the exhilarating Cadillac CTS Coupe Concept, which premiered at the North American International Auto Show.

The CTS Coupe Concept takes Cadillac’s acclaimed Art and Science design language and adds more of both. More expressive, more technical and very personal, the CTS Coupe Concept extends the dramatic design of its sedan predecessor with all-new sculpted bodywork aft of the front fenders.

“The CTS Coupe Concept is pure design,” said Ed Welburn, vice president of global design. “We did not create it because market research demanded it, nor is its shape trimmed to suit the input collected at a consumer clinic – it is emotion on four wheels and the very essence of what defines Cadillac today.”

The CTS Coupe Concept has a classic 2+2 interior layout, highlighted by black leather and Alcantara microfiber trim that is complemented by yellow ochre-colored seat inserts and leather stitching. It is designed to accommodate a range of engines for the global luxury market, including Cadillac’s popular 3.6L Direct Injection V-6, as well as a new 2.9L turbo diesel currently in development.

“This Coupe Concept is a natural extension of our design language, and of the CTS itself,” said Jim Taylor, Cadillac general manager. “Very simply, the dramatic design of the sedan begged the question of what it would look like in the unbridled form of a Coupe.”

Generated from the spark of the CTS design team’s imagination, the CTS Coupe Concept casts a profile unlike anything else on the road. Its fast-rake styling – it has the same wheelbase as the CTS, but an overall height that is approximately four inches (101 mm) shorter – blends with hand-sculpted bodywork that bulges around the wheels, giving the vehicle a ready-to-pounce stance that is dramatic, powerful and sleek.

“Just about every decade, Cadillac designs a landmark car that becomes synonymous with the brand’s character of the period, such as the 1938 60 Special, the 1959 lineup and 1975 Seville,” said John Manoogian II, director of exterior design for Cadillac. “The CTS Coupe Concept is the next great design, carrying the baton from the Evoq Concept that ushered in the Art and Science era in 1999.”

Among the CTS Coupe Concept’s signature design cues are a number of elements that suggest the look of a carefully cut diamond – particularly at the rear. These elements are seen in everything from the chrome header above the rear license plate holder to the indents that comprise the basic form of the rear fascia.

“The diamond-cut elements enhance the sleek profile of the car,” said Manoogian. “The CTS Coupe Concept uses the elements, along with other nods to classic Cadillac cues – such as vertical headlamps and taillamps – to acknowledge the brand’s heritage without resorting to nostalgia. It is a forward-looking design in every sense of the term.”

Although based on the sedan, the CTS Coupe Concept shares only the headlamps, front fenders and grille with the production model. Unique elements include:

• Classic hardtop styling, with no “B” pillar
• CTS production windshield laid at a faster angle to create a sleeker profile
• Chrome, split seven-spoke wheel design; 20-inch front wheels and 21-inch rear wheels
• Sculpted lower front fascia with unique brake-cooling vents
• Slim-profile outside mirrors
• XLR-type hidden door handles with proximity remote opening
• Unique front fender vents
• Diamond-cut rear fascia with mesh lower grilles and center-outlet exhaust
• Taillamps with a subtle fin profile and are highlighted with LED lighting technology with light pipes
• Rear spoiler integrated into the center high-mounted stop lamp
• Sculpted roof-mounted antenna for OnStar, XM Satellite Radio, etc.

“The cliché is to say that there were no compromises in the design, but that is absolutely accurate in the case of the CTS Coupe Concept,” said Manoogian. “Each line and angle of the bodywork was carefully honed and the final design’s proportions were judged by the eyes of the design team, not computer-generated math data.”

The surfaces of CTS Coupe Concept are complex, inviting careful inspection. The rear fenders, for example, were sculpted by hand in the design studio until they provided a perfect, muscular form that wrapped tightly over the wheels. At the top, the rear fenders are beveled – owing to the diamond-cut theme – and become part of a horizontal plane that runs from the leading edge of the taillamps and merges into the roof.

“At first glance, the design appears effectively simple, because there are no extraneous moldings, spoilers or other protrusions, but the more you look at it, the more complex it becomes,” said Manoogian. “The angles and bevels were carefully carved to enhance the cars sleek shape, but aren’t ‘busy’ or distracting – there’s really nothing quite like it.”

A classic 2+2 interior environment enhances the CTS Coupe Concept’s personal feel. It shares the hand cut-and-sewn instrument panel and center console with the CTS, but features unique front and rear seats, a continuous console running between the front and rear seats, and custom door panels.

“The CTS Coupe Concept is a personal car – something a customer would choose to reward him or herself – and the passenger environment reflects that,” said Eric Clough, interior design director. “The interior uses the already excellent CTS design and takes it to a new, bolder level.”

Custom-trimmed sport seats from Recaro are located in all four positions. They support the grand-touring nature of the car and are covered in rich, black and suede-like Alcantara microfiber material, with yellow ochre-colored inserts. The yellow ochre color provides dramatic contrast with the black surrounding trim, but is a subdued hue consistent with the interior’s overall feeling of refinement. Yellow ochre stitching also is used throughout, including the seats, instrument panel, shifter knob and more.

Black Alcantara covers the front armrest, as well as an armrest located between the rear seats. The armrests are part of a continuous console that stretches from the instrument panel to rear seats. Carbon-fiber trim accents the console. The interior also features ambient lighting throughout, creating a distinctive environment at night.

Like the sedan, the CTS Coupe Concept’s interior is home to a host of technologies, including a premium Bose audio system, 40-gigabyte hard drive and XM Satellite Radio. OnStar with Turn by Turn Navigation enhances the vehicle’s onboard navigation system, which – like the CTS – features a screen that rises out of the center of the instrument panel.

As is the case with its design, the CTS Coupe Concept extends the acclaimed capabilities of the sedan in terms of performance technology. This includes the capability to support a broad engine range of gasoline and diesel engines.

The CTS Coupe Concept of course ascertains the sedan’s 3.6L V-6 engines, including the 304-horsepower (227 kW) Direct Injection power plant. The CTS Coupe Concept also is designed for a new 2.9L turbo diesel being developed for international markets. This new engine, tailored for use in the CTS, will deliver an estimated 250 horsepower (184 kW) and 406 lb.-ft. of torque (550 Nm).

A six-speed manual transmission backs the engine, sending torque to an independently sprung rear axle. The CTS Coupe Concept’s sport-tuned suspension gives it a slightly lower ride height than a production CTS – a look enhanced by the car’s rakish shape and large, 20-inch front and 21-inch rear wheels.

Behind the chrome, split-spoke, aluminum alloy wheels is a set of high-performance brakes, featuring cross-drilled rotors. Six-piston calipers clamp down on the front rotors, while four-piston calipers grab the rear rotors. All of the rotors have a distinctive, yellow-painted finish.

CADILLAC CTS COUPE CONCEPT SPECIFICATIONS

• Vehicle type: two-door, four-passenger rear-wheel-drive coupe
• Wheelbase (in / mm): 113.4 / 2880
• Length (in / mm): 187 / 4750
• Width (in / mm): 73.6 / 1870
• Height (in / mm): 54.7 / 1390
• Track (in / mm): 61.8 / 1570 (front); 62 / 1575 (rear)
• Powertrain: 2.9L turbo diesel; six-speed manual transmission
• Suspension: four-wheel independent: MacPherson strut front; multilink rear, progressive rate coil springs, monotube shock absorbers
• Brakes: four-wheel disc; crossed-drilled rotors
• Wheels: cast aluminum; 20-in front, 21-in rear

Source: Cadillac Press release

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2009 CTS-V: Cadillac’s Ultimate Expression of Performance and Luxury

As the new CTS sport sedan earns accolades and new owners, Cadillac takes the next leap forward by premiering the 2009 CTS-V, the brand’s ultimate expression of performance and luxury.

Launching in the fourth quarter of 2008, the all-new CTS-V intends to combine the serious performance of an elite sports car with the poise and elegance of a prestigious luxury sedan. Part of Cadillac’s acclaimed VSeries of high-performance models, CTS-V delivers an estimated 550 horsepower (410 kW). More than just power, CTS-V also includes a comprehensive suite of technical and design enhancements, including Magnetic Ride Control, an industry-first Performance Traction Management program and the addition of a new automatic transmission with paddle-shift control.

2009 CTS-V Coupe Image Gallery:


“The CTS-V represents the full extension of our design, technology and performance capabilities,” says Jim Taylor, Cadillac general manager. “The V-Series takes the award-winning CTS sport sedan and elevates it to a position within the club of the world’s most exclusive and capable cars.”

As an all-new version of the CTS sport sedan was prepared for 2008, Cadillac engineers and designers began to scheme a new CTS-V that would reach much higher in terms of performance and luxury. Through the original CTS-V, Cadillac proved it could develop a very potent, high-performance sedan. The challenge for the 2009 model was enhancing every aspect in a comprehensive manner, along with reaching higher performance limits.

Several key technical and design elements combine to transform the already highly capable CTS into the new V-Series. Like the existing CTS, the V-Series is the product of an intensive development process across North America and Europe, including famed test tracks and millions of miles of road. Supporting Cadillac’s ongoing global expansion, the 2009 CTS-V is planned to be offered outside North America for the first time, including exports to Europe, the Middle East and Asia.

The 2009 Cadillac CTS-V features the world’s fastest-reacting suspension technology, Magnetic Ride Control (MRC). It uses shocks controlled by electro-magnets, rather than mechanical valves, greatly accelerating response time. Electronic sensors at all four wheels literally “read the road” every millisecond, making constant adjustments to damping to create virtually instantaneous and extremely precise control of body motions. This is of particular benefit for a high-performance sedan, helping to keep the car very composed during hard cornering, acceleration, braking and other dynamic maneuvers.

MRC technology first appeared on the Cadillac STS performance sedan and has been used on some of the world’s most celebrated cars, including the Chevrolet Corvette and a select few European sports cars. Enabling the precise control expected in a high-performance sedan, the CTS-V features Performance Traction Management system, borrowed from championship racing teams. This technology uses advanced electronics to manage engine torque for optimal traction during acceleration. In situations such as acceleration from a stop or exiting corners, Performance Traction Management regulates torque delivery for the best possible launch.

Performance Traction Management uses the same sort of electronics as stability control programs such as Cadillac’s StabiliTrak system, but applies it in a different manner. Rather than monitoring and controlling wheel slip to assist in stopping or slowing the car, PTM regulates torque delivery to instantly match the available tire grip for maximum acceleration.

CTS-V also includes sophisticated braking and tire systems, in partnership with two companies renown for high-performance technology: Brembo and Michelin. Brembo brakes are at all four corners and include powerful, six-piston calipers in the front and four-piston calipers in the rear. Michelin worked with Cadillac engineers to develop its acclaimed Pilot Sport 2 (PS2) summer tire for CTS-V and its 19-inch wheels.

And, of course, there is the matter of power. It has increased nearly 35 percent for the ’09 CTS-V, via a new 6.2L LSA supercharged V-8 engine generating an estimated 550 hp (410 kW) and 550 lb.-ft. (745 Nm) of torque. The engine delivers this power with remarkable refinement. A sixth-generation Eaton supercharger minimizes the added noise previously associated with supercharged engines, and tightly controls intake air temperature for optimal performance. Transmission choices include either a six-speed manual or an exclusive, six-speed automatic with steeringwheel- mounted paddle shifters. It is the first automatic offered on the CTS-V.

The 2009 CTS-V extends Cadillac’s acclaimed design language, both inside and out. The V-Series includes all the elements of the CTS sport sedan’s well received cabin, while adding some elegant and purposeful accents.

V-Series will offer Recaro performance driving seats, providing excellent support for spirited driving and adding to the luxurious and purposeful interior. These new, 14-way adjustable performance seat include pneumatic bolster controls in the seat cushion and backrest.

A microfiber material is added to the steering wheel, seats and shifter, providing the soft feel and luxurious appearance of suede without suede’s inherent drawbacks of difficult care and moisture sensitivity. These accents on the steering wheel, seat inserts and shifter are elegant to the touch and help support high performance driving.

The car’s integrated center stack is trimmed with a new Obsidian material that is also applied to the center console and door trim. Just like every CTS, the V-Series includes a hand-stitched instrument panel, door trim and center console. Leading-edge infotainment features, including a 40-gigabyte hard drive, advanced navigation system with a “pop-up” screen and Bose digital surround audio, extend to the V-Series, as well as factory-installed Bluetooth capability.

The exterior of the new CTS-V amplifies the assertive stance and elegant details of the standard car, and communicates the car’s remarkable capabilities. The dihedral Cadillac grille is larger to enable more air intake and features a satin finish. The raised hood encompasses the supercharged engine, and new front and rear fascias identify the vehicle as a V-Series. The car’s 19-inch wheels enhance its stance on the road.

The founding member of the V-Series, CTS-V was initially offered in 2004 and sold primarily in North America through the 2007 model year. The supercharged STS-V and XLR-V were added in 2006 to make the V-Series an exclusive trio of models all capable of zero-to-60 acceleration in less than five seconds with enhanced overall performance and luxury features.

Source : Cadillac Press Release

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2010 Nissan GT-R Spec-V: Nissan Supercar with Accolades and Added Power

The fifth-generation Nissan GT-R supercar, which made its North American debut in July 2008, returns less than a year later with an enhanced 2010 model featuring a number of small yet important updates – including five additional horsepower, a revised suspension, revised wheel finishes and standard front seat-mounted and roof-mounted curtain sideimpact supplemental air bags. These changes come on a car that won near universal acclaim in its rookie year, including being named Motor Trend “2009 Car of the Year,” Automobile magazine’s 2009 “Automobile of the Year” and winning Kelly Blue Book’s “2009 Best Resale Value Award.”

For 2010, the horsepower rating of the GT-R’s 3.8-liter twin turbo V6 engine has been increased to 485 hp (from 480 hp) and the car’s high-performance 6-speed dual-clutch transmission receives new Transmission Control Module (TCM) programming designed to optimize clutch engagement for improved drivability and improve vehicle acceleration with the Vehicle Dynamic Control (VDC) on (activated). In addition, the braking system has been updated with more rigid brake lines for improved durability and the brake calipers now carry both the Brembo and Nissan logos. The GT-R’s already advanced suspension has been retuned with redesigned Bilstein® shocks with a new valve body design and revised spring and damper rates.

2010 Nissan GT-R Spec-V Image Gallery:


The base GT-R model is now equipped with slightly darker high-luster smoke finish for the 20-inch RAYS forged aluminum-alloy wheels, while a new near-black metallic wheel finish is standard on the Premium model (the smoke wheel finish comes with the Cold Package). For 2010, one new color – Pearl White – is offered and the Super Silver exterior color has been enhanced and now includes a polished front bumper.

The 2010 Nissan GT-R is built on an exclusive Premium Midship platform, which enables the use of the world’s first independent rear transaxle ATTESA E-TS all-wheel drive system. This system places the transmission, transfer case and final drive at the rear of the vehicle, optimizing weight distribution and maximizing handling capability. Total vehicle adjustability is provided by a “set-up switch” located in the center of the instrument panel, enabling the driver to adjust transmission shifts, shock absorbers and the Vehicle Dynamic Control (VDC-R) among three settings – Normal, Special or “R,” for ultimate handling.

The GT-R suspension is a special Bilstein DampTronic system, and the braking system consists of Brembo full-floating drilled rotors, low steel high stiffness brake pads and Brembo monoblock six-piston front and four-piston rear calipers. Tires are nitrogen-filled high-performance summer run flat or optional high-performance all-season tires, on exclusive GT-R 20-inch wheels. The compound of the Dunlop summer tires has been revised for 2010.

The Nissan GT-R’s functional styling utilizes advanced aerodynamics, offering a low coefficient of drag of 0.27, while achieving high front and rear downforce. GT-R’s hybrid body construction combines steel, carbon fiber and die-cast aluminum. Styling cues include front fender “aero-blades” and vents, an aggressive front end design with a large hood bulge and single central air intake, and “super wide beam” headlights.

GT-R’s four-passenger cabin features a sloping “aero blade canopy” roofline and curved Cpillar “sword edge,” as well as GT-R’s hallmark four-ring taillights, functional rear carbon fiber underbody diffuser, rear spoiler and large, integrated quad exhaust tips.

GT-R’s interior balances functionality with a sense of ease and comfort. It features sculpted performance bucket seats for an optimal driving position, a cockpit-style instrument panel with a large center-mounted tachometer and multi-function display – which includes mechanical and driving information, as well as an on-board driving recorder. Premium models include a specially designed 11-speaker Bose® sound system with speakers mounted in rigid aluminum die cast panels, which provides sound quality suitable for a supercar.

The 2010 Nissan GT-R is available through nearly 700 official “GT-R certified” Nissan dealers across the United States. The names and locations of local GT-R Certified Nissan dealers are available to consumers on NissanUSA.com.

Highlights of the 2010 Nissan GT-R include:
Body

• Purposeful, cutting-edge styling with a Cd of 0.27, while achieving high front and rear downforce
• Hybrid body construction of steel, die-cast aluminum and carbon fiber
• GT-R’s aggressive styling evokes the lines of a well-trained athlete, combining strong character lines with smooth and solid areas
• Front fenders express power and stability, “aero-blades” on fenders’ leading edges provide optimum air flow around the tires and along the body; vents in the fenders’ trailing edges assists in providing front downforce and optimization of side air flow
• Aggressive front end styling, large hood bulge and single central air intake for undisturbed air flow for power and cooling
• “Super wide beam” headlights featuring three additional sub-reflectors (compared to conventional lights) to give a wide illumination spread
• Four-passenger cabin with sloping “aero blade canopy” roofline and curved C-pillar “sword edge,” which facilitate air flow around the rear of the vehicle
• GT-R hallmark four-ring taillights; air flow above and below the vehicle is managed by a functional carbon fiber underbody diffuser, rear spoiler and large, integrated quad exhaust tips
• Durable chip-resistant paint with “double clear coat” process; available seven-coat Super Silver paint hand-polished by craftsmen
• Five available exterior colors: Solid Red, Pearl White (new for 2010), Black Obsidian, Gun Metallic and Super Silver

Platform, Engine and Driveline

• Advanced Premium Midship platform, enabling the use of a world’s first independent rear transaxle all-wheel drive system, which places the transmission, transfer case and final drive at the rear of the vehicle, without traditional torque tubes, allowing the suspension to operate completely independently
• Exclusive hand-assembled twin-turbo VR38DETT 3.8-liter V6 engine
• 485 horsepower @ 6,400 rpm, 434 lb-ft of torque @ 3,200; LEV2/ULEV emission vehicle rating
• Plasma-sprayed bores for reduced friction, lighter weight, enhanced cooling, power output and fuel efficiency
• Symmetrical independent intake and exhaust manifold system featuring twin IHI turbochargers
• Secondary air management system for improved cold-start emissions performance
• Thermostatically-controlled oil cooling system; oil scavenger pump to maintain oil flowing to the turbochargers; lateral wet and dry sump oiling system
• All-new paddle-shifted sequential six-speed dual clutch transmission; manual and automatic modes
• Rear transaxle features separate clutches for the odd (1,3,5) and even (2,4,6) gears; sequential shifting; gear pre-selection for immediate shifts
• Hill Start Assist for easy starts on an uphill incline
• Electronically-controlled ATTESA E-TS all-wheel-drive system specifically developed for GT-R
• Rear-drive bias, up to 50 percent of torque can be transmitted to the front wheels when needed, torque split continuously variable depending on speed, lateral and transverse acceleration, steering angles, tire slip, road surface and yaw rate
• GT-R specific yaw-rate feedback control, measuring differences between the target yaw rate calculated from steering angle, actual yaw rate detected by the yaw-rate sensor and G sensor to adjust torque bias

Suspension and Braking

• Special “set-up switch” located in the center of the instrument panel; adjusts transmission shifts, shock absorbers and the Vehicle Dynamic Control (VDC-R), three settings – Normal, Special or “R,” for ultimate handling
• 4-wheel independent suspension mounted to six-point front and rear subframes
• GT-R specific adjustable Bilstein DampTronic suspension system utilizes multiple vehicle information systems to provide appropriate damping forces for all situations and a high level of control for a variety of driving situations
• 15-inch Brembo full-floating cross-drilled two-piece rotors, low steel high stiffness brake pads, radial-mounted Brembo monoblock six-piston front and four-piston rear calipers, which in combination minimize fade and provide intense stopping performance
• GT-R-specific lightweight forged 20-inch wheels, with special knurling to assist with securing the tires during hard acceleration or braking; new exterior finishes for 2010
• Nitrogen-filled Dunlop (GT-R) or Bridgestone (GT-R Premium) high-performance summer run-flat tires - 255/40ZRF20 front, 285/35ZRF20 rear; all-season Dunlop tires available

Interior Features

• Interior designed to balance functionality and comfort
• Usable passenger and luggage space – four passenger seating and trunk capacity of two golf bags or suitcases
• Optimal driving position provided by rear transaxle layout, with flat floor and narrow center console
• Driver-surrounding instrument panel, with all meters and multi-function meter at a uniform height to minimize the driver’s head movement
• Large center-mounted tachometer, with gear display on its upper right, as well as the easy-to-read graphics of the multi-function display, give the driver instant detailed information
• Interior design cues include “dial plate” meter-surround design that evokes the idea of engaged gears, large, metallic-framed center console featuring ergonomically designed shift lever and a red “engine start” button
• Sculpted performance bucket seats
• Soft pads located on the dash panels in front of the passenger and on both doors to give an extra level of comfort
• A video game-inspired multi-function display with eleven pages of mechanical and driving information available, including acceleration, brake pedal pressure, steering angle and a recording function with playback
• Navigation system featuring easy-to-use touch pad, as well as traditional navigation switches; screen interface also features enriched entertainment system with a Music Box Hard Drive, CD player controls and Bluetooth® Hands-free Phone System
• Available specially designed 11-speaker Bose® audio system, two forward-facing woofers in rear center armrest area; speakers mounted in rigid aluminum die cast panels

Safety

• Nissan Advanced Air Bag System for driver and front passenger
• Standard front seat-mounted side impact supplemental air bags for driver and front passenger
• Standard roof-mounted curtain side-impact supplemental air bags for front seat occupant head protection
• Front seat belts with pretensioners and load limiters and tension reducers
• Three-point ELR/ALR rear seat belts

Manufacturing

• Vehicle assembly in Tochigi, Japan; engines hand-assembled in Yokohama, Japan
• Available in two models: GT-R and GT-R Premium

Source: Nissan News

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