i-Autosport

Maserati GranCabrio

2010-02-28T22:49:00.000-08:00

Intro

Maserati GranCabrio marks a new and important chapter in Maserati’s history. It is a Maserati unlike any seen before.

Imagine being at the roadside on the Via Emilia - the heart of a region famed for its motoring links - on a cool summer morning. You hear the unmistakable sound of an engine before a powerful car appears. On the car’s grille sits the Maserati badge. The car is a cabriolet. There can be no mistake: it is the GranCabrio.

The name, GranCabrio, evokes Maserati’s renowned traditions and experience, tying the new vehicle to the GranTurismo concept and bringing to life past GranSports. At the same time, the name underlines how much the car differs from every model that has preceded it. The GranCabrio redefines the idea of a cabriolet.

The open-top, four-seater GranCabrio offers the chance to share a fantastic driving experience with those you love, one enhanced by top quality materials, the aroma of prestigious woods and refined leather. GranCabrio is Maserati’s exclusive take on the need to live exciting experiences in company as opposed to the mania of owning things just for the sake of it.

GranCabrio is designed for those who take pleasure from good taste and who appreciate Italian power and elegance. However, they do not want to be limited by using the car just as a couple or not being able to at all because there is a new addition to the family. In the GranCabrio the joy of sharing experiences reaches previously unattainable heights.

Exteriors

The Maserati GranCabrio is a dynamic and elegant cabriolet

The Maserati GranCabrio manages to be both dynamic and elegant. The car draws its inspiration from the GranTurismo, an example of the perfect synthesis of modernity, sensuality and passion.

Created by master coachbuilder Pininfarina, the GranCabrio is characterised by its soft-top roof. This styling bonds the GranCabrio closely with the company’s refined traditions.

When closed, the rear pillar – one that does not, in fact, exist – is mimicked in the hood’s smart, forward-slanting design, giving the GranCabrio the dashing looks of a coupé.

Once open, the Maserati GranCabrio transforms into an astounding cabriolet, free to show off all its sinuous, feline beauty. The vibrant side-on view is accentuated by the reduced ground clearance and long bonnet. A stylish ‘V’ points towards the grille, in the middle of which is a large chrome Trident.

The flanks also feature chrome elements that give the GranCabrio some added gloss. One particularly goodlooking feature is the continuous chrome trim that encircles the cabin and integrates with the third rear stop light.

Towards the back of the car, the triangular light cluster is formed by 96 LEDs with a wide diffuser that further underlines the car’s athletic poise. This sporty feel is also seen in the generous 20” wheel rims that reflect the Trident design.

The shape of the GranCabrio is the result of extensive aerodynamic testing aimed at limiting the drag typical of droptop cars. The GranCabrio boasts a Cx coefficient that is one of the best in its class: 0.35 with the hood up and 0.39 with it down. The spoiler and rear diffuser both contribute to obtaining top draw roadholding.

Interiors

The GranCabrio's cabin offers the maximum in comfort for front and rear occupants.

The Maserati GranCabrio is the only real droptop in its class to offer enough space for four adults, seated in an elegant and luxurious cabin. The space inside is much greater than the average for its category and ensures the maximum comfort even for passengers in the rear.

The interior is divided by a central tunnel that distributes the space between the occupants along the car’s length. The dashboard extends horizontally and its upper section features a characteristic ‘V’, a distinctive Maserati symbol.

The GranCabrio’s cabin is easy on the eye and invites you to touch it. Only the finest materials were employed in its build: the leather was handcrafted by Poltrona Frau® and a selection of prestigious woods was used for the dashboard, door panel and rear flank features. The level of craftsmanship and attention to detail can also be seen in the chrome rings that enhance the dashboard switches and steering wheel as well as the Alcantara finish on the back of the steering wheel paddles.

Adding to the on-board comfort is the canvas hood, one made up of three layers to censure excellent acoustic isolation. With the top down and with just two on board, it is possible to minimise interior air flow thanks to the windstop developed specially for the GranCabrio (available as an option).

On the Maserati GranCabrio, the air conditioning has been tweaked to offer the maximum comfort levels both with the top up or down. The system recognises how the car is being used by automatically reprogramming the emissions mixed with air to maintain the set temperature.

Technology

Engine, transmission, chassis, suspension and electronics on the Maserati GranCabrio

Engine

The engine on the Maserati GranCabrio is an eight cylinder, 4691cc V90° capable of developing 440 bhp at 7000 rpm and with a peak torque of 490 Nm at 4750 rpm. The power unit uses the advanced technology typical of all Maserati engines. This allows the declared power figures to be reached, ensures smooth gear changes and a quiet engine.

The timing is actioned by two overhead camshafts per bank and four valves per cylinder controlled by hydraulic tappets. The overhead camshafts on the aspirated side are controlled by a low pressure, continual phase variator, a technical solution that, together with the optimisation of the combustion chamber, allows 82% of the maximum torque from 2500 rpm for a superb overtaking, even in high gears.

Transmission
The Maserati GranCabrio features a six-speed, ZF automatic transmission with a hydraulic torque converter to give extremely fluid gear shifts while maintaining the characteristics of the sporty V8 engine.

The transmission has four modes and is also fitted with self-adapting control that adjusts the type of gear change to the driving style and road conditions.

In Manual mode, gear changes are sequentially made by the driver via the steering column mounted paddles or the gearstick.

Exhaust
The engine noise is emphasised by the sports exhaust managed by the by-pass valve. Pushing the Sport button opens the pneumatic valves if the car is on the move and the engine above 3000 rpm. This means that the engine can be exploited to the full, giving a rewarding engine roar. This becomes even more gripping with the hood down, making the car one with its surroundings.

Chassis
The weight distribution on the Maserati GranCabrio is slightly biased towards the rear with 49% over the front and 51% over the back with the hood up. With the hood down, the front-rear split is 48-52%.

This set up was achieved by stationing the engine behind the front axle and results in true and predictable handling that makes driving easier and renders the car more stable.

The new loadbearing chassis is constructed from a blend of materials with an eye on keeping the weight down. The framework is made from toughened steel apart from the bonnet and front bumper bar, in aluminium, and the boot lid in heat treated plastic that uses Sheet Moulding Compound technology.

The chassis was developed to provide maximum stiffness even without a roof. The result is that the Maserati GranCabrio is able to offer the same driving pleasure as any quality closed-top car.

Suspension
The Maserati GranCabrio is fitted with the electronically controlled Skyhook suspension as standard. This system employs dampers with an aluminium body that continually adjust the damping. This solution means that the set up adapts instantly to the driving style and the road conditions to offer the utmost in on-board comfort.

The Skyhook system acts by using acceleration sensors that detect movement on all four wheels and the body. A control unit processes the data it receives from the sensors, analyses the driving style and road surface and instantly adjusts the dampers accordingly via their proportional valves.

Electronics
The car’s already superb dynamic handling is constantly monitored and optimised by the Maserati Stability Programme (MSP). The MSP kicks in to correct even the hint of a skid by reducing torque. Working with the ABS and EBD, the system stops the wheels locking under braking, distributes the braking between the front and rear axles. It also prevents the wheels spinning on low grip surfaces when accelerating or climbing (ASR and MSR).

Hood
The Maserati GranCabrio’s canvas hood was a technological as well as aesthetic choice. The soft top solution means a lower centre of gravity because the bottom of the car is heavier. This enhances the car’s dynamic handling.

The hood weighs only 65kg and the materials, mechanism, its operation time and stowage are all top quality. The GranCabrio transforms from a splendid coupé into a cabriolet in just 28 seconds if the car is travelling up to 30 km/h.

Safty

The Maserati GranCabrio boasts a range of innovative safety features

The Maserati GranCabrio is on a par with the highest safety standards in its category thanks to the adoption of innovative active and passive safety features.

Active safety

The dynamic handling on the GranCabrio is assisted by the electronically controlled Maserati Stability Programme (MSP). The technology was developed to optimise the driving dynamics and safety when on the move. The system is supervised by a series of sensors that pick up any unsteadiness to adjust the brakes and engine and provide ideal traction.

The high performance brakes on the GranCabrio were built by Brembo and feature four self-ventilating drilled discs. The 360 mm front brakes make the most of co-cast disc technology (cast iron for the braking surface and an aluminium hat). This solution, teamed with callipers actioned by six pistons in a single aluminium block, ensure unbeatable stopping power and are highly resistant to fade even under intense use.
MSP works in harmony with the ABS to stop the wheels locking under braking, and EBD, to distribute the braking between the front and rear axles.

The Electric Park Brake (EPB) replaces the traditional mechanical handbrake with an electronic control on the central tunnel. The EPB system is engaged automatically when the engine is switched off and is only deactivated when the accelerator pedal is pressed. EPB also plays an important role in terms of safety as, in an emergency, it acts on all four wheels and can be employed with the vehicle in movement, without compromising stability, until the switch is released.

The Brake Assist System (BAS) has been introduced on the Maserati GranCabrio to improve safety. Thanks to a dedicated sensor, BAS recognises panic braking by measuring the speed at which the brake pedal is depressed and clamps the brake pad to the disc before the driver even begun braking. This shortens the stopping distance in emergency situations.

Passive safety

The Maserati GranCabrio is fitted with new generation airbags, using the intelligent technology first employed on the Maserati Quattroporte S. The passenger side airbag, with its ‘Low Risk Deployment’, adapts the intensity of its inflation in crash situations to the size of the occupant.

New head and chest airbags set in the front seats provide protection from side impacts while seatbelts are equipped with the latest pre-tensioners and load limiters to securely contain all four occupants.

The main introduction in terms of passive safety is the extendable roll bars set behind the rear seats. The roll bars are hidden by the hood cover and are activated in just 190 milliseconds when needed.

The extendable roll bars were developed to offer occupants the maximum protection both with the hood raised or tucked away. A Maserati copyrighted technical solution allows the roll bars to extend by shattering the rear window without any risk for the occupants.

Personalisation

The GranCabrio introduces new personalisation options to the Maserati range

Maserati offers a personalisation programme that is unlike any other in the world. This programme has been developed with the objective of allowing each client to create a made-to-measure car. Such a level of exclusivity is a source of pride for Maserati, a small company able to devote the highest levels of care and attention to every car it builds and guarantee the client a wider range of finishes than its competitors.

The personalisation options on the GranCabrio have been enhanced by the soft top hood, available in six colours, and by the introduction of two new Poltrona Frau® tints, Bianco Polare and Blu Profondità. The colours are available on the Maserati range for the first time and were developed for their harmony with the exterior colours and hood.

The dashboard, door panels and rear side panels are available in the new ‘Dark Chrome’ standard colour but it is also possible to choose from various lacquer finishes or precious woods, among them Carbalho and Moonwood.

In terms of the mechanics, there are two colours for the wheel rims (Silver or Grigio Mercuri) and six colours for the brake callipers.

The Car Configurator
Maserati provides excellent support in configuring even the smallest details on the GranCabrio. The Car Configurator gives the client the opportunity to create his ideal car online and ensure that the combination he has chosen, including the colour of the leather and materials, the finish of the headlining, the stitching and the carpets, is really what he wants.

Atelier Maserati
Visitors to the Modena headquarters can make the most of expert help in creating their dream car by using the Atelier Maserati, just like they would for a suit styled by a master tailor.
The Atelier provides examples of the available options for the interior thanks to a special table showing colour samples of the leathers, the carpets, the stitching and the finishes. Clients can also browse colours for the interior and exterior and feel for themselves how the different materials combine with one another, allowing them to check the options selected on the Car Configurator.

reference : http://www.maserati.com/maserati/en/en/index/models/GranCabrio/intro.html

Maserati Gran Turismo

2010-02-27T17:53:00.000-08:00

Maserati GranTurismo Exteriors
The grand touring coupé reinvented with a balance of grace and aggression

However you look at it, the Maserati GranTurismo expresses dynamic tension and a sporty edge: the large oval grille, the bodywork that seems to be drawn tight over the frame like a figure hugging dress, right down to the rear flanks. Pininfarina has created an elegant and sensual look around the idea that is the GranTurismo project. Sportiness is combined with true space for four. This sleek appearance, combined with solidity and grace, provokes a fascinating mix of sensations.

Unique and unmistakably Maserati, the GranTurismo’s grille features concave vertical slats. A chrome Trident logo is suspended in its center. The front headlights are an aggressive addition to the radically sloping front bumper, a stylistic element that has long distinguished Maserati coupés. In the space between the crests of the front fenders is the traditional long, low hood. The bonnet’s classic ‘V’ shape is a feature that is echoed throughout the car.

The traditional Maserati design element of three chrome-ringed air vents set behind the front wheels lend the GranTurismo an even more vibrant feel. The car’s lines were designed to lead the eye fluidly over its curves, from the stunning front end to the sweeping rear.

Moving further down the side of the GranTurismo, the oval version of the Maserati logo (known as ‘Saetta’) stands out on the rear pillars. The elegant shape concludes at the rear light cluster, featuring LED lights, in a daring triangle. Wide aerodynamic diffusers sit under the sculpted bumper.

The styling themes continue inside the cabin, as can only be done when a car is designed as a singular piece by a talent such as Pininfarina. Inside the V design element can be seen in the dashboard below the Maserati clock, and is also picked up in the seat design, uniting the interior and exterior.

The GranTurismo transcends style and instead enters into the rarefied world of true beauty.

Maserati GranTusismo Interiors

The Maserati GranTurismo’s interior charms the driver and passengers

The interior of the Maserati GranTurismo combines captivating design and prestigious materials with the luxury that only space and light can provide. The cabin has been developed to render the GranTurismo not only a high performance sportscar but a vehicle able to stir the senses of driver and passengers alike.

The Poltrona Frau® leather upholstery undergoes careful treatment before it is ready to be used in a Maserati. The electronically controlled front seats strike a balance between comfort and support needed for spirited driving. The ‘Easy Entry’ system powers the front seats forward to allow ample space for rear passengers to climb on board and share in the roomy and refined atmosphere.

The Maserati GranTurismo renders life on board a joy: from the pleasure of taking curve after curve to the elevated comfort levels for all the passengers provided in the roomy cabin. Even the occupants’ belongings are well cared for with numerous finished pockets and storage compartments.

Luxury is united with ergonomics and comfort, an enthralling combination that can be appreciated in the satisfying scent of the leather, the precious wood and the detail of the stitching.

The cabin has been handcrafted and the care taken in its construction is clear. The finish is clean but exquisitely refined, from the subtle chrome rings that surround the dashboard and steering wheel switches to the Trident logo on the headrests and the Alcantara used on the back of the gearshift paddles.

The standard cutting-edge Bose Surround Sound® audio system further improves on-board enjoyment. The placement of the eleven speakers was studied intensively in order to adapt them to the cabin’s acoustics, resulting in musical reproduction similar to that found in the best concert halls.

Open the trunk and equal care can be seen in the luggage space that can hold two regular sized golf bags or the exclusive five-piece luggage set created especially for the Maserati GranTurismo by Salvatore Ferragamo.

Maserati GranTusismo's Technology
The Maserati GranTurismo’s engine, gearbox, chassis and suspension

Engine

The Maserati GranTurismo is powered by an eight cylinder 4,244 cc V90° engine, one that is part of the company’s new range of power units. The engine develops 405 bhp at 7,100 rpm, equivalent to 96.4 bhp/litre. Compact and light, the cylinder heads are made of aluminium alloy and silicon. The 32 valves are actioned by two overhead camshafts per bank while the overhead camshafts on the aspirated side are controlled by a low pressure, continual phase variator.The lubrication system features a wet sump, which means a reduction in noise, making the cabin an even quieter place to be. The engine produces a reassuring burble that never interferes with the driving experience.

The exhaust connected to the V8 meets the most stringent anti-pollution regulations but does not compromise the car’s performance. On a technical level, metal has replaced ceramic as the material of choice for the catalysers, the same as those found on competition cars.

The acceleration provided by the Maserati V8 is immediate, and, thanks to the electronic ‘drive by wire’ throttle control, the car responds to even the slightest touch on the pedal.

Gearbox

The Maserati GranTurismo’s new hydraulic gearbox brings out the best in the engine. The self-adapting automatic gearbox is especially useful at the low-mid range revs while top end power doesn’t suffer. Gear changes can be made right up to 7200 rpm, a rate that no other automatic transmission in the world can match.

There are four function modes: Auto Normal is for comfortable cruising, Auto Sport is for those who like a sportier, more involving drive, Auto ICE is for low grip conditions and then there is Manual mode. In manual, it is the driver who chooses when to change gear via the steering wheel paddles.

Chassis

The Maserati GranTurismo reacts brilliantly thanks to its perfect weight distribution: 49% of the car’s weight sits over the front end and 51% on the rear. This set up was achieved by shifting the engine behind the front axle and it gives the driver an unparalleled sense of security in any conditions.

The load-bearing chassis means greater rigidity and its high-resistance, box-steel structure allows the suspension to track every dip in the terrain. This enhances the car’s dynamic handling and ensures a more comfortable drive.

Suspension

The Maserati GranTurismo’s precise handling benefits from front and rear wishbone suspension. The system’s ‘anti-dive’ and ‘anti-squat’ geometry prevents the front from dipping under braking and the rear end from squatting under acceleration.

As an option, the GranTurismo can be equipped with the Skyhook system of shock absorbers with an aluminium body that continually adjust the damping. This technology automatically selects the optimal level of damping and integrates with the MSP safety system and the calibration of the car’s automatic gearbox. The result is that the car is able to adapt to the characteristics of each driver; the GranTurismo is a car that fits like a glove.

The Skyhook system

The aluminium bodied, gas-regulated Skyhook set up assures the automatic and continuous control of the damping whatever the road condition. It does this without affecting on-board comfort, penalising performance or compromising the car’s sporty nature.

The Skyhook system acts by using acceleration sensors that detect movement on all four wheels and the body. A control unit processes the data it receives from the sensors, analyses the driving style and road surface and instantly adjusts the dampers accordingly via their proportional valves.

However, as the Skyhook and transmission is data from the sensors is fed to the same point, Maserati engineers have integrated the two systems. So, the GranTurismo is able to tweak the suspension settings so that the driver feels even less movement through the chassis during gear changes.

Opting for the ‘Sport’ setting results in a stiffer ride, less roll, more contained load transfer, greater agility and stability as well as allowing stunning performance figures. The dedicated on board computer reduces gear shifts by 40% and Skyhook switches from controlling the ride to focusing on the set up (body control), making the GranTurismo easier to handle and giving it more grip. Together, the two systems combine to offer more precise, livelier gear changes.

Maserati GranTurismo Personalisation

Maserati creates a unique GranTurismo for each client

Maserati offers a personalisation programme for the GranTurismo that is unlike any other in the world. This programme has been developed with the objective of allowing each client to create a made-to-measure car. Such a level of exclusivity is a source of pride for Maserati, a small company able to devote the highest levels of care and attention to every car it builds and guarantee the client a wider range of finishes than its competitors.

The infinite personalisation options render each GranTurismo unique; the cars are handcrafted in order to express the driver’s own personality and become at one with him.

There are approximately eight million possible interior combinations, so it is possible to make a style statement that is both personal and individual. There are ten colours of leather, thirteen for the stitching, five for the carpets, three types of prestigious wood and five lacquer finishes; a variety that will satisfy even the most demanding clients.

Both wheel rim designs are available in three colours and you can choose from six hues for the brake callipers.

The Car Configurator

Maserati provides excellent support in configuring even the smallest details on the GranTurismo. The Car Configurator gives the client the opportunity to create his ideal car online and ensure that the combination he has chosen, including the colour of the leather and materials, the finish of the headlining, the stitching and the carpets, truly encapsulates his desire.

L’Atelier Maserati

Visitors to the Modena headquarters can make the most of expert help on hand to creating their dream car, just as they would for a bespoke suit styled by a master tailor, by visiting the Atelier Maserati.

The Atelier provides examples of the available interior options on a special table showing colour samples of the leathers, the carpets, the stitching and the finishes. Clients can also browse both interior and exterior colours and personally experience how the different materials combine with one another, allowing them to check the options selected on the Car Configurator.

reference: http://www.maserati.com/maserati/en/en/index/models/GranTurismo.html

Bugatti Veyron

2010-02-27T08:06:00.000-08:00

The Bugatti Veyron kicks sand in the face of every other supercar. But, says Ray Hutton of The Sunday Times, it's easier to drive than you might think

This is the fastest, most powerful and most expensive production car in history. The Bugatti Veyron 16.4 will do 253mph, has an 8 litre 16-cylinder engine producing in excess of 1000bhp, and a price of £810,000.

Let’s think about that for a moment: 253mph is faster than a Formula One racing car or Concorde at the point of take-off. The Veyron’s power unit, open to the air behind the driver, is four times the size of the engine in your regular family saloon and, boosted by four turbochargers, 10 times as powerful. And the price is 50 times that of the average car.

Of course it doesn’t make sense. Nobody needs a Bugatti Veyron. But that doesn’t diminish its status as an ultimate in technology. It is a billionaire’s prized possession, the automotive equivalent of one of those hideously expensive Swiss watches. And it will be the stuff of dreams, the bedroom poster for a generation of young boys.

Everyone wants to know what it can do. Last week I was one of the fortunate few to find out first hand.

I drove the Veyron on motorways and mountain roads in Sicily and experienced it on the Enna-Pergusa racetrack. I reached no more than three-quarters of its top speed but that’s okay; my American colleague Csaba Csere of Car and Driver magazine had verified its 253mph maximum at the VW test track in northern Germany.

Within the limits of normal if lightly populated roads and sympathetic local police this is still a car that transcends previous experience; there has never been a 1000bhp production model. Yet it has none of the temperament of supercars that are derived from racing machines.

Climb in, press the starter button, engage D on the gear selector lever and off you go. Neither accelerator nor brake is fierce, the steering is accurate but requires no great effort. The engine dawdles if you want to, docile and undemanding, yet when a clear road opens ahead it is ready for acceleration that is beyond normal comprehension.

The Veyron can reach 62mph from a standstill in 2.5sec and 122mph in 7.3sec. When 0-60mph in 7sec is the mark of a quick car, this one is out of the world as we know it — all two tons of it.

When you press the accelerator to the floor — and you had better be prepared for the rocket-like response — the needle on a dial to the left of the instrument panel flicks round to 1001. It’s a power indicator and it has absolutely no use except to give the driver a sense of awe. It should be called a “boast gauge”.

The 240mph McLaren F1, the previous speed champion among road cars, is much lighter but was designed in the 1990s with a different philosophy that deleted all non-essential features, including many of the safety systems that VW made obligatory in the Veyron. The F1 is an expert’s car.

The Ferrari Enzo, Porsche Carrera GT and other recent pretenders to the supercar throne are essentially racing cars adapted for road use. The Bugatti Veyron is not intended for racing but holds a trump card compared with these: its seven-speed DSG transmission. It works brilliantly and contributes to the Bugatti’s ease of progress and level of driving refinement.

So, the best car in the world? It depends on your attitude. For all its phenomenal range of capability this is not a car for the shopping run (do billionaires go shopping?) or even a weekend away. Its boot can carry just a briefcase, the engine is always noisy, visibility anywhere but directly forward is restricted, it is more than 6ft wide and parking is a nightmare. Oh, and there are no roads where you can do 250mph.

You could also argue that a car that costs so much should be perfect. To do so would be churlish. The Bugatti Veyron 16.4 is a magnificent achievement.

VITAL STATISTICS

Model Bugatti Veyron 16.4
Engine type 7993cc, 16 cylinders in a W
Power/Torque 1001bhp @ 6000rpm / 922 lb ft @ 2200rpm
Transmission Seven-speed DSG, manual and automatic
Fuel/CO2 11.7mpg (combined) / 574g/km
Performance 0-62mph: 2.5sec / Top speed: 253mph
Price £810,345
Verdict Blows away all the other supercars
Rating Five stars

OPPOSITION

Model Ferrari Enzo (was £418,000; no longer available)
For Pure race technology made street legal
Against No creature comforts, brutal F1 gearshift

Model Porsche Carrera GT £321,093
For A remarkably civilised roadgoing racer
Against Tricky clutch and 603bhp is not enough

Page two: Just who is going to buy the beast?()Just who is going to buy the beast?

The Veyron has had a nightmare birth, and the company is being very cagey about its order book, report Joseph Dunn and Nicholas Rufford

This car was created by a boast. Ferdinand Piëch, the engineer who became the boss of Volkswagen, bought the rights to the Bugatti marque — famed for its racing machines and extravagant touring cars in the 1920s and 1930s — and decided to use it to demonstrate that the VW group could surpass all rivals in technology. He pledged the power and performance of the Veyron (named after Pierre Veyron, one of Bugatti’s most successful racers) would be unmatched.

Some called it “Piëch’s folly” and behind the jibe lies a nagging question. Will anyone buy it? Bugatti plans to make 50 a year and says its customers will be discerning individuals who want to own the highest expression of automotive technology. Supposedly the company has advance orders for between 30 and 40 Veyrons, but the customers’ identities are secret.

Reports that David Beckham and Ralph Lauren are among those who have paid the €300,000 (£205,000) deposit are untrue. Other names that have been mooted because they are wealthy car buffs include Sheikh Maktoum, founder of the A1 racing championship, Jay Leno, the American chat show host, and Bernie Ecclestone, the Formula One billionaire.

So far the only confirmed sales are to Piëch’s wife Ursula, who has taken delivery of No 7 (the chassis number is 007), and Thomas Bscher, Bugatti’s president, a racing driver turned banker who has been known to commute from his home in Cologne to Frankfurt at 200mph in a McLaren F1.

An American who reportedly netted millions from the sale of a publishing business was rumoured to have bought No 1 for his private collection and a second car as a runabout. Ricardo Puente is the former head of TransWestern which was the US’s largest independent publisher of telephone directories before it was taken over by UK-based Yell (publisher of Yellow Pages) earlier this year. Bugatti denied the claim and Puente could not be reached for comment.

Even if the Veyron does sell its production run, it may never make a profit or even break even. The cost of the project — another secret — is known to have taken its toll on Volkswagen, Europe’s biggest car manufacturer. The company has been hit by slowing sales, falling profits, cost cutting and a restless workforce, but the money lavished on the Veyron has been seemingly endless.

The engineering team responsible faced technical challenges it did not expect and at one time seemed unable to overcome. There was not enough room for the radiators and ducts needed to cool the W16 engine. No transmission existed that could cope with its monstrous torque. How could a car that could exceed 250mph in a straight line be made safe, stable and yet easily drivable on a wet and twisty road? And, coming from Volkswagen, the Bugatti had to meet the same safety, exhaust emission and durability standards as a Golf or a Polo.

The solutions, when they came, two years later than planned, made this an incredibly complex car. It has four-wheel drive, electronic traction and stability controls, a hydraulic system to lower the body and deploy a rear aerofoil at different angles depending on speed (and also act as an air brake for an emergency stop), ceramic brake discs reinforced with carbon fibre, titanium springs and exhaust system, and special ultra-wide Michelin run-flat tyres rated for 250mph.

Adding to the research and development costs, the car is being built in luxurious style in a French chateau converted into a state-of-the-art production line.

Such flamboyance during tough times has not played well with many VW shareholders and industry commentators, some claiming the project reeks of hubris. “The problem is that the whole idea is simply unsustainable,” says Garel Rhys at Cardiff Business School. “It is impossible for the car to make back the money that has been spent on it, and in this time of cheap imports from Asia threatening the profitability of a company like VW’s bread-and-butter cars, it is sheer madness.”

However, according to George Keller, a spokesman for Bugatti, the exercise is not just about prestige but also the technological advance the car will bring with it. “It is not necessarily about making money,” he says. “The whole philosophy behind the machine is more than that. It is about extending our brand and moving into areas that have never been explored before. There are plenty of people who want to spend €1m on a car — the market is full of them.”

Piëch will not want to be reminded of how Ettore Bugatti’s company was undone by his creation of the world’s ultimate luxury car, the Royale, an eight-cylinder 300bhp beauty that was introduced just in time for the Depression. Only three were sold. A few years after the second world war the company closed.

reference : http://www.timesonline.co.uk/tol/driving/new_car_reviews/article578444.ece

Aston Martin DB9

2010-02-27T07:13:00.000-08:00

The Aston Martin DB9 is a GT sports coupé launched by Aston Martin in 2004.

The DB9 is the first model to be built at Aston Martin's Gaydon facility in Warwickshire, England. The moniker "DB" stems from the initials of David Brown, the owner of Aston Martin for a significant part of its history. The DB9, which was designed by Ian Callum and finished by his successor, Henrik Fisker, superseded the now-discontinued Aston Martin DB7 (also by Callum) which started production in 1994.

On the British automotive show Top Gear it is thought of highly, notably on the show's "Cool Wall" segment, where the presenters considered it to be "too cool" for the wall and it received its own category, dubbed the "DB9 Super Cool Fridge" which was in fact a mini-refrigerator with the car's card within it.

Overview
The Aston Martin DB9 comes in two variants; the coupé and 'Volante' convertible, each producing 470 bhp (350 kW; 477 PS) from a 5.9L V12 engine, originally taken from its sister car the V12 Vanquish. In fact, this V12 engine is why Aston Martin did not call the car the DB8, which could suggest that it has only a V8 engine.[1] One report states that Aston Martin believed that this car was such a huge leap from the Jaguar XJ-S based DB7 that it named it DB9 instead of DB8, which they thought would indicate a gradual evolution.[2] The Gaydon facility's production capacity for the DB9 could allow for approximately five thousand units per year, which is roughly the same production volume as other esteemed sports cars, in particular the Ferrari F430 and Porsche 911 Turbo. The DB9, however, is more often compared against other competitors in its segment: the Ian Callum designed Jaguar XKR, the Volkswagen-produced Bentley Continental GT, the ten-cylinder powered BMW M6, and the AMG variants of the Mercedes-Benz SL. Traditionally being a maker of more exclusive automobiles, CEO Dr. Ulrich Bez assures Aston Martin loyalists that production numbers of the DB9 will be slightly higher than previous models; however, Aston Martin will still retain only a small statistical percentage of the high-end sports car market.[3]

The DB9 is the first Aston Martin model to be designed and developed upon Ford's aluminum VH (vertical/horizontal) platform. The body structure is composed of aluminum and composites melded together by mechanically fixed self-piercing rivets and robotic assisted adhesive bonding techniques.[4] The innovative bonded aluminum structure possesses more than double the torsional rigidity of its predecessor's, despite being 25 percent lighter.[4] Aston Martin's engineers designed the quad-cam, 48-valve engine for the V12 Vanquish in collaboration with Ford's Research and Vehicle Technology team (RVT) and were able to reduce its weight by 11.8kgs (26lb) for use in the DB9.

Specification
* Base Price: $187,000 Coupe; $200,000 Volante convertible
* Power: 476 PS (350 kW; 469 hp)514 bhp @ 6000 rpm[5]
* Torque: 600 N·m (443 lb·ft) @ 5000 rpm[5]
* Weight: 1,760 kg (3,880 lb)[5]
* 0–60 mph (0–97 km/h): 4.6 seconds[5]
* 0–100 km/h (0–62 mph): 4.7 seconds[5]
* Top Speed: 299 km/h (186 mph)[5]

2008 Updates
2010 Aston Martin DBS Volante (North America)

For model year 2009, both the Coupé and Volante were updated. The engine was tweaked to produce 470 hp (350 kW; 480 PS) (up from 450), and the center console was adjusted to match more closely with the newer DBS model. Primary revisions include the updated 'Touchtronic 2' automatic paddle-shift transmission, firmer suspension, revised interior trim and seats, as well as the key and start-up procedure of the DBS, namely, the Emotional Control Unit. Additionally, a Bang & Olufsen audio system option replaces the previous Linn hi-fi audio system option from prior years. [6]

DB9 Volante.
The Aston Martin DB9 Volante is the convertible version of the DB9 coupe. It is built by hand in limited numbers and has enhanced styling. It is powered by the same 5.9 litre, DOHC 48 valve V12 as the DB9 and is completed with 470 bhp (331 kW) and a top speed of 186 mph (300 km/h).[citation needed] Because it is a convertible it will do 0-60 mph in 4.9 seconds,[7] two-tenths of a second slower than the hard top coupe. The Volante is taller than the hardtop, standing at 51.2 inches (1,300 mm) compared to 50.1 inches (1,270 mm). The transmission options are either the Graziano-sourced six speed manual or the ZF-sourced six speed 'Touchtronic 2' automatic. The DB9 Volante is famously featured in the television show 'Desperate Housewives' and is driven by Eva Longoria's character.

DB9 LM
In order to commemorate Aston Martin's victory at the 2007 24 Hours of Le Mans, a special edition of the DB9 was released. Known as the DB9 LM, the car is limited to only 124 examples. All are coupes, and will only be available in a unique color known as Sarthe Silver, named in honor of the Circuit de la Sarthe, where Le Mans is run. The Sports Pack is included, while the brake calipers are painted red and a chromed mesh grill are added.[8]
[edit] Motorsport
The DBR9 which won its class at the 2007 and 2008 24 Hours of Le Mans.
Main articles: Aston Martin DBR9 and Aston Martin DBRS9

The DB9 has been adapted for use in sports car racing by Prodrive. Initially the DBR9 was launched prior to the 2005 season, running in the ACO and FIA's GT1 class. It retains the DB9's 5.9 litre V12 engine, but has been extensively modified to decrease its weight as well as to improve performance.[9][10] The DBR9 won in its debut at the 2005 12 Hours of Sebring, and has gone on to take wins in the American Le Mans Series, Le Mans Series, FIA GT Championship, as well as the 24 Hours of Le Mans.[11]

Along with the DBR9, a DBRS9 variant was also developed. This car runs in the GT3 category, mostly used for small national championships as well as the FIA GT3 European Championship. The DBRS9 also uses the standard V12, but is not as highly tuned as the unit in the DBR9. Bodywork modifications are also more subdued.

It weighs 1 tonne and does 0 to 60 in 3.4 seconds with a top speed estimated at 200 mph

reference : http://en.wikipedia.org/wiki/Aston_Martin_DB9

Lamborghini Murciélago

2010-02-27T02:33:00.000-08:00

Summary

What Edmunds.com says

To the extreme on so many levels, the 2009 Lamborghini Murciélago LP640 remains the quintessential exotic thrill machine.

Pros

Fighter-jet acceleration, styling even Batman would notice, seductive engine and exhaust noises, confident handling despite size and power, luxurious cabin.

Cons

Cumbersome to drive in tight areas, outrageous styling makes for outrageous visibility, roadster has a balky convertible top.

What's New for 2009

The Lamborghini Murciélago LP640 remains virtually unchanged for 2009.

2009 Lamborghini Murcielago Vehicle Overview

Introduction

Let's assume that your latest CD just went platinum, or you've just signed a big NBA contract or that dear Uncle Albert passed away and left his favorite nephew 5 million bucks. And let's assume that you love exotic cars -- road-bound high-speed sculptures that are nearly as exciting to swoon over as they are to pilot.

For the latter indulgence, you can't beat the Italians. And it would be hard to top the 2009 Lamborghini Murciélago LP640, the quintessential Italian exotic supercar. In production for nearly a decade, the Murciélago hasn't changed much in terms of looks, but it received a longer name in '07 when "LP640" was added. The added moniker indicated not only that the engine position was "longitudinale posteriore" (longitudinal and rear) which it had always been, but that its output was increased to 640 horsepower. Actually, it's 632 hp, if you want to be a stickler for such things.

Those stampeding horses can slingshot the all-wheel-drive Lambo to 60 mph in fewer than 3.4 seconds, according to factory claims. Top speed is a claimed 211 mph. If that's not extreme enough, maybe you should look at the 1,001-hp Bugatti Veyron, but your accountant would likely remind you that you could have four Murciélagos for the price of one Bug.

There are two versions of the 2009 Lamborghini Murciélago (pronounced "moor-see-EH-lah-go") available: the standard coupe and the convertible roadster. The roadster is actually more of a targa, as it has a cloth-covered roof panel that sits atop the cockpit like a giant toupee and takes several minutes and a degree in mechanical engineering to erect. The company recommends its use only at speeds under 100 mph for fear that it could fly off the car (much like an errant toupee) at faster velocities.

Going topless will cost you an extra $33,000, which likely won't faze buyers much, given that the base coupe starts north of $300K. And then there are the options, should a "base" Murciélago not be enough. Get crazy with the order form and it's possible to spend upwards of 60 grand on extras alone.

Of course, cost is not going to be an object for those considering this Lambo. For some, it's a da Vinci painting, for others, a Stradivarius violin. Those who like their Italian art to "move" them even more should find the Murciélago LP640 simply "fantastico."

For Pricing information, see our Pricing page.

Body Styles, Trim Levels, and Options

The 2009 Lamborghini Murciélago LP640 is an exotic supercar that comes in two-seat coupe and convertible roadster body styles. The roadster comes with a soft-cloth targa-style roof. Standard features include 18-inch wheels with 245/35ZR18 performance tires in front and 335/30ZR18s in back, an adjustable suspension that can raise the front to prevent curb or parking-block scraping, xenon headlights, a tilt/telescoping steering column, leather upholstery and interior trim, automatic climate control and a CD/DVD/MP3 stereo.

Optional upgrades are extensive and expensive. They include carbon ceramic brakes, a Kenwood touchscreen navigation system, carbon-fiber or titanium trim packages and a glass engine cover. Should you want to give the car your own look, Lamborghini's Ad Personam program allows innumerable ways to customize the interior and exterior via unique colors and accent materials.

For more Style information, see our Compare Styles page.

Powertrains and Performance

The 2009 Murciélago LP640 is powered by a 6.5-liter V12 that produces 632 hp and 660 pound-feet of torque. All-wheel drive is standard, as are front, center and rear limited-slip differentials. A six-speed manual transmission with a gated metal shifter is standard, while the paddle-shifted "e-gear" automated-clutch manual is optional.

According to the company, the Murciélago accelerates up to 100 km/h (62 mph) in a spine-bending 3.4 seconds, with a top speed of 211 mph. Fuel mileage with the manual transmission is 8 mpg city/13 mpg highway and 10 mpg combined -- not that you'd really care, but it's nice to know, should someone ask.

For more Performance Data, see our Specifications page.

Safety

The 2009 Lamborghini Murciélago comes with AWD, traction control and massive ventilated antilock brakes with six-piston brake calipers. The roadster also comes with automatically deploying rollover bars. Carbon-ceramic brakes are optional on both body styles, but neither side airbags nor stability control is available.

For more Safety information, see our Safety page.

Interior Design and Special Features

With its trademark scissor doors, it's hard to confuse the exterior of the 2009 Murciélago with anything other than perhaps another Lamborghini, the Gallardo. However, parent company Audi's influence is obvious inside the LP640, with plenty of properly fitting leather and soft-touch materials. Unlike with the Gallardo, however, the stereo and climate controls are not borrowed from Audi, and look a little strange and out of place as a result.

The roomy cockpit features comfortable seating that, unlike that of past Lambos, won't leave you looking for painkillers after a day's drive. Though not as flamboyant as the exterior, the interior styling is still befitting a vehicle that commands such a high price of admission. The roadster's convertible roof is more aptly described as a toupee perched atop the cockpit. The top is also difficult to put on, and due to its tenuous nature, Lamborghini warns that it not be used above 100 mph -- which can be achieved in 2nd gear.

For more Interior Features information, see our Specifications page.

Driving Impressions

With a width only a Hummer H1 owner could love, the 2009 Lamborghini Murciélago LP640 can be difficult to maneuver around town and in parking lots. But really, who actually cares about a Lambo's practicality? Thanks to the 632 hp and AWD, full-throttle acceleration is otherworldly, with a soundtrack to match.

Around corners, the Murciélago hardly feels like a precision instrument because of its girth, but it's capable nonetheless, with a flat cornering attitude. It should be noted, however, that the limits for this car are fairly high and not for the inexperienced to explore. Push it hard in the corners, and the Murciélago will grip and grip and grip some more -- but once you finally reach the limits of adhesion and the car slides, it's nearly impossible to recover.

refer : http://www.edmunds.com/lamborghini/murcielago/2009/review.html

Lamborghini Gallardo

2010-02-27T01:55:00.000-08:00

2010 Lamborghini Gallardo LP 550-2 Valentino Balboni Coupe

Although it's probably difficult for most people to think of a nearly $200,000 automobile as "affordable," that's the position the Lamborghini Gallardo finds itself in within the Lambo product lineup. But no matter -- sports cars with exotic looks and the performance to match have a built-in ownership audience.

Since its introduction, the mission for this "baby Lamborghini" has been to maintain the style and attitude of Lamborghini's 12-cylinder cars but be more livable in everyday use. It's been a successful strategy, as there's been no shortage of takers who rightly lust after such a usable and alluring sports car. In fact, the Gallardo has become this Italian automaker's best-selling model ever.

Without too much difficultly, one can claim that the Gallardo LP560-4 is Lamborghini's best sports car ever. If there's anything lacking, it's the outrageous spirit and flair so often associated with the company's more expensive or legendary offerings. But the trade-off of a little spirit for a lot of functionality has been a good one, and there's no doubt that the Gallardo is a true, world-class exotic.

Current Lamborghini Gallardo

The exotic Lamborghini Gallardo LP560-4 is currently available only in a coupe body style, although the spyder convertible will return eventually to the lineup. The name LP560-4 refers to its engine position ("longitudinale posteriore" or longitudinal rear), supposedly its horsepower (it actually has less) and that all four wheels are powered.

The Gallardo is powered by a 5.0-liter V10 good for 552 horsepower and 398 pound-feet of torque. A six-speed manual transmission with gated metal shifter is standard, while an automated six-speed sequential-shift manual transmission known as e-gear is optional. Expect 0-60 times in the high-3-second range.

In terms of layout and design, the Lamborghini Gallardo LP560-4 is a true exotic. To keep weight down, the chassis is a composite blend of alloy stampings, extrusions and castings. And except for the traditionally opening steel doors (no scissors), the exterior is constructed of thermoplastic-formed panels.

Inside, the Gallardo's handsome furnishings sublimely marry form with function and offer a surprising level of comfort for a vehicle of this type. Credit is certainly due to the influence of parent company Audi, whose expertise with interior design has been of no small benefit since the Volkswagen Group purchased Lamborghini in the late 1990s. The impact is obvious given the precisely fitting leather and soft-touch materials.

Despite the fact that this is an exotic sports car, seating is comfortable enough to accommodate the occasional road trip. Though not as flamboyant as its extroverted exterior, the interior styling still befits a vehicle in this price range. Storage space is tight, though, with a minimal amount of room available behind the seats and in the nose-mounted trunk.

But once behind the wheel, you'll gladly leave everything behind in exchange for the sweet, sonorous symphony of its V10 at full throttle. With 552 horses at your command, the Gallardo is capable of spine-compressing speed in any gear. At wide-open throttle, the lusty V10 plays a veritable mechanical symphony in keeping with the car's Italian heritage. The big V10 and all-wheel-drive system add quite a bit of mass, but in return the AWD system gives Gallardo drivers extra traction when the road ahead is slick and unfamiliar.

Used Lamborghini Gallardo Models

The Lamborghini Gallardo debuted for 2004 in a coupe body style only. Originally, it was powered by a 493-hp version of the 5.0-liter V10. The same transmission options were available, although e-gear was improved over the years for better shift response. For 2006, the lineup expanded to include the spyder convertible with an automatic folding soft top, and a limited-production SE model featuring 520 hp, shortened gear ratios, revised suspension tuning, quickened steering, better tires, a new exhaust, special trim and two-tone color schemes. Other than the colors and trim, all the SE's mechanical improvements were made to the standard Gallardo later that model year. For '07, a change in horsepower measurement technique resulted in a lowering of hp to 512.

Produced only for 2008 was the Gallardo Superleggera. This coupe-only model was modified for even better performance. It featured 522 hp, slightly different suspension settings and an approximate 150-pound-lighter curb weight thanks to extensive use of carbon fiber and reduced feature content. It would be a rare used car find.

For 2009, the current Lamborghini Gallardo LP560-4 arrived along with a number of updates. Compared to those that came before, it lost 45 pounds and gained 40 additional horses as well as quicker e-gear shift times. There was also revised exterior styling, particularly around the rear fascia and taillight area, which softened the Gallardo's angularity a bit. Chassis rigidity was also stiffened. Finally, the Gallardo LP560-4 differs from the previous Gallardo from rear suspension modifications adopted from its Audi R8 platform-mate, which enhanced the Gallardo's already otherworldly cornering capabilities. There was no Gallardo Spyder for '09.

refer : http://www.edmunds.com/lamborghini/gallardo/review.html