PEUGEOT 306
The Peugeot 306 Afterburner is produced in injection moulded plastic. The kit includes all bulbs and connectors needed to fit the kit
Saturday, 27 February 2010
The Peugeot 306 Afterburner
The Peugeot 306 Afterburner is produced in injection moulded plastic. The kit includes all bulbs and connectors needed to fit the kit
Peugeot 306 Afterburner LED rear lights conversion
PEUGEOT 306
pleace comment Peugeot 306 Afterburner LED rear lights conversion
Audi unveiled the new R10
It's official - Audi will become the first manufacturer to compete for the overall victory with a diesel engine at the most famous sportscar race in the world - the 24 hours of Le Mans.
Audi unveiled the new R10, its successor to the brilliant R8, today in Paris. The engine is a marvel - a 5.5-liter, all-aluminum v12 twin-turbo TDI. It develops 650 hp and more than 1,100 Nm torque - more power than the R8.
The best news, especially for North American motorsports fans? The R10 will make its competition debut at the 12 hours of Sebring in March. In the picutre above, a smiling Tom Kristensen (a multiple Le Mans winner in the R8) seems pretty happy with his new ride.
Truly a ground-breaking machine. Full press release after the jump.
Audi R10 world premiere in Paris:
V12 TDI engine produces over 650 hp
First test successfully completed
AUDI AG is once again one step ahead of the opposition: The inventor of �TDI� will become the world�s first automobile manufacturer to fight for overall victory with a diesel engine at the famous 24 Hours of Le Mans. The all-new Audi R10, which was unveiled on Tuesday in Paris, is powered by a totally new 5.5-litre, twelve-cylinder bi-turbo TDI engine, which is extremely quiet and economical.
The Le Mans Prototype, with over 650 hp and more than 1,100 Newton metres torque, significantly exceeds the power produced by the majority of previous Audi racing cars � including that of its victorious R8 predecessor. Audi ventures into previously unexplored diesel-engine terrain with the V12 power plant manufactured completely from aluminium. As with the TFSI technology, which triumphed initially at Le Mans before being adopted for mass-production, Audi customers should benefit once again from the lessons learnt in motorsport.
�With the A8 4.2 TDI quattro, Audi already builds one of the most powerful diesel cars in the world,� explained Prof Dr Martin Winterkorn, Chairman of the Board of Management of AUDI AG, at the R10 presentation in Paris. �The Le Mans project will help our technicians to extract even more from TDI technology. Nowadays, every second Audi is delivered with a TDI engine. We expect that the percentage of diesel engines will be even larger in the future.�
The R10 prototype�s V12 power unit, which is equipped with two diesel particle filters, is hardly recognisable as a diesel thanks to the engine�s smooth running nature. The TDI engine�s specialities presented the Audi Sport engineers with a whole list of challenges. The injection pressure easily exceeds the 1,600 bar achieved in production cars. The usable power band lies between 3,000 and 5,000 revs per minute � an unusually low rev range for a racing engine. The driver must change gear in the R10 far less often than in the R8 because of the TDI engine�s favourable torque curve.
The enormous torque of over 1,100 Newton metres does not only make extreme demands of the R10 transmission system � even the latest generation of engine dynamometers at Audi Sport had to be re-equipped with special gearboxes capable of withstanding the unusual forces.
Additionally, radical changes to the chassis were also necessary. The Audi R10 has a significantly longer wheel base than the R8. The overly wide front tyres are, up until now, unique for a Le Mans Prototype. New technologies were also implemented during the development of the carbon-fibre monocoque. Chassis, engine and gearbox form an extremely rigid, fully stressed unit.
�The R10 project is the biggest challenge ever to have been handed to Audi Sport,� said Head of Audi Motorsport Dr Wolfgang Ullrich. �TDI technology has not been pushed to its limits in motorsport yet. We are the first to confront the challenge. The demands of such a project are accordingly high. Long-term technology partners such as Bosch, Michelin or Shell support us in our quest. Together we have the chance to write new chapters in the history books of motorsport and diesel technology.�
The new Audi R10 successfully completed its first test at the end of November. An extensive test programme, including the 12-hour race at Sebring (USA) on 18 March, is scheduled before the 24 Hours of Le Mans on 17/18 June 2006. The development team from Audi Sport is supported by Reinhold Joest�s squad, which also performed this task during the R8 project.
Audi R10 TDi is derived from the successful Audi R8,
he Audi R10 TDi is derived from the successful Audi R8, but equipped with a diesel engine. That engine develops officially 650 bhp, but it's generally expected that power is over the 700 bhp, thus slightly higher than that of the Peugeot 908 Hdi FAP. Motor bloc is in aluminium and equipped with a to Garrett turbos, injecting diesel directly. Respecting the ACO rules concerning the brides a maximal pressure of 2.94 bar can be reached at 5000 rpm. Handicap of the motor is (just as on the Peugeot 908 using also a diesel engine) it's weight around 200 kg. That's e.g. 70 kg more than the Judd fuel motor. Wolfgang Appel, responsible for technological progress at Audi, announced already by the end of 2005 that the German make had the intention to win the Le Mans 24 hours with a diesel motor, something that never happened before (despite the fact that already in 1949 and 1950 the Delletrez Bros tried to win Le Mans with a diesel engine: they never reached the finish due to overheating problems). The V12 motor development went under control of Ulrich Baretsky. There can be no doubt that the diesel motor was already under construction early 2005, and certainly not by December, because Audi came in March 2006 to Sebring with two reliable R10s. Chassis was still of the honeycomb type and body of carbon fibre, very similar with the extreme-ly successful R8. Although Wolfgang Ulrich announced early 2004 that Audi had decided to retire from competition, and that it should its cars let being raced by privateers, the whole 2005 season was used to prepare the new R10 TDi. RESULTS 2006 - First race outing of the R10 TDi was on March 17-18, 2006 at the famous Sebring 12 hours. Nobody expected that one of the two brand new cars should be able to win already at their first show such a difficult race as the one on the former airfield. The #2 realised the pole on setting a new track record. Allan Mc Nish, Rinaldo Capelli and Tom Kristensen dominated the race from start to finish with their extremely silent R10. The other car went out with overheating problems. |  |
 | Sebring was the first round out of ten of the AMLS. The three following rounds were disputed with the old R8 (having won two of them). The six following rounds were all won by the new R10 Tdi: five times by McNish/Capello/Kristensen and once by Biela /Pirro/Werner. That made a total of nine victories on ten AMLS outings. The most important race of 2006 was of course the Le Mans 24 hours at La Sarthe. It was the first open confrontation of the diesel powered race car with the famous Pescarolo Judd C60. At the European LMS over five rounds the #17 Pescarolo, shared by Jean-Christophe Bouillon and Emmanuel Collar won them all five. Enough to say that good old Henri Pescarolo had reasons enough to believe that an all-French car should win the 74th edition of the Le Mans 24 hours. At the test day on June 2006 the fastest Pescarolo C60 Judd headed the fastest Audi R10 TDi by nearly two seconds, and the second fastest Pescarolo C60 headed the second fastest Audi R10 Tdi by one second. So hope seemed justified that Pescarolo was able to beat the German works team. At the eventual qualifications, however, it became obvious that the Audis could go a lot faster than they did two weeks earlier. Indeed they realised the two first places on the grid, followed at two seconds by the two Pescarolos C60. Drama however at the warm-up, just before the race, when McNish has no more transmission on the Audi #7. Now the two Pescarolos were fastest. But at the start of the eventual race McNish was pulling away. After one hour of racing the #7 was leading the #16 Pescarolo C60 by 11 seconds. The #8 was third, seven seconds down. During the second hour both Audis were much too fast for the French cars. After 3 hours of racing the #7 had 43 seconds in hand over the #8, with the #16 Pescarolo already at 1'57". Drama however after 3h 19 min. of racing, when the #7 came into the pit to let replace the injectors at the right bank of its V12. Six laps are lost and the two Pescarolos are now second and third. Once repaired the #7 flies over the track, setting a new lap record during the race. After six hours of racing the first Pescarolo limps already two full laps behind the #8 Audi R10 TDi. |
 | Eventually Audi will win for the sixth time in seven years the Le Mans 24 hours. Henri Pescarolo, however can be proud that he finished second at four laps, and ahead of the #7 Audi finishing third. With eight wins on nine outings the R10 TDi is the best prototype of the year. RFESULTS 2007 - This year two Audi R10 TDi prototypes will be raced at the rounds of the AMLS (now twelve instead of ten last year) and a third car, entered by Reinhold Joest, will join them at the Le Mans 24 hours. Since Peugeot enters this the LMS and not the AMLS, Le Mans will be the unique confrontation between the two diesel powered cars: Audi and Porsche. At the ALMS already five rounds have been completed. The R10 TDi won again Le Mans and was faster than the 150 kg lighter Roger Penske Porsches RS Spyder (class LMP2) at the street circuit of Sint-Petersburg, but at the short circuits of Long Beach, Houston and Utah the much lighter Porsches had all the advantage, so that none of those rounds was won by the Audi T10 TDi. With only two wins on five outings Audi remains under its last year performances (seven victories on seven outings). [JPVR] LMP1 |
2010 Opel Flextreme GT/E Concept with E-REV Drive System
Think of the Opel Flextreme GT/E concept as a bigger Chevrolet Volt (or Opel Ampera if you're European). The idea behind this concept, which will debut at the Geneva Motor Show (March 4 - 14, 2010), is to show how the Volt's extended-range electric vehicle drivetrain can be used in a larger vehicle, in this case a mid-size five-door hatchback. And it will boost the company's credentials as a leader in green technologies, offering expressive design with efficient environmental performance - and engineered with German precision.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
In Opel's strategy for achieving more independence from fossil fuels, electricity plays a key role. The 4.7-meter long Opel Flextreme GT/E Concept illustrates how extended-range electric vehicle (E-REV) technology can be plugged into large or mid-size vehicles, as well as compact cars such as the upcoming Opel Ampera. Opel calls this strategy e-mobility unlimited: adapting the highly efficient E-REV drive system - which removes the limitations of battery-only power - to vehicles across all market segments. To enjoy zero CO2 driving emissions Opel-style, the Flextreme GT/E concept shows that size doesn't matter.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
The purposeful design also enables the Opel Flextreme GT/E Concept to achieve a projected drag co-efficient of just 0.22, which helps it reach a 200 km/h-plus top speed as well as conserve energy and extend its driving range. Stand-out visual features include a low and wide stance, wing-shaped lights front and rear, a distinctive nose and grille, floating C-pillars and muscular, sculptured bodywork.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
The clean, frontal styling features a low hood line and an extended nose section, which is clasped by wing-shaped, signature LED headlamps. These are deeply carved into the front fenders and across the hood line. The new trapezoidal grille execution is slim but bold. The prominent wing-shaped chrome bar carries a large Opel emblem, which doubles as a socket for charging the Opel Flextreme GT/E Concept's battery pack. The upper section of the grille is used to admit cooling air, the lower portion being covered by a translucent panel. The absence of additional air intakes allows a low frontal area for aerodynamic efficiency and also enables the Opel Flextreme GT/E Concept to meet future pedestrian protection requirements.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
In profile, the Opel Flextreme GT/E Concept is distinguished by innovative, stubbed C-pillars. This floating design allows the glasshouse to be extended rearwards under the arching roofline, emphasizing the flowing lines of the side body. The car's dynamic character is further underlined by a fresh expression of Opel's signature blade motif, now a swooping swage line from the base of the C-pillar into the lower front fender. The translucency of the fixed glass panel in the center of the roof is adaptive, allowing sunlight to warm the interior in the cold of winter, but darkening for coolness in summer. A duct at the rear edge of the roof is for additional cooling of the battery and electronic components.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
Integral to the Opel Flextreme GT/E Concept's expressive looks is the efficiency of the design execution. The small frontal area, low roof height (1308 mm) and a flat, enclosed underbody all enable the car to cleave the air with a minimum of disturbance. The 21-inch alloy wheels are relatively narrow, to reduce wind resistance, and fitted with 195/45, low rolling resistance tires. Clear, flush-mounted trim inserts also minimize air turbulence.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
The Opel Flextreme GT/E Concept also explores the potential for active shape shifting. At speeds above 50 km/h, a vertical panel extends along the body from the air extraction slot behind each rear wheel-arch. These 350 mm-long side spoilers guide high-speed airflow around the rear corners of the car, further reducing the amount of turbulence.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
Mass reduction measures for the body include the use of lightweight, carbon composite outer panels, polycarbonate window glazing and aluminum alloy structural components. Compared to conventional materials, these offer a 40 percent weight saving which further contributes to reduced energy consumption and an increased driving range.
The efficient concept also includes GM's ground-breaking E-REV drive system, already developed for the Opel Ampera. The Opel Flextreme GT/E Concept shows the versatility of this technology by displaying it in a larger, mid-size vehicle format.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
Despite its greater size and a maximum speed of more than 200 kilometers per hour, the Opel Flextreme GT/E Concept is projected to offer performance similar to that of the Ampera: a battery-powered driving range of up to 60 km - with zero CO2 tailpipe emissions - and a total range of more than 500 km. Average fuel consumption is estimated at 1.6 l/100 km, with CO2 emissions of less than 40 g/km. Unlike a hybrid vehicle, the wheels of the Opel Flextreme GT/E Concept are powered at all times by electricity. For typical journeys up to 60 km, energy is supplied by a T-shaped lithium-ion battery pack located under the floor and rear seat.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
However, unlike a battery-only electric vehicle, the Opel Flextreme GT/E Concept eliminates any possibility of range anxiety through fear of being stranded without power. The small gasoline engine/generator is seamlessly engaged to provide electricity whenever the battery's supply becomes depleted. In this mode, the driving range is extended to more than 500 km, until the plug-in battery pack can be recharged or the car is refueled. The motor in the electric drive unit delivers a substantial 370 Nm of instant torque, giving lively performance and projected zero to 100 km/h acceleration in less than nine seconds.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
The Flextreme GT/E concept is a further step in Opel's unfolding strategy for the electrification of the automobile, which includes a wide portfolio of products using battery, extended-range, hybrid and fuel cell technologies.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
Think of the Opel Flextreme GT/E concept as a bigger Chevrolet Volt (or Opel Ampera if you're European). The idea behind this concept, which will debut at the Geneva Motor Show (March 4 - 14, 2010), is to show how the Volt's extended-range electric vehicle drivetrain can be used in a larger vehicle, in this case a mid-size five-door hatchback. And it will boost the company's credentials as a leader in green technologies, offering expressive design with efficient environmental performance - and engineered with German precision.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
In Opel's strategy for achieving more independence from fossil fuels, electricity plays a key role. The 4.7-meter long Opel Flextreme GT/E Concept illustrates how extended-range electric vehicle (E-REV) technology can be plugged into large or mid-size vehicles, as well as compact cars such as the upcoming Opel Ampera. Opel calls this strategy e-mobility unlimited: adapting the highly efficient E-REV drive system - which removes the limitations of battery-only power - to vehicles across all market segments. To enjoy zero CO2 driving emissions Opel-style, the Flextreme GT/E concept shows that size doesn't matter.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
The purposeful design also enables the Opel Flextreme GT/E Concept to achieve a projected drag co-efficient of just 0.22, which helps it reach a 200 km/h-plus top speed as well as conserve energy and extend its driving range. Stand-out visual features include a low and wide stance, wing-shaped lights front and rear, a distinctive nose and grille, floating C-pillars and muscular, sculptured bodywork.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
The clean, frontal styling features a low hood line and an extended nose section, which is clasped by wing-shaped, signature LED headlamps. These are deeply carved into the front fenders and across the hood line. The new trapezoidal grille execution is slim but bold. The prominent wing-shaped chrome bar carries a large Opel emblem, which doubles as a socket for charging the Opel Flextreme GT/E Concept's battery pack. The upper section of the grille is used to admit cooling air, the lower portion being covered by a translucent panel. The absence of additional air intakes allows a low frontal area for aerodynamic efficiency and also enables the Opel Flextreme GT/E Concept to meet future pedestrian protection requirements.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
In profile, the Opel Flextreme GT/E Concept is distinguished by innovative, stubbed C-pillars. This floating design allows the glasshouse to be extended rearwards under the arching roofline, emphasizing the flowing lines of the side body. The car's dynamic character is further underlined by a fresh expression of Opel's signature blade motif, now a swooping swage line from the base of the C-pillar into the lower front fender. The translucency of the fixed glass panel in the center of the roof is adaptive, allowing sunlight to warm the interior in the cold of winter, but darkening for coolness in summer. A duct at the rear edge of the roof is for additional cooling of the battery and electronic components.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
Integral to the Opel Flextreme GT/E Concept's expressive looks is the efficiency of the design execution. The small frontal area, low roof height (1308 mm) and a flat, enclosed underbody all enable the car to cleave the air with a minimum of disturbance. The 21-inch alloy wheels are relatively narrow, to reduce wind resistance, and fitted with 195/45, low rolling resistance tires. Clear, flush-mounted trim inserts also minimize air turbulence.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
The Opel Flextreme GT/E Concept also explores the potential for active shape shifting. At speeds above 50 km/h, a vertical panel extends along the body from the air extraction slot behind each rear wheel-arch. These 350 mm-long side spoilers guide high-speed airflow around the rear corners of the car, further reducing the amount of turbulence.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
Mass reduction measures for the body include the use of lightweight, carbon composite outer panels, polycarbonate window glazing and aluminum alloy structural components. Compared to conventional materials, these offer a 40 percent weight saving which further contributes to reduced energy consumption and an increased driving range.
The efficient concept also includes GM's ground-breaking E-REV drive system, already developed for the Opel Ampera. The Opel Flextreme GT/E Concept shows the versatility of this technology by displaying it in a larger, mid-size vehicle format.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
Despite its greater size and a maximum speed of more than 200 kilometers per hour, the Opel Flextreme GT/E Concept is projected to offer performance similar to that of the Ampera: a battery-powered driving range of up to 60 km - with zero CO2 tailpipe emissions - and a total range of more than 500 km. Average fuel consumption is estimated at 1.6 l/100 km, with CO2 emissions of less than 40 g/km. Unlike a hybrid vehicle, the wheels of the Opel Flextreme GT/E Concept are powered at all times by electricity. For typical journeys up to 60 km, energy is supplied by a T-shaped lithium-ion battery pack located under the floor and rear seat.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
However, unlike a battery-only electric vehicle, the Opel Flextreme GT/E Concept eliminates any possibility of range anxiety through fear of being stranded without power. The small gasoline engine/generator is seamlessly engaged to provide electricity whenever the battery's supply becomes depleted. In this mode, the driving range is extended to more than 500 km, until the plug-in battery pack can be recharged or the car is refueled. The motor in the electric drive unit delivers a substantial 370 Nm of instant torque, giving lively performance and projected zero to 100 km/h acceleration in less than nine seconds.
2010 Opel Flextreme GT/E Concept with E-REV Drive System
The Flextreme GT/E concept is a further step in Opel's unfolding strategy for the electrification of the automobile, which includes a wide portfolio of products using battery, extended-range, hybrid and fuel cell technologies.
Honda City 2009 2010
Honda Cars Philippines, Inc. eagerly opens year 2009 and the rest of the automotive industry with the arrival of its highly anticipated model, the All-New Honda City. Following the recent success of the new Jazz, the introduction of the 3rd generation City reinforces its claim in the passenger car segment.
The new City presents cutting-edge design and technologies that shall set new standards in it class. Bearing refined and class-leading features that are once reserved for luxury vehicles, the City neatly merges modernism with practicality for an ultimate driving pleasure. It simply changes the rules on how subcompacts should be like.
Taking inspiration from an arrowshot form design concept, the All-New City ascertains sleek and powerful stance from any angle. It features streamlined grille, harmonized with sharp headlights, smoother contours with rooflines that finish off to a higher rear deck and a 15” tire size to enhance its over-all sporty design. Read more
Honda City 2009
Honda City 2009
Honda City 2009
Honda City 2009
Honda City 2009
The new City presents cutting-edge design and technologies that shall set new standards in it class. Bearing refined and class-leading features that are once reserved for luxury vehicles, the City neatly merges modernism with practicality for an ultimate driving pleasure. It simply changes the rules on how subcompacts should be like.
Taking inspiration from an arrowshot form design concept, the All-New City ascertains sleek and powerful stance from any angle. It features streamlined grille, harmonized with sharp headlights, smoother contours with rooflines that finish off to a higher rear deck and a 15” tire size to enhance its over-all sporty design. Read more
Honda City 2009
Honda City 2009
Honda City 2009Honda City 2009
Honda City 2009
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