Few days after the teasing rendering, here is the official information on the roadster Codatronca Monza roadster soon to be on the stage of the Top Marques in Montecarlo. Obviously this is not an April Fish, as the M3 Pick-up posted yesterday.

For those of you who can’t wait to know everything about the latest creation by Ercole and Paolo Spada my edited report, here is a 1 to 1 reproduction of the company press release.

JUST IN

Spadaconcept extend its Codatronca© scale, launched with the TS model, by a futuristic sport car with  strong lines and shape; a car without compromise (you love it or you hate it! No space for “nice”) however it seems that this car has inspired lot of sports car of that segment as well as production supercars, above all in terms of front design and form language.

Spadaconcept is a design studio-atelier founded by Ercole Spada (former designer Zagato, BMW and IDEA institute), by Paolo Spada (ex designer smart and Honda) and Domiziano Boschi (ex Mc Kinsey).

The studio combines an original formula of design all over the field  with a vision from the design to the economic feasibility. This mission has brought during these years to  different creations, like the Stilo Helmets for Sebastién Loeb , a eco-globe award for best design of an eclectic van, boats, motorsport sport accessories, watches. However the design studio has rooted  its chromosomes in the world of the sport cars: over the passion of the three founders for the authentic sport cars, the pencil of Ercole Spada and Paolo Spada include among their most important realisations one-off  and sport cars.

That is the reason why Spadaconcept returns to present a powerful car with the racing instinct. Born by the pencil of Paolo and Ercole Spada the Spada Codatronca© Monza, a extreme Barchetta built by SpadaVettureSport s.r.l , originate from a request of a special client deciduous  of having a totally customized version of Codatronca© around his own requirements.

From this one-off car, SpadaVettureSport is planning to let arise a small series, making another step forward to the research of aerodynamics, lightness, and pleasure of driving. Codatronca© Monza has the same guide lines that portrayed most of the project of Ercole Spada, like the mythical tz1 and tz2, were characterize by the back shape called “Codatronca©”.

The Codatronca© Monza has mechanic and electronic components developed by ITALTECNICA, respecting the specification of the project needs, in this way we’ve obtained from the V8, in aluminium of more than 7lt with a dry pump, with a power of 700hp at 6200 rpm, with an incredible torque of 950Nm at 4200 rpm. The power is transmitted to the ground by the rear wheels thanks to a 6 gear close ratio transmission with a specific range also at the 6th gear to the limit of 7000 rpm that push the Codatronca© at 340Km/h with an acceleration from 0 to 100Km/h of only 3,0 sec. The designers gave more importance to the pleasure of driving instead of speed record, in the perfect style of the gentleman driver. For support that performance, the Codatronca© is fitted with a traction control on 3 level of action that progressively excludes only the traction control and after another push leaving the car to the bare control of its lucky owner. For a better check of the car’s data, Codatronca© has an equipment that can record since 80 hours of telemetry on track, with 40 active channel (steering angle, g meter longitudinal and lateral, single speed for each tyre, lap timer and gps tracking system for track trajectories and lots more) The chassis is a light and stiff aluminium tubular with two roll bar combined for offer the maximum protection also when it’s driven on track. The bodywork is made of light and resistant fibre that cover the chassis and the mechanics parts.

The suspension are completely adjustable like the one of the racing cars. A big news is represented by the possibility of set up the anti-roll bar on the front and on the rear separately on 4 level of hardness: rain, soft, medium and hard with an on-board regulation. In that way the wheel can work at its best and the suspension in every condition, especially when the car is on track due to the selection of harden or soften the axles for a perfect grip. The wheels are the Pirelli Pzero Corsa, with size 285/35/19’’ for the front wheels and 345/35/19’’ for the back wheels. The rims are of 19’’ by Oz, these were chosen to assure that the shoulder tyres transmit best the drive feelings of this fantastic tyres. The braking system is Brembo with racing 8 pistons aluminium callipers on the front with discs of 380mm and with 4 pistons aluminium callipers with discs of 355mm on the rear; governed by an Abs system of the latest generation.

The Codatronca©® shape of the back gave the possibility to create a trunk, with a suitcase set purposely made by Aznom srl.

The car is available at SpadaVettureSport in a limited number every year.

technical specifications

Spada Codatronca© Monza

Vehicle type Front-mid-engine, RWD 2-door roadster

Structure : Aluminum Space Frame combined with a magnesium engine cradle.

ENGINE :

Aluminum block V8 and cylinder head, eight-quart dry-sump lubrication system, titanium valves

Type _______________7.0 V-8 with two Italtecnica C38 Rotrex centrifugal superchargers and two intercoolers.

Displacement (cm3)_____________7011

Compression ratio (:1)__________11.5

Power (Horsepower @ rpm)______700 @ 6200

Torque (Nm @ rpm)____________950 @ 4200

Fuel feed____________________ SFI(sequential fuel injection)

Valvetrain___________________ OHV, 2valves per cylinder

TRANMISSION:

Short – Throw 6-speed manual

DIMENSIONS:

Weight (kg) ____________________1180

Wheelbase (mm)________________2686

Track, front/rear (mm)____________1607/1580

Length (mm)___________________4759

Width (mm)_____________________1942

Height (mm)____________________1130

SUSPENSION, STREERING, BRAKES:

Front and Rear Suspension Fully adjustable racing derived.

Steering Power-assisted, speed-sensitive, magnetic, variable-effort rack-and-pinion with fluid cooler.

Brakes Power-assisted disc with ABS, 380mm front discs and 355mm rears,

8-piston front and 4-piston rear Brembo calipers.

WHEELS:

Front: 285/35-19”   Rear: 345/35-19”

PERFORMANCE

Top speed (km/h)________________335

Acceleration 0-100 km/h (s)________3.0

www.spadaconcept.com

www.spadavetturesport.com

www.codatronca.com

BMW, the world leader in premium cars will not be the first to join the EV mass market but it will certainly be among the best dressed when it joins the party late in 2013. The number plate of the first Megacity Vehicle to come off the new production lines – to be built in the meantime within the Leipzig (Saxony, Germany) plant – has already been announced at a ceremony attended by German Chancellor Mrs. Angela Merkel and other local authorities. The plate reads L MV 2013, L for Leipzig, MCV for Megacity Vehicle and 2013 for the year of the planned launch.

What that car will be and look like is something BMW keeps for themselves, even if they feed the interest (of competitors as well as car buyers) very high by releasing teasing information at regular intervals.

What is clear is that the new plug-in electric BMW will be a roomy and comfortable premium car that will be offering the driving pleasure, quality and comfort standards of a 4 seater BMW either in two or four door configuration (although I would not be surprised if it comes with a new innovative opening system linking the rational EV with the emotional Vision Efficient Dynamics) and with more than adequate cargo area.

With an overall length close to 4 metres and because of the package advantages offered by E-propulsion systems it will offer the roominess and status of a 1 series within a length some 25 cm shorter than a first generation 1 series (the second generation due to be released next year is said to be significantly longer and a bit wider).

As all BMWs it will be rear wheel driven but, unlike them, its compact but high torque electric engine will sit on the rear axle, behind the bed of Lithium-Ion battery pack.

BMW has designed a specific market strategy for its all-new car of the future focusing on Mega Cities around the world. The definition of “megacity” or “mega-urban area” is used to describe cities with at least 8 million inhabitants. Worldwide there are now more than 30 of these vast agglomerations, says a BMW press release, with a total population of some 280 million. While these cities are growing ever faster, so also are challenges such as overcrowding and pollution.

BMW is developing the most consequent car for those areas. To this aim the German carmaker is investing* in ultra-light body construction and maximum efficiency of on-board efficiency to grant a 100 miles range on a charge at brilliant city-and suburban driving speed. To compensate for the extra weight of the energy pack estimated at 260 kilos, BMW is investing in a new approach in the design and engineering of the “revolutionary” lightweight body concept, which will combine an “ultra-light” Carbon Fibre Reinforced Plastic body mounted on an aluminium chassis.

According to BMW their MCV – to be marketed by what is described as a new sub-BMW brand – will weigh “no more than a comparable, conventionally powered car”.

After years or research, development and “on-field” tests (with its Mini-E and soon with the upcoming Active-E) BMW is so confident that its strategy and technology is a winner that it has already announced, in Leipzig, an investment of 400 million Euros to expand the production facilities there, in order to produce on a large scale its new EVs with an additional workforce of 800 people. Since the car is much simpler to assemble than a traditional one and the process highly automated, one can estimate that the production capacity being installed might start at 50,000 units per year and could eventually reach 100,000 units, allowing for very attractive scale of economies.

* The carmaker says that, including production of components, the BMW Group and the joint venture set up with the SGL Group for the manufacture of carbon fibres are investing a total of      € 530 million in the project. The beneficiaries of this investment are the BMW plants in Leipzig and Landshut and the joint venture facilities in Wackersdorf and Moses Lake (Washington state, USA). A total of over 1,000 jobs will be created as a result of the investment. The BMW plant in Dingolfing will produce important components for the drive system and chassis of the MCV.

Giancarlo Perini ©

The other day I was searching a story through my collection of Car Styling and I also noticed an interview with Ferninand Piëch, shortly after the introduction of the new Audi 100, the Car of the Year of the time. I found interesting to read again his words and check his visions with the development of Audi (and the entire Volkswagen group) some 27 years later.

Perhaps you too may like to read them and share your comments with other readers.

Status and Trends of Automotive Design Development.

Q: How would you describe the present status of automotive engineering in general?

A: Automotive engineering is currently in a state of tension between numerous influencing factors, some of them mutually contradictory. Increased awareness of environmental problems is taking effect in the form of statutory limits on exhaust emissions and noise, but is obliging us to design engines with unfavorable fuel-consumption characteristics and to increase body weight unnecessarily. However, rapidly rising fuel prices and the drop in our potential customers’ available incomes on almost all volume markets oblige us to devote top priority in our development work to reducing fuel consumption. All in all, therefore, automotive engineering is striving to achieve the optimum compromise between economical running and long-term durability, with increased safety and environmental acceptability thrown in at the same time. Considerable progress in the field of electronics and in the materials sector has resulted in technical features appearing on production vehicles which would have been considered impossible to achieve only a short time ago.

Q: In your opinion, what areas of production technology can be expected to make the most significant progress in the next 10 or 20 years?

A: There is no doubt that in coming years we shall make progress in terms of a still greater degree of mechanization on an increasingly “intelligent” basis. The motive for introducing handling robots and automatic welding machines is of course not merely their ability to perform the work more cheaply than human beings, but also the fact that they achieve consistently high levels of quality. Other possible areas in which production technology may make progress are closer links between development and production by means of CAD/CAM systems, or the introduction of new materials, which are in particular bound to be lighter in weight than those they supersede.

Q: Could you anticipate for us just what Audi’s strategic options for that same 10 to 20 years from now period might be, to include plans as a part of the VW Group, technical options, new model ranges and the company’s image as well as any other points you feel to be pertinent? A; We intend to extend our range of models further, though of course each new model has to be most carefully assessed in terms of its cost and benefit for the company. It is therefore impossible to state in generally valid terms whether these new models will be derived from existing ranges, perhaps in the form of coupes or estate cars, whether top models will have turbocharged engines or whether four-wheel drive will be offered in specific cases additionally or exclusively.

Q: Well, to put it another way, what is Audi’s design philosophy? And to what extent does the new Audi 100 reflect that philosophy?

A: Audi’s design philosophy is a very clear one: to offer the customer maximum benefit while incurring minimum outlay on raw materials and energy. The new Audi 100 is unequivocal evidence of this policy: a sedan with the performance and comfort of a large luxury car, yet with the fuel consumption of a typical medium-sized family car. It will be obvious that such cars cannot be cheap if they are to be reliable and to last a long time. We none the less consider that a slightly higher initial purchase price pays off in the long run in terms of reduced consumption and the likelihood of a better resale or trade-in price later on.

Audi’s Experience and Technical Orientations.

Q: Could you fill us in a little on the company’s aims and priorities as far as aerodynamics is concerned, and tell us how these affect development costs?

A: We attach high priority to improved aerodynamics. It is pointless for a car to consume energy simply to overcome air resistance, yet this factor exceeds all other forms of resistance at speeds above a mere 60 km/h. Accordingly, there is enormous scope for economies in this area. When designing aerodynamically efficient vehicles, however, care must be taken not to restrict occupant comfort or convenience in any way. We believe that we have achieved these objectives successfully on the new Audi 100. Additional expense is of course incurred in the development of cars with low Cd values, not only on account of the computer time and wind-tunnel experiments involved, but also because production of the vehicle itself becomes more complex. For example, the windows on the new Audi 100 have been installed almost flush with adjacent outer body panels.

Q: What about reducing weight factors? How is this accomplished, when and at what cost?

A: If it is not deemed practical to change to different materials in certain cases, the only remaining method is to design for lighter weight right from the start. That is, right from the outset all unnecessary material must be eliminated. This calls for a great deal of intelligence, but results in an improvement not only in the vehicle’s functioning but also in its safety. I can illustrate this with an albeit not very subtle example: a seriously overweight person finds it difficult to jump from more than a certain height without incurring injury. A well-trained person of average weight is capable of jumping from the same height without the slightest inconvenience, however. The second method, unfortunately in most cases the most expensive one, is to adopt different materials. Examples I could cite here are aluminum and composite-fiber materials. These represent quite a distinct further potential saving in weight, but the economic viability of this approach depends not least on future fuel price movements.

Q: How will Audi’s engines evolve in future, and what will the role of ottos, diesels, turbos and other supercharging systems be?

A: In the foreseeable future, we can be reasonably certain that liquid-fueled engines will remain dominant. This is explained by the higher energy density of liquid fuels related to both their mass and their volume. Work is proceeding intensively on the further development of both spark-ignition and compression-ignition engines. The reduction is aerodynamic drag permits engines to be designed for greater torque at lower running speeds. This in turn benefits fuel consumption, driving refinement and engine operating life. As for turbocharging, which on spark-ignition engines in particular offers opportunities for more accurate control with the aid of electronic systems, I can see still-unexploited opportunities, not only for Increasing power output but also for reducing fuel consumption.

Q: Audi is a leader in the area of four-wheel-drive passenger cars. To what extent will four-wheel drive be applied in future? Will it become optional equipment on all Audi cars, or will it be reserved only for those “special” models?

A: We believe that all-wheel drive distinctly improves not only a car’s overall availability, but also its road safety. On account of its contributions to safety in particular, we have adopted the permanent all-wheel drive principle, in other words, all four wheels of the car being driven all the time. Only permanent four-wheel drive permits the car’s suspension rates and other characteristics to be finalized in such a way as to provide the driver with a vehicle which reacts predictably and tolerantly even in critical situations. Unfortunately, every new technology has to be paid for in its initial introductory phase. We nevertheless hope that before long we shall be able to offer this automotive design feature at such a reasonable price that it will cease to be the sole prerogative of special or exclusive models and will become available in many cases to our customers as an alternative which they can choose if required.

Q: What sort of innovations can be expect in interior design in future, both from Audi and in general? A: With regard to interior design, the further development of manufacturing processes and the introduction of new   ‘ materials will not only improve the optical and tactile qualities of equipment, but will also render functional developments possible. Consider, for example, “active-breathing” seat upholstery materials. Better yet, think of the benefits of physiologically designed seats for long periods of driving free from fatigue, or further improved spring and damping characteristics for seats as a means of increasing comfort. In future, the adoption of electronics could make not only instrumentation, but also controls less rigid in design and therefore ergonomically more satisfying than has so far been the case. For the driver, there will be more accurate information available on the condition of his vehicle and on the road and route over which he is driving. Q: To what extent is safety related to interior roominess and design?

A: Audi plans and designs its car interiors with close attention to safety aspects. Passive safety, as it is known, for all the elements concerned to be designed in such a way as to minimize the risk of injury to the car’s occupants in the even of an accident. Active safety, on the other hand, requires items to be designed and positioned such that the driver need only divert a minimum amount of his attention to the task of actually operating and monitoring the vehicle, so that he can concentrate as much as possible on the events taking place in the traffic all around him.

Q: What have the AUTO 2000 experimental car and the new Audi 100 meant for Audi? Is the Audi 100 the forerunner of a new Audi model range?

A: Results obtained with the experimental research automobile and on the new Audi 100 have confirmed us In the view that we should continue to pursue this direction of development with every determination: low aerodynamic drag and weight-saving construction make it possible to plan the entire driveline of the vehicle for minimum fuel consumption. The performance and comfort of a superior class of vehicle can in this way be combined with the consumption levels of an altogether smaller or less ambitious model.

Some Personal Comments from Piëch

Q: What are your views on Giugiaro’s Megagamma concept and the new Toyota Tercel 4×4 (Sprinter Carib)?

A: Every design which emanates from Giugiaro merits the most careful scrutiny and reassessment of one’s own approaches. This certainly applies to the Megagamma. The Toyota Tercel 4×4 is undoubtedly a worthwhile addition to the range of dual-purpose vehicles being marketed with provision for engaging all-wheel drive. It does not infringe in any way on our own concept of permanent all-wheel drive for the maximum possible active safety and availability of the automobile regardless of external conditions.

Q: Could you please give us your pinions concerning the relationship between and among technical innovation and quality, mass production technology, economies of scale and car prices?

A: Technical innovation and quality do not contain any inherent contradictions. Every technical innovation must be judged by its ability to fulfill its intended function better than an existing solution. Its use on production models can only be considered after the new principle has demonstrated its reliability.

Mass-production technology is a term which can initially conjure up negative associations. The attitude expressed by Henry Ford’s famous promise that customers for his cars could obtain them “in any color provided it was black,” has been rendered obsolete by modern technological progress. Modern automotive technologies permit individually-equipped vehicles to be manufactured in volume to standards of functional quality which hand-built vehicles themselves can scarcely equal. High output volumes quite naturally offer scope for more efficient production methods and thus for reduced unit costs. On the other hand, the same high output volumes necessitate extremely heavy financial investments and involve the risk of inflexibility, i.e. the inability to react adequately to changes in the market situation. Audi is endeavoring to pursue a middle path in this respect, with a production volume permitting to charge prices which enough customers can afford, yet the same time enabling us to rapidly respond to customer wishes by introducing new technological developments without delay.

Q- What can you say about the relationship of aerodynamic efficiency and a car’s aesthetic appeal?

A: We feel that the new Audi 100 is a fine example of aerodynamic efficiency being linked almost inextricably with aesthetic appeal. The visual appearance or aesthetics of an automobile represent, after all, a deliberate statement. Any consistent statement—and aerodynamic efficiency is an element in the statement we are making—becomes convincing, and derives its justification from its function. In this way, aesthetics acquire an evident value and can be freed from potential stigma of superficial features and changes governed primarily by considerations of mere fashion.

Q: Being a world-renowned engineer yourself, how do you personally regard automobile aesthetics?

A: It would be a sad situation if the value attached to automobile aesthetics were to fall. My comments on your previous question show, I hope, that I take an optimistic view of the situation. Our eyes are among the most important organs supplying signals to our senses. The signals which our eyes pick up and transmit influence our entire behavior. In view of this, automobile aesthetics must surely retain their significant status. However, I expect them to be influenced more by function and less by fashionable trends. As several new models launched this year have confirmed, this need not mean that the variety of appearance we all regard as so desirable has to suffer.

Published in Car Styling issue 42, April 1983.

Auto(r) 2010 automotive design conference

20-21March, Museum of Contemporary Art Zagreb.

This is the report that Daniel Tomicic, promoter and organiser of the Conference, has been so kind to write for our blog. I hope the speakers and attendees will submit their manuscripts and comments to continue the stimulating dialogues sparked by the Conference. All photograph are from Laurent Nivalle.

Auto(r) is new automotive design conference that started last year in Zagreb, Croatia. It is the biggest event of its kind in Europe 2009 and 2010. Idea behind Auto(r) is to popularise automotive design to wide audience and not automotive professionals only. That is done by promotion of automotive designers as creative individuals equal to other product designers. Event name is a play of words auto and author in Croatian.

Museum of Contemporary Art Zagreb hosted Auto(r) 2010 for two days of lectures, panel discussions and workshops that attracted car and design enthusiasts from the region.

Auto(r) 2010 speaker list included: Maarten de Bruijn (Silvestris), founder of Spyker and designer of all Spyker models until 2005 admired for their unique styling. Today, de Bruijn works on Silvestris motorboat. Belgium Sebastien Stassin (Kiska) is motorcycle designer that worked for Piaggio and Honda before joining Salzburg design company Kiska as a partner in charge of transportation design, there he created extreme car KTM X-Bow.

Auto(r) hosted for the first time two world renowned automotive design theoreticians: Giancarlo Perini (Car Styling) gave overview of design at Geneva motor show 2010 and Enrico Fagone (Scuola Politecnica di Design) has spoken on past, present and future of automotive design.

Kemal Curić (Ford) made presentation on Ford Iosis Max and Nemanja Lalicic (ex Honda) on his work that includes Stola Phalcon. Clay modeller Francesco Carbini (Scuola Politecnica di Design) gave in-deep coverage of his profession. Marko Lukovic (University of Arts Belgrade) has spoken on his experience of winning Peugeot Design Contest and Dragan Zegarac (Volkswagen) on LED technology and “night design”. Workshop was guided by Dario Dropucic (freelance designer) and panel discussion by Boris Ljubicic, the most famous Croatian designer.

Auto(r) conference includes Design Challenge. This year theme was to create a vehicle for senior citizens. Winner was chosen by speakers that unanimously chose work of Zdenko Vukoja, amateur designer from Croatia. Auto(r) 2010 special attraction was KTM X-Bow that was exposed in front of the Museum and occasionally driven by speakers.

Auto(r) is supported by Scuola Politecnica di Design, City of Zagreb, Renault, Volvo, Ford, Auto Design & Styling magazine.

More info: www.automotivedesignconference.com

SPEAKERS

1. MAARTEN DE BRUIJN (Spyker, Silvestris) – Dutch designer end entrepreneur, co-founder of new Spyker and designer of all models until 2005 when he left to start Silvestris and produce boats.

2. FRANCESCO CABRINI (DaimlerChrysler, Moto Guzzi, Audi, Ford, BMW, MINI, Italdesign Giugiaro, Yamaha) Clay modeller and lecturer at Scuola Politecnica di Design, Milano.

3. DARIO DROPUCIC (freelance) – Croatian with Scuola Politecnica di Design Transportation design degree.

4. ENRICO FAGONE (Car & Transportation design, founder and editor in chief) – One of world’s most influential theoreticians on automotive design.

5. NEMANJA LALICIC (Stola, Honda, freelance) – Serbian designer in 2008 transformed Maybach Exelero concept into Stola Phalcon Coupe for Arab oil sheiks.

6. MARKO LUKOVIC (winner of Peugeot Design Contest 2001., Zastava, freelance) – Winner of the most famous automotive design contest in the world, organised by Peugeot and Assistant Professor at two universities in Serbia.

7. GIANCARLO PERINI (Car Styling, European Editor) – One of the world most prominent journalists specialised in automotive design. 1969-74 he was marketing and PR director at Italdesign.

8. SEBASTIEN STASSIN (Piaggio, Honda Motorcycles, KTM, Kiska) – Motorbike designer credited for style of extreme car KTM X-Bow.

DRAGAN ŽEGARAC (Volvo, Volkswagen) – Design Project Manager in Volkswagen design department.

Audi is ready to launch next generation of its A8 and promises fascinating sportiness, innovative technology and superior comfort.

The new generation of the company flagship aim at consolidating its charisma through its light aluminum body, powerful and highly efficient engines, new driver assistance systems, the full LED headlights, an elegant interior with a craftsman’s level of workmanship and the further improved MMI operating system. More than ever its focus in on superlative dynamics, workmanship touches, pioneering efficiency and perfection in design, but this time it is adding a more dynamic and sensual look to its style.

“The new Audi A8 is the sportiest sedan in its segment,” says Rupert Stadler, Chairman of the Board of Management of AUDI AG. “It combines numerous functions in a new and intelligent way. And it’s unmatched in the stylistic elements and impression of the interior.”

The interior is spectacular and captivating, with its new and spacious design and uncompromisingly high-quality workmanship full of attention to the smallest detail.

The comfort on board is first class, according to Audi claims. From new, emotionally charged ambient lighting to the luxurious, power adjustable seats in the rear.

The new A8 starts off with either of two engines, a 4.2 FSI with 273 kW (372 hp) and a 4.2 TDI, packing 258 kW (350 hp). They will be followed by a 3.0 TDI with 184 kW (250 hp). All engines afford increased power and torque – but their fuel consumption has dropped by 13 to 22 percent, thanks to intelligent and efficient technologies like the recuperation system and innovative thermal management.

A second variant of the 3.0 TDI, with front-wheel drive, will follow at a later time,

Is credited with emissions limited to 159 grams of CO2 per kilometre (255.89 g/mile) or 6.0 litres of fuel per 100 km (39.20 US mpg), thus achieving the lowest consumption rate in the luxury segment, so far.

The technology contents of the new A8 reaches new heights with the addition of a touchpad to the MMI man-machine interface that enables the driver to control many functions intuitively; for example, the navigation destination can be entered by tracing the letters on the pad.

MMI navigation plus is networked in a novel fashion with the advanced driver assistance and safety systems. It follows the route in advance during driving and provides the data to the control units for the automatic transmission, the headlights and for the ACC stop & go function.

The new technologies include a night vision assistance and the speed limit display.

With the new A8, Audi consolidates its leadership in the lighting technology. The headlights are full LED and use light emitting diodes for all light functions. They give the luxury sedan an unmistakable appearance day and night. The revolutionary optics used in these headlights mean a departure from the tubular light modules commonly used today.

The new Audi A8 will go on sale “early 2010”.

The new Audi A8 At a glance ( from Audi press-release)

Body

- Lightweight and yet ultra-strong aluminum body with ASF design

- Flowing design, full LED headlights on request

Interior and controls

- Luxurious interior with newly developed, spacious styling

- Craftsman-level workmanship, emotionally charged interior lighting

- Advanced MMI operating system, MMI touch navigation system with pioneering operating concept

- Seats with optional ventilation and massage functions, luxurious individual rear seats optional

Safety

- New Audi pre sense safety system for avoiding accidents and for minimizing their consequences

Infotainment and driver assistance systems

- Navigation system of the next generation closely networked with the assistance systems; high-end audio systems and online services

- Night vision assistant with pedestrian marking, adaptive cruise control with stop & go feature and advanced driver assistance systems

Drivetrain

- Two TDI engines and one gasoline engine, all with direct fuel injection, with power ranging from 184 kW (250 hp) to 273 kW (372 hp)

- Another 3.0 TDI with 150 kW (204 hp), best-in-class CO2 of 159 g/km (255.89 g/mile)

- Consumption improved by up to 22 percent with enhanced performance

- All engines with recuperation system, 3.0 TDI also with start-stop system

- New 8-speed tiptronic as standard, shift-by-wire control

- Standard quattro all-wheel drive, optional sport differential (standard with A8 4.2 TDI)

Chassis

- Lightweight wheel suspension, balanced axle load distribution

- Audi drive select driving dynamic system including standard adaptive air suspension and daptive damping, optional dynamic steering

It is called McLaren MP4-12C and it has been designed by Frank Stephenson.

I am offering you a selection of official images with not much words at this time. For two reasons. I am in a hurry and, despite McLaren has released a 29 pages text I have no clue about what this car is going to be really, for the very simple reason that McLaren has been very careful at not release any data that would its competitors critical information about its overall weight (the supercar body is made of carbon fibre and light alloys) and dimensions.

What is clear is that the ultimate McLaren is a top performer designed and engineered to compete in the core segment of the supercars market.

The McLaren MP4-12C, is a high performance two-seat mid-engine model in the ‘core’ sports car market segment for cars costing between £125,000 and £175,000. The 12C is pure McLaren, featuring no carryover parts from any other car, and will be produced by McLaren in the UK. It goes on sale through a dedicated, worldwide retailer network in early 2011.

The 12C  McLaren will be the first car from McLaren Automotive, based at the McLaren Technology Centre in Woking, England. This is  a new company, set up as an independent car division, dedicated exclusively to the creation of a complete range of sport cars.

Here are the main claims declared by the company:

• The first in a range of high performance sports cars from the home of the world’s most successful racing car company
• McLaren MP4-12C set to re-write the rules of sports car design through Formula 1-inspired engineering, revolutionary chassis architecture, and absolute focus on efficiency
• Legendary McLaren F1 inspires concept; 21^st century demands drive McLaren MP4-12C execution
• McLaren MP4-12C represents ‘pure McLaren’; from unique engineering to bespoke design where everything is for a reason.

And some of the official statements.

“It is a long-held dream of mine to launch a range of high performance sports cars that set new standards in the industry,” said Dennis.

“We began designing and building cars for aficionados of thoroughbred sports cars almost 20 years ago. Incorporating the leading edge technologies that the McLaren Group has built up within its various companies, I believe we are now perfectly placed to open up this new chapter in McLaren’s history as well as play a part in the regeneration of high-tech manufacturing in the UK and global automotive environment,” he concluded.

“McLaren is already a car maker with maturity and experience, having produced iconic cars such as the F1,” said Antony Sheriff, McLaren Automotive Managing Director. “The next step was to construct a range of pure McLaren high performance sports cars that are true to the company’s philosophy and reflect our position as an absolute technology and performance leader. So, when we embarked on the 12C project, we wanted to re-write the rules of sports car design. Indeed, the 12C offers performance and technology that exceeds that of the world’s most expensive and sophisticated supercars, while competing in a much more accessible market segment. And to achieve this result, we designed every component from scratch to meet the extreme goals of the 12C and avoid any compromise.”

“Forget what you know about sports car companies, McLaren is different.”

“A clear illustration of its special qualities is in the efficiency of its power delivery. With the 12C’s power output of around 600hp and its low CO2 emissions, it delivers the highest horsepower to CO2 ratio of any car on the market today with an internal combustion engine…and that includes petrol and diesel hybrids,” Sheriff concluded.

According to Frank Stephenson, McLaren Automotive Design Director, the 12C has been designed to look great today and still look great in (many) years to come.” Just like the McLaren F1.

The 12C’s body has been styled to support sector-leading levels of down-force. Down-force that then subsequently contributes to sector-leading levels of lateral grip and stability. Air flow has been manically managed to support all performance figures and light weight targets. For example, placing the radiators adjacent to the engine keeps the car narrow and reduces weight. However, this results in a huge challenge of ensuring ample air flow to the radiators. The result? The large side air scoops and integrated turning vanes that are dramatic, but purely functional. No larger or smaller than required.

Ron Dennis, Chairman                       Frank Stephenson       Antony Sheriff

The designer’s challenge is to then take that styling purpose driven by engineering aspirations and add personality. That’s why the air scoops resemble the McLaren logo in form, as do other features around the car.

Just two ‘pure’ lines flow round the car and, when combined with the integration of several dramatic convex and concave surfaces, present a car that looks compact, low and well proportioned.

Stephenson stresses that “All the fins, vents and the flat underbody are there for a reason. No styling addenda have been incorporated for appeal or style alone. This aerodynamic purity explains why this car can hit top speed with great stability without resorting to tea tray wings or deep front air dams. I really feel that the styling communicates the 12C’s engineering integrity and technical benefits and it is this purity that makes the design timeless.”