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Audi recognizes artists as pop-culture icons often setting trends for the masses and it's no mistake Audi has aligned themselves with such freethinkers. As a marketing tool as well as an outlet for Audi's own design endeavors, Design Miami, represents the gathering of the most influential designers, art gallery owners, dealers, and collectors in Miami’s Design District to present and absorb the latest trends.

Audi's own exhibition titled, “Wire Frame”, places the recently revealed Audi Cross Cabriolet Concept study as the focal point. Keeping it on the simple side, Audi has stretched cables over the vehicle which, “simulate the vehicle’s design lines in a three dimensional space”. Similar to last years uninspiring Design Miami Audi R8 Ignition exhibit, clearly Audi wants the focus to be the car, so the lack of any real integration of the vehicle with the display itself, is disappointing. Surely Audi would garner bigger headlines if they chopped the concept in half and suspended the pieces by the stretched cables above, as an example, but given the costs of these prototypes, it's understandable the exhibits need to be artistically lame tame.

Press Release

The Audi Design Lab provides spectacular insights

Experience design processes live

• Panel discussion with internationally-renowned designers

• Audi Cross Cabriolet is the focal point of an exciting creation

Between December 7th and 9th, 2007, the most influential designers, art gallery owners, dealers, and collectors will gather in Miami’s Design District to present and absorb the latest trends from the world of design. This year, Audi is again present as the exclusive automobile sponsor and creative exhibitor at “Design Miami/ 2007”, founded by Ambra Medda. “We want to promote young, progressive art,” explains Ralph Weyler, Member of the Board of Management at AUDI AG for Marketing and Sales. “This means placing top priority on innovation and design.”

As a magnet attracting interest from the international design and art scene, Design Miami/ is an ideal stage where the brand with the four rings can appear as a designer among designers and find inspiration. Audi’s chief designer, Stefan Sielaff, also believes this: “Future trends and emerging developments are best detected where free art and applied art meet.”

The focal point of the creative presentation will be the Audi Cross Cabriolet concept study, which celebrated its successful premiere at the Los Angeles Auto Show in November. Sturdy, powerful but at the same time elegant, the styling of the study will catch everybody’s attention. Cables stretched under tension in the atrium of the Moore Building exhibition hall simulate the vehicle’s design lines in a three dimensional space and round off this extraordinary creation with the title “Wire Frame”.

The creation, whose name is taken from the preliminary phase in the plastic design process, is accompanied by an Audi Design Lab set up specifically for Design Miami/ 2007. This is the first chance ever for visitors to the show to look over the shoulders of actual Audi designers as they sketch out their designs and craft models out of clay.

Another high spot involving Audi is a panel discussion on the subject of “The human element. How are designers preserving soul in the 21st Century?” Taking part are the French designer Matali Crasset, the renowned U.S. architect Chad Oppenheim, today’s most renowned Swiss landscape gardener Enzo Enea and Audi’s chief designer Stefan Sielaff. These top-flight international experts representing four different design disciplines will provide fascinating insights into their work.

On the automobile design scene, Audi is recognized for design icons such as the Audi TT, the Audi A5 and the Audi R8 sports car, just picked as the best-looking automobile in the world.

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Retains third position in 2007 season

The FIA's World Motor Sport Council has given a guilty verdict in the case of McLaren vs Renault. Renault has breached article 151c ("any fraudulent conduct or any act prejudicial to the interests of any competition or to the interests of motor sport generally") of the International Sporting Code. In short, Renault was in possession of classified McLaren schematics of their 2006 car. But where McLaren was found guilty of 'spying' on Ferrari and fined, rightfully so, 100 million Euro, Renault walks away unscathed due to 'lack of evidence'.

Renault had received several documents from Philip Mackereth (ex McLaren engineer) of which four found their way into the Renault team. Three were outdated and resulted in no gain for Renault, but the fourth, a schematic displaying McLaren's 'J-Damper' was used to try and get the system declared illegal. But Renault could not make much sense of the schematic and the complaint never made it past the FIA commission.

Sticky point was the file called peak2 / 21aspec which was a screen grab of McLaren's MP4-22A Technical Specification file, outlining the 2007 McLaren F1 car. But Renault was never 'influenced' by this image and was ultimately dismissed as evidence. Another finding of the FIA was that the information was not 'live', and thus outdated, and that Renault has been very cooperative and pro-active in regards to this case and to avoid it happening again.

From the FIA verdict: 8.12. In these circumstances, although a number of very unsatisfactory elements were noted during the deliberations, in assessing the gravity of the breach, the WMSC concluded that there was insufficient evidence to establish that the information was used in such a way as to interfere with or to have an impact on the Championship.

Without a huge fine in prospect, Renault now has enough financial backing and the chance to win the constructors title to offer ex-McLaren driver Fernando Alonso a new contract to return to the Renault team for the 2008 season.

Read the entire transcript after the source jump.

Related entries:

Renault set to Answer FIA Over Spying Charges
Alonso to Re-Join Renault F1 Team
McLaren F1 Apologizes to FIA and Ferrari

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The 2005 Ford Mustang captured the hearts and minds of millions of fans and future owners when the all-new model debuted. But the proportions and design of Ford’s first purpose-built muscle car in 30-plus years caught the eyes and sparked the imaginations of a pair of the world’s leading coachbuilders in Italy as well.

“When we saw the new Mustang, we knew two things: It was the best we’d seen since the original, and we had to get our hands on one,” said Fabrizio Giugiaro, styling director of Italdesign – Giugiaro S.P.A. “We still believe it’s important to show the automotive world pure exercises in style that interpret key models reflecting the history and image of important brands.”

So in early 2005, Giugiaro pitched J Mays, Ford Motor Company’s group vice president, Design and chief creative officer, on his idea to do an Italian job on the beloved Mustang. The result: Mustang by Giugiaro – a one-of-a-kind concept powered by Ford Racing technologies, marking the Italian coachbuilder’s first reveal at the inaugural November Los Angeles Auto Show.

“It seemed only fitting,” said Mays. “This design study reinforces the global appeal of Mustang, yet it’s right at home in L.A. – America’s most enthusiastic performance and muscle car market. Plus, design icon Giorgetto Giugairo’s offer to work his magic on Mustang alongside his son underscores the timelessness allure of Ford’s most iconic car.”

Design aficionados will remember that the senior Giugiaro – who last year celebrated his 50 th anniversary in the business by designing a custom-made Ferrari, the GG50 – created the 1965 Bertone Mustang. The car, which was unmistakably Italian in its interpretation, became the first European-styled car to make its international debut in America following the end of World War II.

The senior Giugiaro’s portfolio includes concept and production designs for nearly every automaker in the world – from Fiat, Alfa Romeo and Volkswagen to Mazda, Lotus and Bugatti. Since joining ItalDesign, the family firm, in 1990, Fabrizio Giugiaro has helped deliver key global designs as well, but American automotive icons have long captured his attention. He designed the Chevrolet Corvette Moray, unveiled in early 2003, and was eager to expand the collection of Giugiaro-interpreted American metal.

Fabrizio Giugiaro led the 2-D design process on the Mustang by Giugiaro concept, allowing him to deliver a complete exterior model from the family’s Turin, Italy, studios in just four months. Visually, the Mustang by Giugiaro appears more compact than the production car, thanks to a reduction of the rear overhang and a signature Giugiaro “trick” of tapering the angles on the car to the limit of its mechanical outlines.

Still, the Italian version of America’s most popular muscle car hasn’t lost any of its swagger. The vibrant orange concept is wider than the production version. The Giugiaros added 30 millimeters to the front, gradually expanding the width by a full 80 millimeters toward the rear, which is typical in Italian design.

With its longer hood and the trunk barely visible, the car looks more of a fastback in side view. But details throughout reinforce the freedom and rebellion synonymous with Mustang. Fabrizio Giugiaro’s favorites include:

The interior – featuring a dramatic instrument panel that sweeps the width of the car; circular gauges that project from behind the steering wheel; dark brown horsehide-covered headrests with horse logo accents; and seat cushions and backrests elaborately upholstered in dark brown mottled horse hides.

The single curved glass panel that bridges the windshield and rear window, serving as the concept’s roof. Produced by Solutia of Detroit, the panel is made from a special type of crystal that filters out 100 percent of UVA rays while providing unfettered vista views. Its dramatic doors, which are hinged at the base of the upright A-pillar and open vertically at the touch of a button. Bespoke taillights, which are three separate elements as found on the 1964 Mustang – but reinterpreted into a more dramatic arrow shape that links to the louver panels that replace the rear side windows.

The visible curl that sweeps into the crest of the concept’s carbon fiber fenders, hinting at tail fins that defined American cars of the ‘50s. The sporting-but-elegant unique 20-inch rims, fitted with 275/40 tires on the front and larger 315/35 tires on the rear.

As its wheels and tires suggest, the Mustang by Giugiaro is more than just a tribute to Mustang design. It also is an exclamation of the car’s heritage of performance. The concept features a powertrain and chassis enhanced in conjunction with Ford Racing – which is responsible for Ford Motor Company motorsports development and operations.

Ford Racing’s efforts include the development and sale of a race-prepared version of the Mustang, called the FR500C, for the Grand-Am KONI Challenge Series. In its first season alone, the FR500C scored five wins in the 2005 GS Class, including the manufacturers’ championship, in which Mustang bested other production-based sports cars, including the BMW M3 and Porsche 911.

This Mustang, a turn-key race car sold to privateers, provided the inspiration for the Mustang by Giugiaro concept’s performance and handling attributes.

Ford Racing improved on the already-robust 300 horsepower all-aluminum 4.6-liter 3-valve V-8 engine in the production Mustang GT by adding an intercooled twin-screw supercharger for the new concept. Additional improvements include fuel injectors from the Ford GT and a unique engine calibration. Engine air intake is increased with a larger 95 mm mass air meter and a conical air filter. Exhaust performance is enhanced with new Ford Racing mufflers and an X-pipe.

The powertrain upgrades deliver an estimated 500 horsepower, complete with a boost level of 11 psi from the Ford Racing supercharger. A high-efficiency Ford Racing aluminum radiator provides increased cooling capability to accompany the extra 200 horsepower provided under hood.

Under the car, the FR500C-inspired chassis tuning is accomplished with a tailored Ford Racing Handling Pack. This package, available through Ford Racing for the Mustang GT, adds new Dynamic-tuned dampers, lowering springs and anti-sway bars. The changes give the car a lower stance while sharpening handling response. The car rides approximately 1.5 inches lower than the production Mustang GT.

“The Mustang by Giugiaro drives as good as it looks,” said Fabrizio Giugiaro. “After taking it to the limits on streets outside of Turin, I can honestly say this car was well worth the 30,000 hours of blood, sweat and tears that we invested to create a modern performance classic.”
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Convertible spied

Ford is readying a facelift for its Mustang range which is set for a 2009 or 2010 unveiling while Dodge is getting ready (and building tension) to launch their own 'classic' new muscle car.

The facelift comes mid-cycle for the pony muscle car, and judging from the amount of camouflage the facelift will consist of an entirely new front and rear fascia, including new grille, headlamps and taillights. But despite early hopes, it now seems unlikely that Ford has had much inspiration from the Giugiaro Mustang.

The interior will be touched up as well, but the spyphotographer who accidentally ran into this prototype while making a U-turn was unable to capture proof of this on (digital) film.

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Audi will be participating in Design Miami/ 2006 - the global forum for collecting, exhibiting, discussing and creating design, as its exclusive automotive sponsor. As such Audi will present the “R8 Ignition” installation, showingcasing Audi’s new R8 sports car.

From 7th to 10th December the most influential designers, gallery owners, dealers and collectors will meet in the Miami Design District assess the latest trends in the world of design. Miami has long been one of the world’s leading trendsetting metropolises and Design Miami/ 2006 has become one of the groundbreaking gatherings of top designers.

Audi has long been recognized as a trendsetter in automotive design. The R8, the brand’s first mid-engined model, is a prime example, illustrating the sports car design of the next generation with its fascinating contrast between calm and flowing surfaces and elegance and technology.

Audi goes one step further at “Design Miami/ 2006” with the “R8 Ignition” installation. “Our new sports car will become part of the design and art scene by way of an installation that expresses the ultimate sportiness of the model in a sophisticated, artistic way”, says Walter de’Silva, Head of Design for the Audi brand group.

“Being progressive means innovation competence both in terms of technology and in pioneering design. Audi utilizes these competences to great effect and communicates them effectively, even among design and art connoisseurs”, comments Ralph Weyler, Board Member for Marketing and Sales at AUDI AG.

The moment when power is created

Located in the atrium of the Moore Building, Audi will showcase its progressive approach in Miami: with the “R8 Ignition” installation, incorporated in the timber-frame construction of the historical warehouse, the new Audi R8 metamorphoses from a perfectly formed design object to an artistic unicum.

The ignition, the “big bang” of dynamism, the moment when power is created and transformed into motion – this is the theme of the approximately ten-meter-high installation. It symbolizes the dynamism of the R8, recently presented at the Paris Motor Show: teardrop-shaped arrows aimed at the silver sports car shoot across the room, expressing motion and speed and convey some of the potency of the sports car.

The R8 is the focal point and dynamic cell of this special, 64-square-metre installation. Thanks to its size – and most importantly the height of the exhibition hall – there are new perspectives and angles for the visitor from every vantage point. An unusual perspective is provided by the view of the R8 from the third floor. The heart of the sports car is then visible through the glass bonnet, a high-speed eight-cylinder engine with an output of 420 hp.

“We have created an unmistakable structure around the new super sports car from Audi, which will ensure that all visitors are captivated by the R8”, says Bernhard Neumann, Head of International Exhibitions at AUDI AG, impressed by the sculpture which was conceived in conjunction with Mutabor brand experience design and the Schmidhuber & Partner firm of architects. Berlin video-jockeys BAUHOUSE developed a special sound collage for the sound elements of the exhibit.

Ambra Medda, Director and Co-Founder, said: “Design Miami/ 2006 is proud to have Audi come on board as its exclusive automotive sponsor. Audi, as a company, has always been dedicated to the exploration and use of good design, which is in keeping with the principles and spirit of Design Miami/. We are thrilled to be working with Audi and to have ‘R8 Ignition’ in Design Miami/ 2006.”

Miami – the trendsetting metropolis

In recent years Miami has become one of the magnets for the international arts scene and design culture. An entire city district in the north of downtown, only ten minutes away from South Beach, is now known as the Design District. And rightly so, for in just a decade or so the previously gloomy area has blossomed into a colorful trendsetter in the world of design. Today over 100 galleries and showrooms attract artists and designers, and of course customers interested in art and design, from all over the world.

Since 2002, the arts scene in Florida’s trendsetting metropolis has been enhanced by “Art Basel Miami Beach”. Initially a spin-off from the renowned Swiss art fair, the “ABMB” has emerged to be on a par with the original in Basel in terms of significance and appeal: in early December more than 200 galleries will present 1500 artists at numerous exhibitions and parties.

Meanwhile the creators and enthusiasts of innovative design have also discovered Miami as a leading centre for fairs and exhibitions: the sister event to the “ABMB”, entitled simply “Design Miami/ 2006”, will be held from 7th to 10th December. This shows that the international scene regards Miami as one of the most important forums for fresh ideas from the realms of interior design, lifestyle, furnishings and product design. In terms of artistic relevance the unconventional exhibition offshoot has overtaken the original fair, “Art Basel Miami Beach” in only its second year.

Audi as part of the design scene

Audi will be the first automotive manufacturer to be an exhibitor in Miami, where the “R8 Ignition” installation will be presented, with the new Audi R8 sports car as its core theme. “We are appearing at Design Miami/ 2006 with an extraordinary exhibit within this incredible context as an element of the international design scene”, says Bernhard Neumann, Head of International Exhibitions at AUDI AG, explaining the significance of this event.

Unlike most companies that function solely as financial partners at events of this kind, the brand with the four rings is itself providing creative input. At this year’s “Design Annual” in Frankfurt, Audi was the only automotive brand present as an exhibitor. Here too, Audi caused a sensation with its unusual concept: The exhibition stand formed a giant loft for the new Audi TT Coupé. “The TT in particular, as a design icon and technological highlight, belongs as much in a design show as it does in a motor show”, says Bernhard Neumann.

This progressive idea will be continued by the Ingolstadt car company at “Design Miami/ 2006” in a highly impressive way: “The brief was: an exceptional car at an exceptional event. The solution was an equally exceptional installation that unites automobile and event through its form”. This was the ambitious project goal as defined by Neumann.

About Design Miami

Design Miami/ is a global forum for collecting, exhibiting, discussing and creating design. With week-long annual shows presented in conjunction with the Art Basel fairs in Miami, Florida and Basel, Switzerland, Design Miami/ brings together the world's most influential dealers, designers, collectors, curators and critics to celebrate and explore the ever-shifting boundaries of design.

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Improved exterior design

GTM's new anniversary car - the 40TR (Track and Race) will be boosted with the arrival of a more powerful 300bhp engine and improved exterior design. The niche vehicle manufacturer based in the Midlands is turbo charging the Honda 2 litre Type R powerplant by another 80bhp following public feedback.

Lloyd Taylor, General Manager of GTM Cars Ltd. said: "Potential and existing GTM customers made us aware of the requirements for a more powerful version of the 40TR so we have boosted the Honda engine to over 300bhp, making the ultra light racing car even faster but still superb value for money."

The revised powerplant is expected to reach 60mph in approximately 3.5 seconds and go on to a top speed of well over 150mph.

The 2-seater featuring an exposed aluminium super-structure will also gain a revised front nose cone and rear wing. The 40TR has been designed as a joint venture with another Midlands company, Stadco Engineering, and is expected to cost between £14,000 to £16,000.

The Coventry company has designed and is manufacturing the GTM 40TR for the racing track as well as a road legal version both of which will have the potential to run on biofuel. GTM is exploring the potential for a one-make race series linked to the Energy Efficient Motor-Sports initiative.

First drives will be available by mid May 2007.

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Joining Westfield

Potenza Sports Cars might not be the most well known name in the British (kit)car industry, but they are the proud owners of Westfield Cars since 2006, and have today stated that they have bought GTM Cars. Two companies with plenty of history (65 years between them) and a niche, yet hard-core following. Potenza is aiming to bring this niche market to a bigger, worldwide stage if we can believe the press release.

In both cases, the current owners stay in charge of their respective companies while taking up board member positions with Potenza Sports Cars. David Keene of GTM Cars said: “The investment in GTM will allow us to build on the company’s superb reputation, developing the existing product range and realizing new products based on the Ballista GT and 40TR concept cars. These models will share the technology being built into the Westfield XTR4 and the Euro IV compliant SE range.”

Frank Turner, Chairman of Potenza Sports Cars, said: “This latest move takes us a further step along the way in establishing a portfolio of respected niche British sports car brands, dedicated to producing high performance eco friendly vehicles. The acquisition will enable us to develop a stable of high premium marques in the sportscar industry.”

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Co-branded joint ventures between pop-icons and car makers are nothing new. In recent years, we've seen the pairing of Mercedes with the Rolling Stones, Slash of Guns N Roses fame with VW and Honda with Black Eye Peas and Fall Out Boy.

In what is being touted as the Holy Grail of rock reunions, Legendary rock band, Led Zeppelin, have agreed to do a one-time performance in London's O2 Arena on November 26^th. Speculated as the biggest demand for one show in history, the marketing and sponsorship frenzy is not surprising, especially, when legendary guitarist, Jimmy page, and lead singer, Robert Plant, have admitted that money was a major factor influencing the decision to perform a reunion show in earlier years.

Enter the Limited Edition Led Zeppelin Jeep Patriot. With only seven examples to be produced, the Patriots are available this week only. In other words, since the 20,000 tickets are obviously sold out, the only possible way to still see the show, is to buy this car for a massively marked up £34,860 which includes two VIP tickets, champagne reception and access to the after-show party. How badly, do you want to go to this show?

Somehow, I don't think they'll have any trouble selling them. However, just in case you're interested in the car, the Patriot model is a 2.0 CRD Sport edition, with Air Conditioning, Cruise Control, Two-Tone leather, privacy glass, 6-speed manual gearbox, Remote Central Locking, 4x Electric windows and a premium sound system in addition to a specially created graphics on the side of the car.

Not since Berlin 1980 has the entire band performed together just months prior to the unfortunate death of drummer John Bonham. Despite limited number of performances in the 80's and 90's which did not include bassist, John Paul Jones, all three member's will be present plus John Bonham's son, Jason, filling in on drums.

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First family picture

“These cars embody the emergence of a new era. No explanation is needed - they speak for themselves.” said Walter de Silva, Chief Designer of Volkswagen Group. Volkswagen has been showing the new range of small family cars around the globe over the past 14 weeks, which culminated at the Bologna Motor Show with a family photo.

The IAA in Frankfurt saw the new VW Up! Concept, in Tokyo we were introduced to the larger Space Up! Concept and the LA Show brought us the zero-emission Space Up! Blue Concept.

The new rear-engines small cars will become a major cornerstone for the plans Volkswagen has to compete with Toyota. The Up! concepts are all built on the new MHB platform, one of the four new platforms at Volkswagen.

Press Release

Premiere in Bologna: family portrait of the new small family

• Up! – Two-door city specialist vehicle offering more space and fun for four Space Up! – Four-door microvan with maximum variability
• Space Up! Blue – Zero emissions thanks to electric engine and fuel cells

Round the world in 14 weeks: before their group appearance at the 2007 Bologna Motor Show, Volkswagen sent the New Small Family on a whistle-stop tour around the world. Today it’s showdown in Italy as the three Up! concept vehicles are revealed side by side for the first time as ambassadors of a new range and as a family.

“For both my team and for me, it was a dream to design these concept vehicles" confirmed Walter de Silva, Chief Designer of Volkswagen Group, at the start of the press conference, “because these cars embody the emergence of a new era. Anyone looking at the New Small Family will immediately see how friendly and neat these Volkswagens are. Cars of this sort are fun. No explanation is needed - they speak for themselves.”

Before their joint debut in Bologna, Volkswagen sent the New Small Family on a whistle-stop tour around the world, starting at the IAA International Motor Show in Frankfurt on 10 September with the two-door Up!. Just six weeks later, the larger Space Up! microvan made its debut in Tokyo – they impressively demonstrate how every millimetre of space can be exploited using intelligent packaging while at the same time creating an emotional design. Twenty days later and 9,000 air kilometres further eastwards, Los Angeles was presented with the third variant of the New Small Family – the zero-emission Space Up! Blue van. The response was extremely positive all around the globe.

That was perhaps also “because every Up! also demonstrates commitment to protecting our environment” according to Dr. Ulrich Hackenberg, Board Member with responsibility for Technical Development at Volkswagen. “After all, extremely clean petrol and diesel engines and electric motors will be working in the backs of these cars.”

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Audi's answer to Mercedes' CLS four-door coupe has hit the road in mule form. At first glance it is clear to see this Audi A7 mule is wearing a slightly modified front end of an A6 combined with an A8 body. Closer inspection reveals the Frankenstein nature of this mule with a shortened trunk and a rear bumper which is hiding a new exhaust system.

Back in March during the Geneva Motor Show, Audi officials stated their intent to double the model lineup by 2015 and confirmed a few of the early ones such as the Q5 and A7 as well as another smaller SUV yet to be named.

Hoping to target customers looking for a vehicle with a sleek coupe appearance yet four-door function, the Audi A7 will naturally be positioned between the A6 and A8 using Audi's new “one size fits all” MLP (Modular Long Platform) first debuting in the Audi A5 and more recently the new A4. However, the A7 version of the MLP also sets the basis for the next generation A6 as well. Just like the A4/A5, the A6 and A7 will receive a new steering rack, multi-link suspension and rear-biased quattro all-wheel-drive in an effort to combat the notorious understeer characteristics of the previous generations. Audi knows its' cars need to perform better dynamically in order to compete with BMW and Mercedes.

The A7 is expected to debut as a design concept in early 2008 and market debut at Frankfurt 2009. Much like the A8, the A7 will get the entry level V6 and V8 petrol and diesel engines and then non-aspirated 309 kW (420 hp) Lambo V10 in the S7 and 426 kW (580 bhp) bi-turbo V10 from the RS6 in the RS7.

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Includes R4

Quattro Quarterly, sponsored but not run by Audi, has published an extensive list of what Audi's roll out schedule might be. Autoblog was first on its trail and posted the attached scan of the list. Audi really does seem to keep its word in regards to the amount of models they will have on offer.

A year by year lay-down of what to expect.

2008

Not big news here, so a quick recap. A3 Cabrio, A4 Avant, A3 facelift and Q5 will be making their way to dealers. In the second half of the year we should be welcoming the Audi TT-S, R8 with V10 engine and the Q7 Hybrid.

2009

Slowly the list is becoming more interesting. 2009 kicks off with the Audi A5 Cabrio, followed by the top-of-the-line Audi RS5 (Detroit debut?) and R8 Targa (Geneva debut?). Later in the year we can now expect the Audi A7 Coupe, the Q3 small SUV, a higher spec TT-RS and A5 Sportback. The WCF news crew can't wait to see the A5 Sportback, it may just become our favourite. The year ends with the introduction of the brand-new Audi A1, which has shown its face as the Metroproject Quattro in Tokyo.

2010

Audi will take the foot off the gas in 2010 with only three new models. But it will definitely be quality over quantity with the revealing of the new Audi A8 and Q5 Hybrid, followed later in the year by the new Audi A3.

2011

Life will be good in 2011, and we expect Audi sales to really go through the roof with the introduction of a brand new Audi A6 and A6 Avant with the A1 Cabrio set for release late in the year. But the real news for 2011 is the coming of the Audi A7 Cabrio and sporty R4, is it safe to say the TT successor? Whatever it will be, it will be hot and should sell like hot-cakes!

2012

Maybe a little too far in the future to really lay down concrete plans for, but Audi has an A4 facelift in the planning.

The list in short (check the attached image for production sites):

• September 2007 - B8 A4
• September 2007 - C6 RS6
• January 2008 - A3 Cabrio
• March 2008 - B8 A4 Avant
• June 2008 - A3 Facelift
• July 2008 - Q5
• August 2008 - TT-S
• September 2008 - R8 V10
• December 2008 - Q7 Hybrid
• January 2009 - A5 Cabrio
• February 2009 - RS5
• March 2009 - R8 Targa
• June 2009 - A7 Coupe
• July 2009 - Q3
• August 2009 - TT-RS
• September 2009 - A5 Sportback
• December 2009 - A1
• February 2010 - Q5 Hybrid
• June 2010 - New D4 A8
• October 2010 - New A3
• January 2001 - A7 Cabrio
• January 2011 - New C7 A6
• May 2011 - C7 A6 Avant
• June 2011 - R4
• October 2011 - A1 Cabrio
• January 2012 - A4 Facelift

Editor's note: Attached artist renderings are purely speculative for illustrative purposes and not based on any specific or factual knowledge of the vehicles mentioned above.

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Limited to 50 units

Nothing beats all-black, that goes as much for rugby, tuxidos as for cars. To prove that, Hummer has presented a limited edition, Europe-only Hummer H3 Black Edition at this weeks Bologna Motor Show.

The Hummer H3 Black Edition is based on the Adventure edition, but with some 5,000 Euro worth of extra goodies besides the full-black paint job. Of course the interior is all black too with black leather and matt black accessories. Half of the Black Editions will come with a sliding sunroof while all fifty will feature a fully integrated Kenwood Hummer Navigation system.

Limited to 50 units

Nothing beats all-black, that goes as much for rugby, tuxidos as for cars. To prove that, Hummer has presented a limited edition, Europe-only Hummer H3 Black Edition at this weeks Bologna Motor Show.

The Hummer H3 Black Edition is based on the Adventure edition, but with some 5,000 Euro worth of extra goodies besides the full-black paint job. Of course the interior is all black too with black leather and matt black accessories. Half of the Black Editions will come with a sliding sunroof while all fifty will feature a fully integrated Kenwood Hummer Navigation system.

Press Release

HUMMER H3 goes black to the future

• all-black H3 introduced
• € 5,000,- customer saving
• Exclusive edition limited to just 50 vehicles throughout Europe

The iconic HUMMER offering for Europe will be enhanced with the introduction of a new, exclusive, all-black HUMMER H3 which combines stunning style and excellent value with extras worth € 5.000,- fitted as standard. Just 50 examples will be offered and will go on sale by the end of this year. As with all HUMMERs sold through the official European importer the vehicles come with a four-year, 100,000 km warranty and European Roadside Assistance programme.

The H3 Black Edition is based on the premium H3 Adventure automatic model and combines a lustrous black exterior and plush black leather interior with a full collection of matt black accessories, including a matt black grille, tubular assist steps, roof crossbars, lockable fuel door, door handles, mirrors and black powder-coated wheels.

Twenty five of the H3 Black Edition models will additionally feature the large electric sliding sunroof which has proved a popular option. Among the array of standard interior fittings is a fully integrated Kenwood HUMMER Navigation system.

The value to the customer of the extras fitted as standard is approximately € 6.150,- including VAT. Yet the H3 Black Edition will carry a price tag only € 1.250,- higher than a Adventure edition on which it is based – resulting in a customer saving of € 4.900,-. (Calculation based on German pricing. Consumer price may vary in case of different VAT rules).

The HUMMER H3 Black Edition is designed to do much more than make fifty lucky customers across Europe feel very happy. It is another example of the HUMMER spirit that promotes the iconic design, but also makes it clear that, with H3 prices starting at € 49.950,-, the HUMMER H3 is much greater value than many think.

The H3 Black Edition is one of a series of exciting initiatives created by Kroymans HUMMER Europe, the European importer of HUMMER vehicles. The organization, situated at Breukelen in the Netherlands, has been combined with a strong new European dealer network with more than 40 outlets, reflecting the rapid growth of the HUMMER brand in Europe as well as in America. The new central organisation provides yet more benefits for HUMMER customers.

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Last week Automotive News reported that Daimler AG had prevented Chinese automaker, Shuanghuan Automobile, from showing their Smart ForTwo clone, the Bubble, from making its public appearance at the Bologna Motor Show in Italy this week through a temporary court injuntion.

With an empty space on the show floor at Bologna, European distributor for the Bubble, Martin Motors, argues the vehicles are clearly not the same since the Bubble is a four seater, front-engined front wheel drive vehicle compared to the Smart which is rear-engine, rear-wheel-drive two seater. Confident in their argument, Martin Motors, felt it wanted the media to decide for themselves and brought the Bubble to the parking lot of the Bologna Motor Show anyway, despite the court order.

Shuanghuan, is no stranger to intellectual property infringement subpoena's as the Chinese car maker is also in a similar dispute with BMW regarding the similar looking CEO model SUV, which closely resembles the X5. Sales of the CEO began in Romania and Italy earlier this year in which only 22 CEO's were sold in Italy.

Martin Motor's is still proceeding with European homologation, but sales remain on hold until a court decision is made whether Daimler's copyright has been violated.

What do you think? Copy or not?

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Touted as one of the most compact estate cars on the market, the Renault Clio Sport Tourer is an estate with its emphasis on driving pleasure and wide-ranging lifestyle versatility. It is designed to have a sleek and leisurely style, with a well-finished cabin and the practicality of generous load space half again that of the Clio hatch.

Press Release

Clio Sport Tourer packs versatility and appeal, with features that set it apart from the hatchback model. This new estate car meets the expectations of motorists looking for a car that combines dynamic design with generous loading space.

At 4,202mm long, Clio Sport Tourer is one of the most compact estate cars on the market. It’s true to the Clio III style, with its emphasis on vitality and driving pleasure. Yet its leisure-vehicle aspirations are overtly displayed through features such as the inclined tailgate, aerodynamic roof trim and profiled roof rails.

Clio Sport Tourer adapts effortlessly to different situations and usages - outdoor leisure pursuits, sports events, family outings, etc. – thanks to its generous loading space of 439 dm3 (50% more than Clio III hatchback), asymmetrical split-fold rear seat and removable boot flap which frees up a perfectly flat loading surface. And like all models in the Clio III family, Clio Sport Tourer has a welcoming, well-finished interior, and ride comfort evocative of a much larger car.

The suspension, which is derived from that of the Clio III hatchback, combines comfort and efficacy. Clio Sport Tourer is built on the Renault-Nissan Alliance’s B platform, and comes with a choice of three petrol engines (75/80hp 1.2 16V, 100hp TCE and 110hp 1.6 16V) and three diesel engines (70hp, 85hp and 105hp 1.5 dCi, available with particulate filter). The trade-off between driving pleasure, comfort, performance and fuel economy is quite extraordinary. In June 2005, Clio III hatchback earned the top five-star rating in tests performed by the independent testing organization EuroNCAP. Clio Sport Tourer was developed using the same basic structure and enjoys the full benefit of Renault’s extensive know-how in the realm of vehicle safety.

This high-appeal model is a fruit of the Renault Commitment 2009 plan and joins three other models currently made at the Bursa plant in Turkey: Mégane II Sedan, Clio Symbol/Thalia (Clio II Sedan) and Clio III hatchback. Clio Sport Tourer will be released on December 21, 2007, in Italy, then between January and February, 2008, in the rest of Western Europe.

Clio appeal

Clio Sport Tourer is a compact estate car that meets customers’ expectations for a manoeuvrable car combining personality and loading volume. Its appealing profile, as sleek as any hatchback, hints at true driving pleasure, while the inclined rear screen and flowing lines suggest the car’s leisure-vehicle vocation. As on all Clio III models, the passenger compartment is welcoming, comfortable and well-finished.

Flowing, dynamic lines

Clio Sport Tourer is one of the most compact estate cars on the market; just 4,202mm long. It has the same wheelbase as the hatchback (2,575mm), with a rear overhang that is 216mm longer. Vitality and driving pleasure are expressed through coherent styling features such as the inclined tailgate, extended glazed surface and third side window. Yet the neat rear window design, tailgate, aerodynamic roof trim and profiled roof rails (in black or chrome finish, depending on version) declare the car’s allegiance to the leisure vehicle clan. Tinted windows are available as an option. The front end expresses the agility, power and status common to the entire Clio III range, an aspect that can be further enhanced by choosing the optional 15-inch or 16-inch alloy wheels.

Welcoming interior

As is the case with the hatchback, driver and passengers enjoy a smart, comfortable interior
inspired by the Touch Design concept, with a sensation of warmth and refinement rarely found in this category of vehicle. The dashboard and central console are shaped in smooth, attractive curves. The “squash-ball” air vent controls are soft to the touch and very easy to use. Under the dashboard cowl the instruments are clear and legible. The separate sound system display is neatly designed as an integral part of the dashboard. The impression of space and comfort is further enhanced by an electric panoramic sunroof, bringing all the pleasures of open-air motoring. The generously sized sunroof (1.29m long by 0.86m wide) is made up of two flush panels, an opening panel at the front and a fixed one at the rear. The opening panel is operated by a one-touch rotary control, and there’s an automatic anti-pinch function.

Large, practical boot

Clio Sport Tourer packs versatility and appeal, with features that set it apart from the hatchback model. Clio Sport Tourer adapts effortlessly to different situations and usages - outdoor leisure pursuits, sports events, family outings, etc. - with its generous loading space, asymmetrical split-fold rear seat, and removable boot flap which frees up a perfectly flat loading surface.

Big-car loading capacity

With its long rear overhang of 822mm (216mm longer than on the hatchback), Clio Sport Tourer has one of the largest boots in its category: 439dm3 (under shelf, without removable flap) which is more than 50% bigger (151dm3) than Clio III hatchback. The asymmetrical split-fold rear seats free up additional loading space up to 1,277dm3 (up to ceiling; 239dm3 more than the hatchback). With the smallest rear seat section folded down, Clio Sport Tourer can carry four people plus leisure equipment up to 1,450mm long.

Practical removable floor flap

Boot access is exemplary, owing to the shape of the rear bumper and the very low sill height (581mm), with no protuberances. With its removable floor flap, the boot adapts readily to different uses. When fully folded out it forms a flat surface ideal for loading heavy or bulky items.

The rear seats can be folded down without having to remove the headrests; you just fold the seat bottom then the seat back. Clio Sport Tourer also solves the annoying problem of what to do with the rear shelf when you remove it: on Clio Sport Tourer, there’s a special compartment for it under the removable boot flap, so you don’t have to take it out and store it in the garage. With the shelf in place, this compartment can be used for items such as maps or umbrellas. By removing the removable flat floor flap, the boot capacity can be increased by a further 72dm3. With a loading width of one metre between the rear lamp units, the boot easily accommodates all types of luggage and equipment.

For safe use of full loading capacity up to the ceiling, an optional luggage restraint net can be fitted either behind the rear seat or behind the front seats (with the rear seats folded down). The boot is fully carpeted and can be fitted with a range of accessories:

- Luggage net in boot bottom
- Protective mat
- Wrap-around net, positioned vertically
- Boot box with compartments
- Strap for holding down bulky items (drums, etc.)

New standards in interior space and comfort

In common with all the models in the Clio III range, Clio Sport Tourer boasts the comfort and spaciousness of a larger, more expensive car. With its welcoming, well-finished interior, this smart little estate offers excellent travelling comfort.

A benchmark in interior space

Like Clio III hatchback, Clio Sport Tourer has the highest overall interior space index in the B segment. Shoulder width is 1,380mm for the front seats and 1,343mm for the rear. And the impression of space is further enhanced by the generous headroom. Vertical reach in the rear seats measures 866mm, while knee-room is a generous 162mm, which means Clio Sport Tourer can comfortably seat people up to 1.88m tall (a category that covers 95% of the European population).

Priority to driver and passenger comfort

The Clio III range gives priority attention to driver and passenger comfort. Cockpit ergonomics are among the best in this vehicle category, with features such as a height-adjustable steering wheel (plus reach adjustment on certain versions). Models with the automated manual transmission (available with the 85hp 1.5 dCi engine) also feature ergonomic shift paddles behind the steering wheel. The seats achieve an excellent trade-off between comfort and support. The seat adjustment controls are located for convenient, intuitive access. And the adjustable seat height means that drivers of all shapes and sizes are sure to find an optimally comfortable driving position. Rear-seat passengers also enjoy a superbly comfortable ride, with specially shaped seats and optimized foam density ensuring very good lateral support. The rear bench is available in one-piece and
asymmetrical split-fold versions.

Effective soundproofing

Vehicle acoustics on Clio Sport Tourer (in common with the Clio III range as a whole) are way ahead of the norm for this vehicle category. Body structure soundproofing effectively filters out engine, transmission and road noise. Engine rumble and low-rev boom are reduced by the use of spring-mounted tailgate stops. By reducing engine revs under classic driving conditions (on a motorway, for example), the six-speed gearbox (available with the 105hp 1.5 dCi engine) also makes a significant contribution to acoustic comfort.

Considerable attention was paid to acoustic insulation between the engine and cabin and to minimizing wind noise, including inflatable inserts in body cavities.

Driving pleasure and fuel economy

Clio Sport Tourer's running gear is derived from that used on Clio III hatchback which was widely acclaimed for its comfort and efficacy. All models in the Clio III range are built on the Renault-Nissan Alliance’s B platform, renowned for its reassuring handling and roadholding. Clio Sport Tourer offers an ideal trade-off between driving pleasure, performance and fuel economy, and is available with a choice of three petrol engines (75/80hp 1.2 16V, 100hp TCE and 110hp 1.6 16V) and three diesel engines (70hp, 85hp and 105hp 1.5 dCi). Comfort and acoustics on Clio Sport Tourer are remarkable for a car in this category. Renault’s new estate car is ecological as well as economical, especially in the versions powered by the 100hp TCE petrol engine or the 1.5 dCi diesels.

Inherent tourer qualities

Like Clio III hatchback, Clio Sport Tourer achieves an exemplary combination of precise handling, ride comfort and safety. In designing Clio Sport Tourer, Renault engineers went to great lengths to meet the most demanding motorists’ expectations for safe, consistent, pleasurable driving response, even with the vehicle heavily loaded or at high speed. The suspension damping on Clio III hatchback was specially adjusted for Clio Sport Tourer which combines high-precision steering with excellent filtration of vibrations and noise. The MacPherson-type front suspension features a rectangular lower arm and effectively decouples longitudinal and transverse forces to achieve superb roadholding and comfort.

The rear suspension is based on a programmed-deflection torsion-beam plus coil springs. For enhanced control of body-roll, Clio Sport Tourer's anti-roll bar is thicker (21mm) than that of Clio III hatchback, while the dampers and wheel travel have been adjusted to the heavier vehicle weight. Clio Sport Tourer has variable-assistance electric power steering as standard, with all the control units and software found on the hatchback specially calibrated for crisp, smooth steering. The between-kerbs turning circle is the same as with Clio III hatchback (10.3m to 11.3m, depending on engine and wheel size). Clio Sport Tourer is available with two wheel sizes: 15-inch wheels in two widths (165mm and 185mm) and 16-inch wheels (195mm).

Modern, efficient powertrains

Clio Sport Tourer’s dynamic performance is exploited by a wide range of engines and gearboxes. Depending on the country, there is a choice of three Euro 4-compliant 16valve petrol engines – the 75/85hp (55/57.5kW) 1.2 16V, the 100hp (74kW) TCE and the 110hp (82kW) 1.6 16V - which all feature on-board diagnostics to monitor pollution control efficacy over time. There are also three Euro 4 diesel 1.5 dCi engines which deliver 70hp (50kW), 85hp (63kW) and 105hp (78kW) respectively.

Petrol engines

75/80hp (55/57.5kW) 1.2 16V

The 1,149cc 1.2 16V (D4F) engine delivers peak power of 75hp (55kW) at 5,500rpm (or 80hp/57kW with robotized transmission) and peak torque of 105Nm (11mkg) at 4,250rpm (or 108Nm/11mkg with robotized transmission).

100hp (74kW) TCE

Clio Sport Tourer is available with the 100hp 1.2 16V turbocharged engine, baptized TCE for Turbo Control Efficiency. This powerplant combines the fuel consumption of a 1.2 litre engine with the power of a 1.4 and the torque of a 1.6. It features a low-inertia turbocharger with very fast response time, achieved with a small-diameter turbine and compressor. Peak power of 100hp (74kW) is at 5,500rpm and peak torque of 145Nm at 3,000rpm. Another advantage of using a small engine with low-inertia turbocharger is the lively response from low engine speeds.

110hp (82kW) 1.6 16V

The 1.6 16V (K4M) engine yields 110hp (82kW) at 6,000rpm and peak torque of 151Nm (15.8mkg) at 4,250rpm. This 1,598cc unit has variable inlet valve timing. It can be coupled with a Proactive four-speed automatic transmission (DP0).

Diesel engines

70hp (50kW), 85hp (63kW) or 105hp (78kW) 1.5 dCi

There are three variants of the 1.5 dCi (K9K) which deliver 70hp (50kW) at 4,000rpm, 85hp (63kW) at 3,750rpm or 105hp (78kW) at 4,000rpm. All offer very good response from low engine speeds, with the 70hp version developing peak torque of 160Nm (16.3mkg), the 85hp version 200Nm (20.4mkg) and the 105hp version 240Nm (24.5mkg).

These 1,461cc units are widely appreciated for their efficiency and acoustics, and are fitted with a second-generation injection system. The 85hp and 105hp versions are available with a particulate filter and exhaust-line injector, which performs filter regeneration in any traffic conditions, even with the car stationary and the engine idling. The 85hp 1.5 dCi (with particulate filter) and 105hp 1.5 dCi (with or without particulate filter) are coupled with a six-speed manual gearbox. The 85hp 1.5 dCi engine is also available with five-speed robotized transmission.

Low fuel consumption and CO2 emissions

Clio Sport Tourer returns low fuel consumption with all its engines (identical to figures for Clio III hatchback). Except for the 110hp 1.6 16V powerplant, all Clio Sport Tourer engines meet the three criteria required for Renault eco² appellation:

- CO2 emissions less than 140g/km, or biofuel compatibility
- Manufactured in a ISO 14001-ceruified factory (Bursa)
- 95% end-of-life reusable; 5% of vehicle plastics sourced from recycling. Low running costs and 12-year anti-corrosion warranty

Clio Sport Tourer is designed for low-cost motoring. The service interval is a very long 30,000km for the petrol versions (except 20,000km for the 100hp TCE, with the new Oil Control System) and 20,000km for the diesel versions. The spark plugs need changing every 120,000km, the air filter every 60,000km and the diesel filter every 40,000km. All engines offer very good fuel economy, enhanced by electric power steering, which reduces fuel consumption by between 0.2 and 0.3 litres per 100km (depending on cycle).

To bring down repair costs, and thereby insurance costs, Clio Sport Tourer includes many features specially designed to minimize the consequences of minor impacts, especially with a view to achieving a good rating in the RCAR1 tests, applied as a premium determination factor by insurance companies. The profiled aluminium front crossmember and polypropylene rear beam, for example, absorb virtually all impact energy under low-speed collision conditions.

1 Tests (front and rear impacts at 15kph) used by insurance companies to measure vehicle reparability.

Safety in its genes

Clio III hatchback obtained the top five-star rating in the crash tests performed by the independent testing organization EuroNCAP in June 2005. Clio Sport Tourer was developed on the same platform and enjoys the full benefit of Renault’s knowhow in the realm of vehicle safety. Excellent active safety is achieved by the advanced suspension. And the car comes with Renault’s third-generation System for Restraint and Protection (SRP3) along with a wealth of equipment for enhanced comfort and safety, such as a tyre pressure monitoring system and cruise control with speed limiter.

Active safety

Like Clio III hatchback, Clio Sport Tourer is easy to drive, with precise, neutral response. The chassis and suspension have been designed for consistent response with very low sensitivity to the type of road surface, crosswind conditions, braking and acceleration. The 21mm diameter anti-roll bars perform effective roll control. Braking is powerful and precise whether fitted with four disc brakes (1.6 16V and 105hp 1.5 dCi models) or front discs and rear drums (other versions). Brake discs are generously sized (diameter 260mm at front, 240mm rear; thickness 22mm at front, 8mm rear). Clio Sport Tourer has all the latest driver aids featured on Clio III hatchback. Standard equipment includes latest-generation Bosch 8.0 ABS with electronic brake distribution and emergency brake assist. Then there’s ESP with understeer control. For pullaway, traction control can be switched in from the ESP disable control, after which ESP will switch back on automatically when the vehicle speed reaches 50kph, or the next time the engine is started. A drag torque control function prevents locking of the drive wheels if the throttle pedal lifts too suddenly or if the car decelerates sharply on a slippery road surface.

Passive safety: uncompromising protection for all passengers

Clio III hatchback earned a top five-star rating in the crash tests performed by the independent testing organization EuroNCAP in June 2005. Clio Sport Tourer is built on the same platform and fitted with Renault’s third-generation System for Restraint and Protection (SRP3), for optimum protection of vehicle occupants wherever they are sitting. The car's structure is made of steels and other materials that absorb and spread impact energy as efficiently as possible. Outer body parts at the front, side and rear are designed to crumple progressively under collision, minimizing the consequences of the impact on occupants.

The cabin, on the contrary, is designed to be as rigid as possible in order to serve as a survival cell, resisting intrusion of any parts from the engine compartment. The front seatbelts on Clio Sport Tourer are fitted with pyrotechnic pretensioners for optimum body support under collision conditions. Internal load limiters calibrated at 400daN minimize the risk of thorax injury. A second pretensioner controls the tension on the lap belt to hold the occupant firmly against the seat for effective pelvis protection and prevention of the phenomenon known as submarining.

Depending on version, Clio Sport Tourer comes with up to six airbags: two high-efficiency adaptive front airbags with controlled venting, and four side airbags. Protection under frontal impact is further enhanced by other features such as the crumple magnesium steering wheel frame and the passive-retraction steering column, which reduces the distance between driver and steering wheel. The outermost rear seats have internal load limiters and pyrotechnic reels (standard or optional, depending on version) and all three rear seats have anti-submarining humps in the cushion. The rigid seatbelt buckles are vertically positioned.

Additional equipment

Other standard or optional features (depending on version) on Clio III include:

- Tyre pressure monitoring system
- Rear parking proximity sensor
- Combined light and rain sensor controlling automatic headlamp light-up and wiper switch-on and speed
- Cruise control and speed limiter

A new Turkish-built addition to the Clio family

With sales topping 9 million units (all versions) since its release in 1990, Clio is a resounding worldwide success. Within the framework of its Commitment 2009 plan, Renault is extending its large family of small cars with a new estate version, Clio Sport Tourer, following an €80 million investment programme. Clio Sport Tourer is made at the Bursa plant in Turkey and the car will be released initially on December 21 in Italy, then across the rest of Western Europe between January and February 2008.

Clio Sport Tourer, a high-potential car designed at the Renault Technocentre

The European small car market has broadened considerably in recent years, with the appearance of a variety of small vehicles in estate-car and MPV formats. With sales approaching 5.3 million units in 2006, the small car segment accounts for 36.5% of all vehicle sales in Europe. Renault is a key player in this segment, holding a market share of 9.4% over the first nine months of 2007, with sales of 420,000 units. Clio III accounted for over half of these.

Clio Sport Tourer follows on from Clio III in 2005 and New Twingo in June 2007, with the mission of winning over new customers and strengthening Renault’s grip on the small car segment as part of the Renault Commitment 2009 plan. Renault intends to increase its sales in this highly competitive market by addressing a complementary clientele not reached by the hatchback version.

Clio Sport Tourer was engineered by the Technocentre teams who developed Clio III and benefits from the proven reliability of the Renault-Nissan Alliance’s B platform which it shares with Clio III and Modus. Design investment was kept down to around €35 million thanks to the carry-over of some 60% of Clio III hatchback parts, including running gear. There were also synergies with the Grand Modus project, which has the same rear running gear as Clio Sport Tourer.

Bursa, a high-quality Renault group plant

Clio Sport Tourer is made at the Oyak-Renault plant in Bursa, Turkey, which has been operational since 1969. Renault topped the Turkish passenger car market in 2007 with a share of 16.6%. The new compact estate joins three other cars made at Bursa: Clio III, Thalia (three-box Clio) and the three-box Mégane II. Renault chose the Bursa plant for this project because of its strong performance in terms of quality and production costs, with Turkey’s advantageous labour costs and high local content (90% of parts and components are made in Turkey).

The Bursa plant is ISO 9001-certified and announced the export of its millionth vehicle in October 2007. Much of the credit for the plant’s excellent production quality goes to a highly qualified personnel, who received a total of 350,000 hours’ training in 2007, including 13,000 hours for the Clio Sport Tourer project.

To ensure consistently high product quality, the Bursa plant has been implementing the Renault Production Way (in common with all Renault group plants) since 2000. The Renault Production Way seeks to hoist Renault’s industrial organization to world-class status through continuous improvement of workstation performance. It is based on worktask standardization and daily quality management, for consistent, reproducible quality.

Body assembly and powertrain investments

Bursa undertook a major increase in production output in 2006, in response to successful sales performance of the models already made at the plant, now to be joined by Clio Sport Tourer. Over 1,000 jobs were created, bringing the total workforce up to 5,470. Plant investment for the assembly capacity upgrade totalled €47 million, mainly on new machinery for the vehicle systems specific to Clio Sport Tourer, such as the body sides and the reinforced rear running gear. At the same time, €71 million was invested in powertrain production capacity: Bursa will start making 1.5 dCi engines (for Clio Sport Tourer and other Renaults) in 2008.

The Bursa plant implements many measures under the Renault group environmental policy. It has been certified to ISO 14001 since 1999, and pursues a schedule of regular and substantial investment on environmental improvement. For example, water consumption per vehicle was cut by more than 50% from 2002 to 2006.

Four of the 26 new models pledged in the Renault Commitment 2009 plan have already been released (Logan MCV, Logan Van, New Twingo, New Laguna). Clio Sport Tourer will be joining them when it is released in Italy on December 21, 2007. Its release across the rest of Western Europe will be staggered over January and February 2008.

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Most powerful Mustang ever

• Performance Inspiration: Carroll Shelby and Ford Special Vehicle Team join forces to create a modern successor to the famous Shelby GT500 of the late 1960s

• Performance Hardware: 475-horsepower supercharged V-8, 6-speed manual transmission, race-tuned suspension, four-piston Brembo brakes

• Performance Design: Mustang heritage with aggressive muscular front-end design, Le Mans racing stripes, unmistakable "Cobra" logo and Shelby nameplate

What happens when a legend from Texas reunites with a legend from Dearborn? The most powerful Mustang ever.

After 40 years, racing legend Carroll Shelby and the Ford Mustang are back together with the introduction of the 2007 Ford Shelby GT500.

The collaboration between Shelby and Ford's Special Vehicle Team (SVT) is yielding an instant collector's Mustang that builds 475 horsepower in its 5.4-liter supercharged V-8.

A modern interpretation of the Shelby Mustang of the 1960s, the Ford Shelby GT500 uses advanced engineering to attain the performance that made the original GT500 the king of the road.

True to the original GT500, it will be available both as a coupe and as a convertible when it goes on sale in the summer of 2006.

"When Carroll was developing the original GT350 and GT500, he wanted to build the most powerful, most capable Mustangs of his day," says Hau Thai-Tang, director, Advanced Product Creation and Special Vehicle Team. "Our goal was to build the most powerful, most capable Mustang ever."

Serving as touchstone and inspirational leader for both the concept and the production versions, Shelby was impressed by what the team has accomplished.

"It's one thing to put 450 horsepower in an exotic supercar," says Shelby. "It's another to put that much power in something as affordable as a Mustang. The fact that they not only met their goal but pushed on to 475 horsepower is a remarkable achievement."

Shelby knows something about creating modern supercars. He served as a senior adviser on the team that developed and built the 550-horsepower Ford GT.

Power Play

As expected of anything with Shelby's name on it, the heart of the car is what's under the hood. The Ford Shelby GT500's supercharged 5.4-liter, 32-valve V-8 evolves from Ford's experience with tuning its modular, or MOD, engines. Output is a brawny 475 horsepower.

The engine is force-fed an air-and-fuel mixture via a "Roots-type" supercharger providing 8.5 pounds per square inch of boost. The GT500 uses a cast-iron engine block. It borrows from the Ford GT program aluminum, four-valve cylinder heads, piston rings and bearings, adding a high level of performance durability to the drivetrain. "Powered by SVT" camshaft covers add the finishing touch to the engine.

Helping put the power to the pavement is a 6-speed manual gearbox. For the performance driver, its evenly spaced gears mean less "stirring" is needed to find the "sweet spot." This gives a rewarding experience throughout the engine's broad torque curve. The heavy-duty transmission has proven itself a willing companion to Mustangs in both road and track environments, including recent road-going Mustang Cobras and the new race-winning Mustang FR500C.

Power Requires Control

The Ford Shelby GT500 continues a legacy of all-around performance that made the original a world-class racer on tracks and road courses around the world.

The Ford Shelby GT500 starts with the solid Mustang underpinnings. The all-new Mustang was designed from the beginning with performance derivatives in mind, providing an exceptionally rigid, well-engineered starting point for GT500 chassis engineers.

SVT engineers retuned and upgraded key chassis components. Improvements such as revised shocks, spring rates and upgraded stabilizer bars help the Ford Shelby GT500 stop and turn with the same authority as it goes.

The Ford Shelby GT500 features a MacPherson strut independent front suspension with Reverse L lower control arms, and a solid-axle, three-link rear suspension with coil springs and a Panhard rod for precise control of the rear axle.

This rear suspension design has been validated on the track by Ford Racing. The Ford Racing Mustang FR500C was purpose-built from the base 2005 Mustang body structure and suspension geometry to run in the Grand-Am Cup series, a class of road racing for production-based cars.

Competing against the best from Germany and Japan, a Mustang FR500C won its first race in the season opener at Daytona International Speedway in February 2005. It went on to dominate the season and clinch the championship.

"SVT and Ford Racing will be working closer than ever as we go forward on future projects, especially Mustangs," says Thai-Tang, a Ford Racing alumnus who served as the race engineer for the Newman-Haas Racing team in 1993.

To match this power and handling ability, engineers fitted some of the biggest brakes in the business to the Ford Shelby GT500. Four-piston Brembo calipers are fitted to 14-inch Brembo vented rotors up front, and 11.8-inch vented discs in the rear continue SVT's legacy of great-braking Mustangs. Secure footing is provided by 255/45ZR high-performance tires in front and 285/40ZR high-performance tires in back. Wheels are 18 inches by 9.5 inches.

The Snake is Back

One glance shows this is not the typical Mustang Cobra. A sinister-looking front-end design includes wide upper and lower fascia openings with a functional air splitter. The upper intake sports the famous Cobra logo floating off-center in place of a centered galloping pony found on other Mustangs. On either side, slanting headlamp openings add to the dramatic front appearance.

The bulging hood has heat extractors protruding near the leading edge, combining to provide improved airflow and aerodynamics. As air passes over the hood, hot air from the engine compartment is drawn out through ducts attached to the hood extractors.

"The restrained, performance-oriented SVT design theme has become instantly recognizable to enthusiasts without brash styling cues," says Doug Gaffka, design director, Ford SVT vehicles. "The GT500 takes a huge leap forward by combining the modern Mustang muscle car with the classic Shelby performance look."

The 2005 Mustang design team drew inspiration from classic 1968 Mustangs, the models that transformed the mild-mannered pony car into a muscle car with attitude. Envisioning a high-performance model, the team tested GT500 design cues on the Mustang GT coupe concept that was unveiled at the 2003 North American International Auto Show.

In 2004, designers further developed the GT500 look on the Mustang GT-R, a race-bred concept with the dual purpose of foreshadowing SVT's Mustang design direction and Ford Racing's plans to return Mustang to road racing. The Ford Shelby GT500 Cobra concept coupe capped the design conceptualization effort.

The production Ford Shelby GT500 Coupe now comes into full light, punctuated by the classic Le Mans-style white stripes that race along the top from nose to tail. The stripes recall the Shelby Mustangs that marked another important 1960s Mustang transition when Ford put it on the track to becoming a racing legend. The GT500 nomenclature is prominent in the lower bodyside racing stripe, another cue from the classic Shelby Mustangs.

In a touch also borrowed from the GT500's past, no Le Mans stripes will be seen on the 2007 Ford Shelby GT500 Convertible. However, the convertible will sport a cloth top similar to those found on pricier convertibles.

"There were no Le Mans stripes on Shelby's original GT500 Convertible, so we decided to pay homage by not offering them on the 2007 Ford Shelby GT500," says Gaffka. "We also went with a cloth top material as another measure of substance and authenticity. The fabric used is the same used on the 2002-03 SVT Mustang Cobra, the Thunderbird, Jaguar and Ford's other high-end convertibles."

The unique rear fascia features lower strakes inspired by the Ford GT's integrated rear airflow diffuser, and a rear spoiler reminiscent of a classic GT500. To mark the collaboration of two Mustang performance icons, the GT500 features Shelby and SVT badging.

The fenders each feature an updated design of the Cobra. The front grille features an off-center snake in place of the standard running horse. "GT500" is emblazoned inside the side rocker stripes, and the name SHELBY is prominently written across the rear deck. The SVT logo can be seen on the wheel center caps, a signature SVT location, as well as on the doorsill plates. To top it off, the medallion between the taillights reads "Shelby GT500" centered on the Cobra image.

Cockpit Upgrades

Inside, too, upgraded levels of flair and function abound. The locations of the speedometer and the tachometer are swapped to provide performance-oriented drivers with a better view of shift points while changing gears. Front seats have received additional lateral support to help keep the driver optimally positioned during cornering. The interior is offered in a choice of two colors, Charcoal Black or Charcoal Black and Crimson Red. The charcoal/red offering features Crimson Red seating surfaces and door panel inserts. Seating surfaces are leather with both interior treatments. Snake logos embossed in the seat backs finish the package.

The Shelby GT500 script and Cobra image are repeated on the steering wheel cap. Behind the wheel, the gauges wear light faces in keeping with SVT tradition. The chromed accessories inside the cabin have been replaced with a satin aluminum finish, including the aluminum shift lever knob that is nicely positioned for quick, positive shifts.

SVT and Shelby: The Legends Grow

With the look and legend one would expect from Shelby and the kind of power and performance enthusiasts have come to expect from SVT, the GT500 points to a brand-new era in Ford's performance future.

Shelby first put his name on a Mustang back in 1964 when he was asked to inject some high performance into the brand-new pony car. The result was the GT-350R, a lightweight, handling-focused race car that earned Mustang its first performance credentials. Subsequent Shelby Mustangs included a street version of the race car, the GT-350, and what was known as the "rent-a-racer" Mustang, the GT-350H, a joint project with the Hertz rental car corporation.

The ultimate Shelby Mustang of the era was the GT-500KR, or "King of the Road." Powered by a big block 428-cubic-inch "Cobra Jet" V-8, the GT-500 was one of the most powerful, and memorable, muscle cars of that period. Shelby Mustang production ceased in 1970 with a total volume of 14,559 units.

The Ford Special Vehicle Team brought high performance back to Mustang in 1993. After 12 years, with nearly 80,000 high-performance Mustangs on the streets and total SVT vehicle production nearing 145,000, SVT is primed for growth with the GT500 serving as the foundation for other performance Mustang projects.

By bringing together Shelby and Ford SVT, the company's commitment to performance becomes as powerful as at any time in its history - including the famed "Total Performance" days of the 1960s. From the Ford GT supercar, the GT500, to a rejuvenated Ford Racing Performance Parts program, performance and racing can drive innovation and add luster to Ford's proud brand heritage.

"SVT will remain the leader in performance vehicle engineering," says Thai-Tang. "It will continue to build new, innovative products using advanced processes that will not only provide great enjoyment to the dedicated driving enthusiast, but that also will provide great benefit to other Ford products and Ford Motor Company itself."

The Ford Shelby GT500 will be built at the Ford-Mazda joint venture, AutoAlliance International, in Flat Rock, Mich.

Chassis: Muscle with agility

The most powerful Mustang ever also delivers race-winning handling

• Staggered tire sizes help get all the power to the ground

• Brake system boasts Brembo 14-inch front vented discs with four-piston calipers

• Stiffer front and rear stabilizer bars provide for neutral handling

• Steering upgrades result in increased feel and precision

A major goal set for the Shelby GT500 was to raise the handling to a new level. An easy road to success would have been to simply let Ford Special Vehicle Team chassis engineers tweak the critically acclaimed Mustang GT and have motorsports legend Carroll Shelby put his stamp on it.

Easy. Right?

"It all depends on what you’re satisfied with," says Tom Chapman, SVT Vehicle Dynamics Supervisor. "If you just want to make the Mustang live a bit more happily with a 60-percent increase in engine output, it’s fairly simple to do. If you want it to equal the handling of the Mustang GT despite a larger displacement engine, that takes a bit more work.

"But if you want to hold it up to a whole new set of standards and be worthy of the Shelby GT500 name, then you better be prepared to roll up your sleeves."

The GT500 retains the Mustang’s suspension setup. In the front, there are coil-over MacPherson struts with reverse "L" lower control arms made of lightweight I-section steel. In the rear, there’s a three-link live axle with coil springs, Panhard rod, outboard shocks and stabilizer bar.

Weight Distribution

Because of its larger engine, the Shelby GT500 coupe has more weight over the front wheels than does the standard Mustang GT coupe. On the GT500, 57 percent of the weight is in the front and 43 percent is in the back. In comparison, on the Mustang GT 56 percent of the weight is in the front and 44 percent is in the back. Weight distribution of GT500 convertible matches the Mustang GT coupe due to the power-top mechanism behind the passenger compartment.

Bar Talk

While a heavier nose generally disposes a car to understeer or "push," the Special Vehicle Team’s engineers were able to retain neutral handling with the Shelby GT500 through the use of stiffer stabilizer bars. In addition, the rear bar of the GT500 is larger than that of the Mustang GT.

The GT500 uses a 34-millimeter tubular front stabilizer bar. Coupe versions of the GT500 sport a 24-millimeter rear bar, while convertibles come with a 20-millimeter bar.

"Stiffer stabilizer bars provide reduced roll and deliver a more aggressive handling balance," says SVT Vehicle Dynamics Engineer Dean Martin. "We’ve also given the GT500 higher spring rates at both ends to handle the greater mass of the car and also to reduce roll."

Stopping Power

The Shelby GT500 sports Brembo front brakes with four-piston calipers and vented 14-inch discs. In the back, GT500 carries over the Mustang GT’s 11.8-inch vented single-piston caliper rear-disc setup with unique pad material.

"We choose a friction material that will provide good track-day performance for the customer and still deliver satisfactory parking-brake performance and quiet operation," says Chapman.

Tires Manage Balance of Power

The GT500 sits on four 18-inch x 9.5-inch wheels, wearing 255/45ZR18 tires on the front and larger 285/40ZR18 tires on the rear.

"Larger rears help get the engine’s immense power to the ground better when accelerating off the line," says Martin. "They also improve handling balance when you’re powering away from the apex of a turn on the race track using as much torque and horsepower as the GT500 has."

Putting a Fine Edge on the Steering

The 2007 Shelby GT500 adds a brace that connects the rear lower arm bushings side to side. This was added to improve durability and steering feel.

A unique steering pump is used and the steering gear utilizes a unique torsion bar. Again, these work to improve steering feel and precision.

"We wanted to make sure the changes we made met enthusiast customer demands," Chapman says. "So we took our engineering cars not only to the test track, but to real-world drive routes and race tracks to make doubly sure that the GT500 would live up to the expectations."

SVT tested the 2007 Shelby GT500 at Grattan and GingerMan in Michigan, Nelson Ledges in Ohio and Las Vegas International Speedway. How long did they run?

"Long enough that we were satisfied," says Chapman. "And long enough to bring a smile to Carroll Shelby’s face."

Powertrain: Big block power

• With 475 hp, the 2007 Shelby GT500 is the most powerful factory-built Mustang ever – and the most efficient

• 5.4-liter V-8 features 32 valves, supercharger and water-to-air intercooler

• Aluminum heads sourced from Ford GT deliver optimum air flow

• 6-speed manual transmission provides gearing for performance driving

Just as the big-block GT500 from 1968 was a step up from the GT350, the 2007 Ford Shelby GT500’s 475 horsepower, 5.4-liter V-8 is a step up from the 4.6-liter V-8 used in yesterday’s SVT Mustang Cobra.

Not coincidentally, the 2007 Shelby GT500 sports the largest displacement engine installed in a volume version of the Mustang since 1973.

The 1995 SVT Mustang Cobra R used a 5.8-liter 300 horsepower overhead valve V-8, and 250 units were produced. The 2000 SVT Mustang Cobra R used a 385 horsepower 5.4-liter dual overhead cam V-8, and a limited run of 300 cars were produced.

While the big block, overhead cams and four valves per cylinder contribute significantly to the 475-horsepower output of the 2007 Shelby GT500’s 5.4-liter V-8, a Roots-type supercharger and intercooler are the icing on the cake. In fact, the configuration is similar to the Ford GT supercar, offering the right combination of classic Ford big-block power and modern technology. Using the Ford GT as a blueprint, SVT has given the GT500 more total horsepower than any factory Mustang in the car’s celebrated history.

"The Shelby GT500 delivers on the essence of two great names in Ford performance – a mix of SVT’s modern-day experience with supercharging and the Shelby GT500’s heritage of big-block power," says Jay O’Connell, SVT chief vehicle engineer.

Full certification testing is not yet complete. However, Hau Thai-Tang, director, Advanced Product Creation and Special Vehicle Team, says achieving 475 horsepower is no problem. "We have great confidence that the 2007 Shelby GT500 will produce at least 475 horsepower -- perhaps more. And that would be right in line with the original GT500 experience. It, too, under promised and over delivered."

Supercharged 475-Horsepower

With the stout cast-iron, 5.4-liter Triton V-8 engine as a starting point, the Shelby GT500 adds a Roots-type 8.5-pounds-per-square-inch Eaton supercharger and water-to-air intercooler producing 475-horsepower.

"A screw-type supercharger that we use in the Ford GT gives you a little more top end, and the Roots type is a little fatter in the midrange," says O’Connell. Given that the GT500 will be used as a daily driver far more than the Ford GT is, it’s the ideal choice."

Adding forced-induction power is more than just a bolt-on proposition. The engine’s internals need upgrading for the sake of strength and durability. To that end, the Shelby GT500’s powerplant benefits from unique connecting rods and forged pistons to handle the extra strain on the lower end of the block.

"The entire induction system is unique," says O’Connell. "That includes the intake, intercooler, fuel supply – everything."

The all-new intake manifold helps to channel the supercharged fuel-air mixture into the cylinders. The low-profile manifold design also effectively packages the entire induction system under the GT500’s special air-extractor hood. Fuel comes from a dual-bore electronic throttle body borrowed from Ford’s 6.8-liter V-10 truck engine program.

Beating the Heat

To manage heat produced by 475 horses, engineers devised a set of GT500 specific features, including an air-extractor hood, a high-capacity aluminum radiator, an intercooler mounted below the blower, a loop-style power-steering cooler and an oil-to-water stacked-dish engine oil cooler.

4-Valve Heads from Ford GT

While supercharging is a key element in the Shelby GT500’s ability to generate so much horsepower, another major contributing component is the design of cast-aluminum, four-valve cylinder heads sourced from the Ford GT supercar.

Machining changes are incorporated into the outside ends of the heads and to the left rear cam cap to fit the engine into the Mustang chassis.

Developed specifically for supercharged applications, these high-performance heads use high-flow ports and specially calibrated dual-overhead camshafts to deliver optimum engine "breathing" along with surprisingly good fuel efficiency and emissions.

The cams and valvetrain are specific to the Shelby GT500. The cam drive system is unique and designed to fit into the Mustang engine compartment, which is narrower than the Ford GT’s. The oil pan and windage tray are the wet-sump setup from the Mustang GT. The Ford GT uses a dry-sump arrangement.

Powered by SVT

To enthusiasts, the real beauty of any performance car rests with its engine. That idea certainly wasn’t lost on Carroll Shelby because Mustangs that bore his name have traditionally brought his unique sense of style and personality directly into the engine compartment. One Shelby signature feature – special finned-valve covers embossed with "COBRA Powered By Ford" – soon became the envy of so many Ford V-8 owners.

The GT500 is equipped with special "Powered by SVT" finned-cam covers to hint at the beauty of all those horses lurking in the engine below. Mated to the Ford GT 4-valve cylinder heads are unique exhaust manifolds that help to better scavenge spent gases out of the cylinders and into the custom-tuned mufflers and dual-exhaust system.

And the aggressive exhaust note, which is unobtrusive in everyday driving situations, was truly custom tuned.

"More than 40 different muffler tunings were tested, measured and evaluated to come up with the right sound," says William Woebkenberg, an engineer with SVT.

A special device called a "tuned exhaust crossover" was incorporated to create the special sound. Unlike the H-pipe design used by the Mustang GT, the Shelby GT500 uses an X-shape stamping to create the desired sound and increase power output through dynamic scavenging.

6-Speed Gearbox

The gearbox used by the 2007 Shelby GT500 also is a rarity. Few transmissions exist in the marketplace today that can handle the torque loads generated by the supercharged GT500, so engineers are opting to stick with the proven heavy-duty performance of the TR6060 6-speed manual gearbox.

The GT500 employs an upgraded version of the T-56, which first appeared in the 2000 SVT Mustang Cobra R, powered by a naturally aspirated 5.4-liter V-8 with 385 horsepower, and later in the supercharged 2003 SVT Mustang Cobra whose DOHC 4.6-liter produced 390 horses. For the Shelby GT500, the six-speed manual will be geared to make the most of the supercharged 5.4-liter’s broad power band.

Yes, Efficiency

"One of SVT’s goals in creating a vehicle is to deliver a balance of performance – acceleration, cornering, braking," says director Thai-Tang.

Another goal is to develop products and processes that can be applied not just to high-performance products, but also to other vehicles and in other parts of the company.

Then and Now

Performance cars have evolved dramatically since their heyday in the 1960s. In terms of safety, efficiency and refinement, today’s street machines totally outperform their elder muscle car colleagues in nearly all categories. Yet the story is seldom told about the tremendous gains made in reducing emissions while increasing overall power output.

The fact is, the GT500 is easily twice as powerful as the hottest V-8 package offered when Mustang was first introduced – yet still produces from 100 to 300 times fewer emissions. Additionally, today’s modern "MOD" V-8 powertrain enjoys a nearly 60-percent increase in average fuel economy compared to corresponding Ford products produced 30 years ago.

Back in the so-called Muscle Car era, driving a street beast with more than 400 horsepower was a dicey proposition. When dual carburetors, progressive linkage and dual-point ignitions were part of the equation, performance came with a price – drivability. Running too lean or too rich – or with the timing or spark out of adjustment could mean it would misfire or "carbon up" – sometimes with thick, black smoke coming from the tailpipe. Worse yet was fuel economy, with most of the big, high-powered V-8s at the time netting anywhere from six to 10 miles per gallon in typical driving.

Ford’s "MOD" V-8 family of engines makes more power than any Ford motors of the past, yet tops 20 mpg on the highway and meet the government’s LEV-II tailpipe emissions standards.

Multi-valve Engine Technology

Modern, race-derived technology provides an interesting power comparison: The GT500 with a 5.4-liter, DOHC, supercharged V-8 produces better than 100 horsepower more with nearly 100 fewer cubic inches. Compare that with the 1967 Shelby GT500’s 355-horsepower, 428-cubic-inch-displacement, big-block V-8.

The GT500 uses cylinder heads with four valves per cylinder and double overhead cams for optimum engine "breathing." Using multiple valves per cylinder provides the engine with a more efficient airflow, generating higher peak horsepower. As an additional benefit, multi-valve engines better utilize the air-and-fuel mixture in the cylinders with less waste and unburned fuel vapor. Also, multi-valve engines are better suited to help scavenge exhaust gases out of the cylinder after combustion is complete for more power with cleaner tailpipe emissions.

In addition, supercharging produces the peak horsepower of a much larger-displacement, naturally aspirated engine. Yet, at lower throttle applications, the smaller displacement enabled by supercharging consumes less fuel, resulting in increased fuel economy and lower emissions.

As a result, the 2007 Shelby GT500 is designed not only to be the most powerful Mustang from the factory – but also one of the cleanest.

Exterior/Interior: Design for performance

• Shelby GT500 is designed for performance, pays tribute to Mustang heritage

• Aerodynamic lessons transferred from Ford GT program

The 2007 Ford Shelby GT500 is a purposeful performance car and striking to look at.

The design team did not merely take heritage cues and paste them onto the contemporary Mustang. Working with the engineering team, they dedicated themselves to a design that would enhance the car’s performance.

For example, the fog lamps were removed from the upper grille opening – where they are located on the Mustang GT. Smaller units were relocated on the outside of the lower front fascia where they function well.

"We found that the original Shelby Mustang’s design came about in response to maximizing the car’s performance," says Doug Gaffka, chief designer for Mustang, SVT and Vehicle Personalization. "The same is true of the SVT design language that has evolved over time."

A further example of how form follows function is the design of the heat extractors on the hood of the Shelby GT500. Here, they can better remove heat from the engine compartment – an important consideration for a car generating 475 horsepower.

"It is perfect, says Carroll Shelby of the car’s overall design. "I wouldn’t change a thing. It is everything I expected a modern Shelby Mustang to be."

Improved Aerodynamics

Other functional aero additions to the Shelby GT500 can be found at the front and rear. The rear spoiler adds significant downforce. Similarly, the front air splitter effectively combats lift.

The 18 x 9.5-inch wheels worn by the Shelby GT500 also bear a resemblance to those of the Ford GT.

Upscale Convertible, Regalia Stripes

The Shelby GT500 convertible shares cues with other high-end Ford Motor Company products. Rather than using vinyl for its top, as the mainstream Mustang does, the GT500 convertible uses the same type of cloth as that on the Ford Thunderbird and the Jaguar XK. The top is available only in black to match the car’s predominantly black interior.

"There is definitely an upscale feel to the top," says Keith Rogman, SVT design manager. "It fits in the same category as the stripes: They don’t make the car go faster, they don’t make it split the wind better, but they add a certain intangible authenticity to the car that you can’t quantify."

Indeed, stripes don’t make the car go faster, but they play a big role in the car’s identity. In coupe form, the car wears the full regalia of stripes Carroll Shelby bestowed upon the original GT500 coupe: a Le Mans stripe that runs over the hood, roof and rear deck and side stripes bearing the legend "GT500" nomenclature.

As did the original GT500 convertible, the modern version carries the side stripes but foregoes the Le Mans stripe. The Le Mans stripe, the side stripes or both may be deleted from the Coupe. The side stripes are also a delete option on the Convertible.

The stripes come in a range of four colors (Performance White, Vista Blue, Tungsten and Satin Silver) that, with one exception, can be matched with at least three of the seven available exterior colors. The exception is Vista Blue, which can be paired only with a Performance White exterior.

Exterior colors include Colorado Red (which can be paired with Performance White or Satin Silver stripes), Alloy (Satin Silver or Tungsten), Vista Blue (Performance White or Tungsten), Performance White (available with Vista Blue or Tungsten stripes), Tungsten Grey (Satin Silver), Valencia (Tungsten) and Ebony (Performance White or Tungsten stripes).

"Except for the Valencia and Tungsten combination, these combinations echo what we did with the original car," says Shelby. "I really like the yellow car. It has an eye-catching modern look to it."
Peter Horbury, executive director, Design, North America, had the opportunity to learn firsthand just how much that color combination does catch the eye. "I sneaked out on the Woodward Dream Cruise in a yellow prototype of the GT500," he said. "Everybody knew what it was. People were stepping out in the road to take pictures."

Carroll Shelby, it seems, is not the only one who feels expectations have been met .

Performance Interior

• Front seats boast extra lateral bolstering for increased support during spirited driving

• Key options are GT500 Premium Interior Trim Package, Shaker 1000 Audio System and SIRIUS Satellite Radio

The 2007 Ford Shelby GT500 boasts an upgraded version of the mainstream Mustang’s interior, designed to cater to the dedicated driving enthusiast.

Most apparent is the use of light-faced gauges, a tradition on SVT’s cars and trucks and one that can improve readability under a variety of lighting conditions. The gauges also boast SVT graphics.

An astute observer will note that the speedometer and tachometer do not occupy the same positions they do in the rest of the Mustang line. In the Shelby GT500, the speedometer is on the left while the tachometer is on the right.

"This is something the SVT engineering staff insisted on – particularly because the GT500 is available only with a manual transmission," says Keith Rogman, SVT design manager. "Making the switch allows the driver the best view of the tach while changing gears."

Shelby GT500 sports a satin aluminum finish on instrument trim, rings and door handles. This helps reduce glare and provide a bit of sparkle.

Adds Doug Gaffka, chief designer for Mustang, SVT and Vehicle Personalization: "This is very much in keeping with the SVT hallmark of substance. It gives the customer a direct benefit and not just a bit of decoration."

Sit Down and Drive

Substance and function also are the reason the front seats in the Shelby GT500 are different from other Mustangs. Bolstering has been added to provide increased lateral support. This helps keep the driver optimally placed.

Seating surfaces are leather, and the classic figure of a cobra is embossed on the front seat backs. A cobra is also prominently featured on the tilt steering wheel’s air bag cover. The wheel rim is wrapped in leather and has unique thumb pads. The shift boot is also made of leather and the parking brake handle is leather clad.

Two interior color treatments are available, charcoal black and charcoal black with crimson red seat inserts and door trim panels. A GT500 Performance Interior Trim Package is optional. It features a leather-wrapped and stitched instrument panel brow and center console, upgraded door armrests and aluminum pedal covers.

Performance Sound System

SIRIUS Satellite Radio may be ordered with either the standard Shaker 500 Audio System or the optional Shaker 1000 system. The Shaker 1000 Audio System amps up to a full 1,000 watts from the standard system’s 500. It includes two subwoofers as part of its 10-speaker array, and an audio input jack is standard. Both the Shaker 1000 and the 8-speaker Shaker 500 systems include AM/FM Stereo with a six-disc in-dash CD changer with MP3 capability.

Convenience

Comfort and convenience touches abound. Manual air conditioning, power windows and power locks are standard. The center console includes not just an armrest, but storage as well. The interior also features dual power points as well as two cupholders.

And the Ford Special Vehicle Team has put its stamp on things as it welcomes enthusiasts into the car via bright door sill trim plates bearing SVT script.

Shelby GT500 Safety

• Shelby GT500 has increased torsional rigidity, which can aid driver vehicle control and provide protection in an accident.

• Features Ford’s Personal Safety System® and standard driver and front passenger seat-mounted side-impact air bags. BeltMinderâ„¢, SecuriLockâ„¢, all-speed traction control, anti-lock brakes and a host of other innovative features are included.

• An active anti-theft package aimed at combating high performance-car insurance premiums on Shelby GT500 includes a separate alarm sounder, anti-tow sensor, an ultrasonic interior-motion sensor and perimeter anti-theft sensors.

With a body structure providing considerably more torsional rigidity than the previous generation Mustang hard top, the chassis of the 2007 GT500 coupe is better able to respond to driver inputs to help control the vehicle in emergency maneuvers.

The body structure is 31 percent stiffer in torsion, meaning that a twisting force of 15,500 foot-pounds can deform the body by only one degree. Such dramatic leaps in body stiffness contribute to the GT500’s driving performance, with parallel benefits in accident protection.

Engineering a body with such high stiffness creates a passenger "safety cage" that helps protect the cabin from deformation and intrusion.

The front structure is designed to absorb energy in a controlled manner and dissipate it before it can reach the passenger compartment. The GT500 front rails have an octagonal shape to spread forces evenly at the firewall and progressively deform for increased protection in demanding offset frontal crashes.

Other safety features include all-speed traction control, anti-lock brakes (ABS) and Ford’s Personal Safety System®. When you add in the standard driver and front passenger side-impact air bags and side intrusion door beams, the GT500 provides a comprehensive safety package.

GT500 Confidence: Ford Personal Safety System®

Topping the list of GT500’s safety equipment is Ford's Personal Safety System®, one of the industry's most comprehensive safety technology suites. The system is designed to provide enhanced protection in many types of frontal crashes by analyzing impact factors and determining proper air bag response in milliseconds.

It uses dual-stage driver and front-passenger air bags capable of deploying at full or partial power. In less severe frontal crashes, air bags inflate with less force.

Ford’s Personal Safety System® employs pretensioners to tighten front seat belts in the first milliseconds of a crash. Energy management retractors gradually slacken the belt, if necessary, to reduce forces across the occupant's chest during the impact.

Standard Front Passenger Classification Sensing

Standard front passenger classification sensing builds on the strength of the Personal Safety Systemâ„¢ to tailor deployment of the front-passenger air bag. If the passenger-seat sensor detects no weight or very little weight, like a newspaper or a jacket, the passenger air bag is automatically switched off.

If more weight is on the seat, like a small child, the air bag remains deactivated and an instrument panel light alerts the driver with the message "PASSENGER AIR BAG OFF." Of course, the safest place for children remains the rear seat, properly restrained. If an adult is seated properly in the passenger seat, the air bag automatically is switched on, ready to inflate within milliseconds, if needed.

Among the dozens of standard safety and security features the GT500 offers are:

• BeltMinderâ„¢
  The most effective way to help save lives on roadways is one of the simplest safety technologies on the market – the safety belt. Ford’s BeltMinder™ system gives occupants a gentle chiming reminder to fasten their safety belts. A Ford innovation introduced in 1999, BeltMinder™ already is proving to increase safety-belt use.

• SecuriLockâ„¢ Passive Anti-Theft System
  Passive anti-theft systems like SecuriLockâ„¢ help protect against drive-away theft through the use of an electronically coded ignition key. The system is designed to help prevent the engine from being started unless a coded key programmed to the vehicle is used. A miniature transponder with an integrated circuit and antenna is imbedded in the ignition key. A wireless radio-frequency transmission transfers an electronic code between the transponder in the key and the vehicle. If the codes match, a signal passes through the wiring system to the electronic engine control, allowing the vehicle to start.

• Battery Saver
  Battery Saver helps prevent accidental battery drainage from Mustang’s interior lights. The battery saver feature automatically turns off interior lights in a parked vehicle after a few minutes, like when a door is left ajar. If interior lights are left on while the ignition is in the Off position, a relay is deactivated in 10 to 40 minutes cutting power to the interior lights.

• Fail-Safe Cooling
  A fail-safe cooling system lets GT500 be driven under limited power for short distances if engine coolant is lost, eliminating the cost and inconvenience of towing. If the coolant level sensor reads below a critical level, the engine computer module switches the engine to an emergency limp-home mode, in which only half the cylinders get fuel. With only half the cylinders firing, the engine operates at lower power and generates much less heat. The cylinders alternate between even- and odd-firing pistons in this mode. The engine can move the vehicle at moderate speeds (up to about 50 mph).

Keeping the Shelby Where It Belongs

The GT500 also features an active anti-theft package aimed at combating high performance-car insurance premiums. The package includes:

• Separate Alarm Sounder
  The GT500 employs a separate, remotely located alarm sounder in conjunction with the traffic horn, making it harder for thieves to disable the system and make off with the car or its contents.

• Anti-Tow Sensor
  The vehicle is guarded against tow-away thefts. An inclination-sensing module records the vehicle’s angle when the anti-theft system is armed. If the sensor detects a change in vehicle incline, it sends a signal to the alarm system, which triggers a separate alarm, traffic horn and flashes the car’s lights.

• Ultrasonic Interior Motion Sensor
  To detect "smash-and-grab" break-ins, an ultrasonic interior-motion sensor is designed to detect motion inside the vehicle cabin. If an intrusion is detected, the alarm sounder and traffic horn are activated and the exterior lights flash to frighten would-be thieves.

• Perimeter Anti-Theft Protection
  Perimeter anti-theft sensors also detect the opening of the hood, doors or trunk when the anti-theft system is armed. If the vehicle is parked and the window rolled down, for example, the alarm is sounded if a would-be-thief tries to open the door to gain access to the car.

• High-Capacity Battery
  A 60-ampere-hour battery is capable of sounding the alarm longer. This powerful battery lends an extra measure of authority to the active anti-theft system and helps prevent battery run-down from use of GT500’s powerful audio system while the engine is off.

Special Features: A history of superchargers

• First supercharged Shelby Mustang was the 1966 Shelby GT350

• Ford Thunderbird offered a supercharger beginning in 1957

• Ford SVT’s first supercharged engine was the 360-hp 1999 SVT F-150 Lightning

• Lightning was followed by the 390-hp 2003 SVT Mustang Cobra

Carroll Shelby has always been a fierce competitor, both on the track and in business. He does not like to lose.

"About the only thing I like less than losing is losing and not learning from it," says the racing great.

That philosophy sums up how Shelby, superchargers and Mustangs came together in the first place.

The story begins in 1965 when a supercharger manufacturer tried to interest Shelby in putting its product on his then-new GT350 Mustang. At the time, Shelby’s plate was full with building, selling and racing cars. He declined.

Then the manufacturer’s rep showed up at Shelby’s shop in the shadow of the Los Angeles airport with a supercharged GT350. Shelby agreed to a race on the vast expanses of empty concrete that surrounded the airport. He jumped behind the wheel of a 289 Cobra roadster – a vehicle much lighter than the 289 GT350 – and soundly lost.

"Well, I figured if that rep was going to teach me a lesson I might as well profit from it," he says. "So for the 1966 model we made a supercharger a factory option on the GT350 as well as an aftermarket accessory."

A supercharger remained in the Shelby catalog right through the end of production of the original Shelby Mustangs. It was offered on GT350 models. In 1966 and 1967 these were powered by the 289 cubic-inch V-8. In 1968, displacement was boosted to 302 cubic inches. Beginning in 1969, the GT350 sported Ford’s then-new 351 cubic-inch V-8.

Using a Blower to Call Down the Thunder

However, these were not the first – nor, obviously, the last – production Ford passenger vehicles to be supercharged.

Thunderbird and supercharger have long been synonymous. The relationship began in 1957 when a supercharged version of the "Y-block" 312 cubic-inch V-8 was offered as a more powerful alternative to the two non-blown engine choices. Output of the standard Thunderbird four-barrel 312 was rated at 245 gross horsepower. A dual four-barrel version generated 270 gross horsepower. However, the supercharged engine topped them both with a gross rating of 300 horsepower.

Thunderbirds and superchargers would not meet again until the 1989 model year when the Thunderbird Super Coupe was introduced. This time around, the engine was a V-6 displacing 3.8 liters. From 1989 through 1993, the Super Coupe carried a net rating of 210 horsepower and 315 lbs.-ft. of torque. This was upgraded to 230 horsepower and 330 lbs.-ft. for the 1994 and 1995 model years.

SVT Finds Special Uses for Superchargers

Superchargers have also played an important role in the history of the Ford Special Vehicle Team.

SVT’s first production vehicle to use a supercharger was the F-150 Lightning. An all-new F-Series platform gave SVT engineers a "clean-sheet" opportunity for the 1999 model year. SVT started with the smallest, lightest F-150 chassis for optimum acceleration and handling – the sporty short wheelbase, Regular Cab FlareSide configuration. Engineers lowered the truck two inches in the rear and half an inch in the front, added big brakes and a sport-tuned suspension as well as unique front and rear styling treatments.

However, the big news was a special SVT-developed supercharged 5.4-liter Triton™ V-8. Output was an arresting 440 lbs.-ft. and a mighty 360 horsepower – 40 more horsepower than even SVT’s flagship 1999 Mustang Cobra generated. Needless to say, the 1999 SVT F-150 Lightning set new standards for full-size sport trucks. For 2001, SVT bumped up the Lightning’s output to 380 horsepower and 450 lbs.-ft.

Meanwhile, engineers were learning the lessons that eventually would pay off in the form of the 2007 Shelby GT 500.

Introduced as a 2003 model, the SVT Cobra took Mustang horsepower to as-yet unseen heights with a new, Eaton supercharged DOHC 4.6-liter "Terminator" V-8. Rated at 390 horsepower and 390 lbs.-ft. of torque, it was among the most powerful Mustangs ever to leave the production line up to that time. It also featured a 6-speed manual transmission, redesigned front and rear fascias and a new "heat-extraction" hood.

A blueprint for the future had been drawn.

Technical Specifications

BODY
Construction	Unitized welded steel body, aluminum hood
POWERTRAIN AND CHASSIS
ENGINE
Type	V-8
Manufacturing location	Romeo, Michigan
Configuration	Iron Block and Aluminum Heads
Intake manifold	Cast-aluminum with Roots-type supercharger and air-to-water intercooler
Exhaust manifold	Cast iron
Crankshaft	Forged steel
Throttle Body	Dual 60 mm, electronic
Valvetrain	DOHC, 4 valves per cylinder
Valve diameter	Intake: 37.0 mm; Exhaust: 32.0 mm
Pistons	Forged aluminum
Connecting Rods	Cracked forged steel I-beams
Ignition	Coil-on-plug
Bore x stroke	3.552 x 4.165 in. / 90.22 x 105.8 mm
Displacement	330 cu. in. / 5,409 cc
Horsepower	475 (estimated)
Torque	475 lb.-ft. (estimated)
Compression ratio	8.4:1
Redline	6,250 rpm
Idle Speed in Neutral	750 rpm
Engine control system	Silver Oak PCM
Recommended fuel	Premium only
Fuel capacity	16.0 gallons
Fuel Injection	Electronic returnless sequential
Oil capacity	6.0 quarts 5W-50 Full Synthetic
Coolant capacity	21 quarts
DRIVETRAIN
Layout	Rear-wheel drive
TRANSMISSION
Standard (Type)	Tremec TR6060 6-speed manual
Gear Ratios
1st	2.97
2nd	1.78
3rd	1.3
4th	1.0
5th	0.80
6th	0.63
Final Drive	3.31
SUSPENSION
Front	Reverse-L independent MacPherson strut, 34-mm tubular stabilizer bar
Rear	Three-link solid axle with coil springs, Panhard rod, 24-mm solid stabilizer bar
STEERING
Type	Rack and pinion with power assist
Ratio	15.7:1
Steering column	Tilt
BRAKES
Type	Four wheel power disc with 4-channel anti-lock braking system (ABS), electronic brake force distribution (EBD) and traction control
Front	Brembo 14-inch diameter vented discs, four-piston aluminum calipers
Rear	11.8-inch diameter vented discs, two-piston calipers
TIRES AND WHEELS
Tires	P255/45R18 front tires, P285/40ZR18 rear tires
Wheels	18 x 9.5-in machined aluminum wheels with SVT center caps
DIMENSIONS (inches unless otherwise noted) (All dimensions are Preliminary)
EXTERIOR
Wheelbase	107.1 in.
Overall length	187.6 in.
Overall width	73.9 in.
Overall height	54.5 in., Coupe; 55.7 in., Convertible
Track width, front/rear	61.9 in. / 62.5 in.
Ground clearance	5.71 in.
INTERIOR
Seating capacity	4 passenger
Headroom
Front row	38.6 in., Coupe; 38.8 in., Convertible
Second row	35.0 in., Coupe; 36.3 in., Convertible
Legroom
Front row	42.7 in., Coupe; 42.7 in., Convertible
Second row	31.0 in., Coupe; 30.3 in., Convertible
Shoulder room
Front row	55.4 in., Coupe; 55.4 in., Convertible
Second row	53.3 in., Coupe; 45.0 in., Convertible
Hip room
Front row	53.6 in., Coupe; 53.6 in., Convertible
Second row	46.7 in., Coupe; 45.4 in., Convertible
Cargo Volume	12.3 cu. ft., Coupe; 9.7 cu. ft., Convertible
WEIGHTS AND CAPACITIES (pounds unless otherwise noted)
Curb weight, pounds
Coupe	~3,920 pounds
Convertible	~4,040 pounds
Weight distribution (f/r)	57/43
SAFETY
Safety belts	Load-limiting seat belts with pretensioners and height-adjustable shoulder belts for front seating positions (coupe) Three-point safety belts for all seating positions BeltMinderâ„¢ safety-belt reminder chime
Air bags	Dual-stage driver and front-passenger air bags with crash-severity sensor, driver-seat-position sensor and front-passenger weight sensor Seat-deployed side air bags for driver and front passenger
Child safety	Childproof rear door locks LATCH anchors for rear outboard seats
Brakes	Anti-lock braking system (ABS) Traction-control system
Fuel	Inertia-activated shutoff switch for fuel pump
Security	SecuriLockâ„¢ passive anti-theft system Remote keyless entry Separate alarm sounder Anti-tow sensor Ultrasonic interior motion sensor Perimeter anti-theft battery
MAJOR STANDARD EQUIPMENT
Audio system	Shaker 500: AM/FM stereo with six-disc CD/MP3 player with eight speakers
EXTERIOR
Badging	Unique GT500
Top	Black cloth (Convertible only)
Exhaust	Tuned dual stainless steel
Fascia	Unique GT500 color-keyed front and rear
Fog lamps	Front
Grille	Unique upper with Cobra emblem
Hood	Unique with heat extractors
Locking	Remote keyless entry
Spoiler	Unique color-keyed decklid spoiler
Trim	Over-the-top "LeMans" stripes and "GT500" side stripes (Coupe) "GT500" side stripes (Convertible)
Trunk	“Fix a Flatâ€Â' tire repair kit
INTERIOR
Air conditioning	Manual
Console	Center with full armrest and storage
Cupholders	2
Door trim inserts	Soft vinyl
Floor mats	Front, color-keyed with driver-side retention hook
Instrument cluster	Includes boost gauge and message center, SVT graphics
Map pockets	Front doors
Power points	2
Scuff plates	Door sills, with bright SVT script insert
Seats	Leather sport buckets; 6-way power adjustable driver seat with power lumbar and 2-way adjustable head restraint
Shift knob	Unique with leather shift boot and parking brake handle
Steering wheel	Leather-wrapped with unique thumb pads, adjustable for tilt
Windows/door locks	Power
OPTIONS
DELETE OPTIONS
"LeMans" stripes	Coupe only
"GT500" side stripes	Coupe, Convertible
AUDIO
Shaker 1000	1000 watt audio system: AM/FM stereo, in-dash six-disc CD/MP3 player, 10 speakers
Satellite radio	SIRIUS
PACKAGE
GT500 Premium Interior Trim Package	Wrapped and stitched instrument panel brow and center condole with upgraded door armrest, electrochromic rearview mirror and aluminum pedal covers
EXTERIOR/INTERIOR COLORS
EXTERIOR
Paint/stripe colors	Torch Red Clearcoat with Performance White or Satin Silver stripes Alloy Clearcoat Metallic with Satin Silver or Tungsten stripes Vista Blue Clearcoat with Performance White or Tungsten stripes Performance White Clearcoat with Vista Blue or Tungsten stripes Tungsten Grey Clearcoat with Satin Silver stripes Valencia Yellow Clearcoat with Tungsten stripes Ebony Clearcoat with Performance White or Tungsten stripes
Convertible top	Black cloth
INTERIOR	Charcoal Black/Charcoal Black Charcoal Black/Crimson Red
WARRANTY INFORMATION
Warranty	3-year, 36,000-mile bumper-to-bumper limited warranty

1968 and 2007 Ford Shelby GT500 Comparisons

	1968 Shelby GT500	2007 Ford Shelby GT500	2006 Ford Mustang GT
BODY
Construction	Unibody	Unibody	Unibody
Styles	Fastback, convertible	Coupe, convertible	Coupe, convertible
ENGINE
Type	90 degree V-8	90 degree V-8	90 degree V-8
Bore x stroke	4.13 x 3.98 inches/104.9 x 101.1 mm	3.552 x 4.165 inches/90.22 x 105.8 mm	3.55 x 3.54 inches/90.22 x 90.0 mm
Displacement	428 cu. In./ 7,013 cc	330 cu. in./5,409 cc	281 cu. in./4,606 cc
Horsepower	360 @ 5,400 rpm (SAE gross)	Estimated: 475 (SAE net)	300 @ 5,750 rpm (SAE net)
Torque	420 lb.-ft. @ 3,200 rpm (SAE gross)	Estimated: 475 lb.-ft. (SAE net)	320 lb.-ft. @ 4,500 rpm (SAE net)
Horsepower per liter	51.33 (SAE gross)	Estimated: 87.95 (SAE net)	65.13 (SAE net)
Block	Cast iron	Cast iron	Aluminum
Heads	Cast iron, overhead valves	Ford GT aluminum, dual overhead cams	Aluminum, single overhead cam
Compression ratio	10.5:1	8.4:1	9.8:1
Valvetrain
Camshaft	Single, in block	Dual, overhead	Single, overhead
Valves per cylinder	Two: 1 intake, 1 exhaust	Four: 2 intake, 2 exhaust	Three: 2 intake, 1 exhaust
Fuel system
Delivery	4bbl carb w/ 600 cfm primaries, 715 cfm secondaries	Elec. fuel injec., dual 60 mm throttle body	Elec. fuel injec., dual 55 mm throttle body
Intake manifold	Cobra Aluminum	Alum with supercharger and intercooler	Aluminum
Ignition	Mechanically-driven distributor	Coil-on-plug	Coil-on-plug
Exhaust system
Manifolds	Cast iron	Cast iron	Cast iron
Arrangement	Dual	Dual	Dual
TRANSMISSION
Standard	4-speed manual	6-speed manual	5-speed manual
Optional	3-speed automatic	None	5-speed automatic
Final drive	3.50:1, manual/3.50:1, automatic	3.31:1	3.55, manual/3.31, automatic
SUSPENSION
Front	Independent	Reverse-L independent	Reverse-L independent
Springs and shocks	360 lbs./in. coil with adj. hydraulic shocks	MacPherson struts	MacPherson struts
Stabilizer bar	23.9 mm	34 mm	34 mm
Rear	Live axle	Live axle	Live axle
Type	Hotchkiss with custom windup dampers	Three-link with Panhard rod	Three-link with Panhard rod
Springs	135 lbs./in. 4-leaf semi-elliptical	coil springs	coil springs
Shocks	Adjustable hydraulic shocks
Stabilizer bar		24 mm, Coupe; 20 mm, Convertible	20 mm, Coupe; 18 mm, Convertible
BRAKES
Type	Power assisted front disc, rear drum	Pwr asst four-wheel disc w/ ABS, Traction Control	Power assisted four-wheel disc, ABS
Front	11.3-inch ventilated discs	Brembo 14-in. vented discs, 4-piston calipers	12.4-in vented discs, twin-piston calipers
Rear	10.0 x 1.75-inch rear drums	11.8-in. vented discs, single-piston calipers
WHEELS/TIRES
Wheels	Standard: 15-inch x 6-inch steel wheels	Standard: 18-inch x 9.5-inch aluminum wheels	Standard: 17-inch x 8-inch aluminum wheels
	Optional: 15-inch x 7-inch steel wheels	Optional: None	Optional: 18-inch x 8-inch aluminum wheels
Tires	E70 x 15 nylon 4-ply nylon, rated to 130 mph	Front:P255/45ZR 18; Rear: P285/40ZR 18	Standard: P235/55ZR 17
			Optional P235//50ZR 18
Steering
Type	Power assisted recirculating ball	Power assisted rack and pinion	Power assisted rack and pinion
Ratio	16 to 1	15.6 to 1	15.6 to 1
DIMENSIONS/CAPACITIES
Wheelbase	108.0 inches	107.1 inches	107.1 inches
Length	186.8 inches	187.6 inches	187.6 inches
Width	70.9 inches	73.9 inches	73.9 inches
Height	51.8 inches (Fastback)	55.7 inches (Coupe)	55.4 inches (Coupe)
Track, front/rear	58.1 inches/58.1 inches	61.9 inches/62.5 inches	62.8 inches/63.0 inches
Curb weight	3,445 lbs. (Fastback with automatic)	~3,920 lbs Coupe	3,488 lbs. (Coupe with manual)
Weight distribution, f/r	56.4%/43.6% (Fastback with automatic)	57%/43%	54%/46 (Coupe with manual)

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