We promise there are no tricks of photography, no tricks, this is a real picture and two grown men are in the Smera. You can look for pixels yourself with this full size image. Guess that explains the funny shape of the lower seat cushion. We thought the press release was in error when it said two passengers. So now we have a two seat, all electric, four wheeled, leaning micro car that will get to 62 MPH in 8 seconds, top out at 80 MPH, and run for 93 miles. This just keeps getting better and better. We actually kind of want to give one a spin now.

We're not modern European traffic law standards scholars, but we're assuming there is a 50 cc quadracycle kind of niche carved out below regular cars as kei cars work in Japan. This particular one has a 50 cc license plate which we assume means a 49 cc scooter motor and you can see the CVT poking out the bottom. I suppose if you don't want to put up with the wind and maybe have an inner ear infection causing vertigo and mild insanity, this makes sense.

Look, the Ferrari is dirty! It's parked next to a curb. Its down there in the grit and dirt just like every other car. We never thought we'd see the day, but there it is.

Hopefully the horrible decontenting fate that sank the C170 Focus for us doesn't beset the Fiesta, but we'll just have to wait and see. If you don't remember how the long winded press release felt when it first came out, go nuts soldiering through it down below.

FIESTA FOREVER: FORD'S NEW-GENERATION GLOBAL SMALL CAR PREVIEWED AT 2008 Geneva Motor Show

COLOGNE, 14 February, 2008 - Ford of Europe is reinventing its small car range for a new generation of customers in 2008, starting with a stylish and exciting all-new Fiesta. First Details of the three-door model are released today, and the car will make its global debut at the Geneva Motor Show next month.

Designed and developed in Europe for sale in Europe, Asia, South Africa, Australia and the Americas between 2008 and 2010, the new Fiesta is the first major product of Ford's new global product development process. Its stylish and dynamic flair combines with all the traditional Ford small car strengths to create a confident, contemporary introduction to the next chapter of the Fiesta success story.

The new Fiesta opens another chapter in the story of the popular Ford small car that has sold more than 12 million units since its introduction in 1976. Charismatic and individual, the new model makes major strides in craftsmanship, quality of materials and product choice while continuing to represent Fiesta's traditional strengths of practicality, value for money, agility and safety. It also brings a host of big-car features to the small-car segment for the first time.

New Fiesta clearly embodies the hallmarks of 'kinetic design', which has so convincingly infused emotion into the core of the Ford range in Europe. The Geneva debut confirms that new Fiesta will bring the most appealing elements of Verve, a trio of concept cars shown recently around the world, to production reality.

It also ends speculation surrounding the name of Ford's new-generation small car for global markets.

"This new car embodies the very essence of Fiesta - fun, vitality and emotion," said John Fleming, President and CEO, Ford of Europe. "We know there isn't a better name for the new model, and we have over thirty years of investment in the Fiesta brand to consider.

"We're confident that the combination of dynamic new 'kinetic design' exterior, great interior design and craftsmanship, and a host of new technologies and features will provide compelling reasons for a new generation of customers around the world to take a fresh look at the Ford Fiesta. I know they will be both surprised and delighted with what they see and feel," Fleming added.

Small Car with Global Plans

The new Ford Fiesta is closely related to the exciting Verve Concept vehicle that was revealed to great acclaim at the 2007 Frankfurt Motor Show. The Frankfurt car was one of three Verve Concepts, with the others, both four-door sedans tailored for regional market tastes, shown recently at Guangzhou in China and the North American International Auto Show in Detroit. Together, these concepts paved the way for the company's new global small car programme for the 2008 to 2010 period, with the European Fiesta first to debut in production guise.

Ford designers and product development engineers in Europe have led the vehicle's global development process.

"For Ford, this is truly a world premiere," said Joe Bakaj, Vice President of Product Development, Ford of Europe. "The new Fiesta is the first car born from our new global product development process. More than ever, we're leveraging our global product development expertise, and this car sets the scene for future great products for customers around the world that are already being developed behind it in the Ford Global Product Development System pipeline."

European production of the new Fiesta commences in the autumn of 2008 at the company's Cologne plant in Germany. Later, as production ramps up, the Valencia Assembly Plant will bring additional Fiesta capacity on line in 2009.

"Fiesta has its heart in Europe but its eyes on the world," said Marin Burela, Ford's Global Executive Director for small-car development. "We're building on Ford's hertitage of excellence in small car development to give the new Fiesta truly global reach and identity. By 2010, this new small-car family will be manufactured in Europe, Asia and North America and be marketed as Fiesta in all of the world's key automotive markets."

The new vehicle range will introduce several Ford firsts for a small car, including - from later in 2008 - another model in the new Ford ECOnetic range promising CO2 emissions of fewer than 100 grams per kilometre.

Fit and Trim

* New model retains predecessor's compact size, but is lighter and stronger
* Intelligent Protection System includes new driver's knee airbag
* Detailed enhancements to acclaimed driving character include Electric Power Assisted Steering (E-PAS) and reduced road, wind and powertrain noise

Unlike key competitors in the European small-car segment which have grown in size and weight, the new Fiesta stands on virtually the same footprint as before. The new-generation Fiesta is actually lighter than its predecessor.

"Staying small and resisting weight gains were key objectives of the new Fiesta development process," said Joerg Beyer, Fiesta Chief Carline Engineer. "We've been absolutely committed to keeping Fiesta a compact car and having a razor-sharp focus on cutting weight. That really pays off when it comes to fuel economy and CO2 emissions."

Component by component, the Ford development team scrutinised for weight but refused to compromise on key areas that are important to customers. One of the biggest is safety, where new Fiesta makes a bold step forward with an extremely robust safety structure and the Intelligent Protection System of safety technologies that brings a driver's knee airbag to Fiesta for the first time.

The new Fiesta makes extensive use of ultra high-strength steels in its body structure. A remarkable amount of these specialist steels, including boron steel and dual-phase steel, is the secret to Fiesta's quantum leap in structural stiffness for its light weight. These steels are used particularly in safety critical areas, such as the A-pillar and B-pillar, part of the ultra-rigid 'door ring' structure of the Fiesta bodyside.

Extending Fiesta's traditional excellence in driving dynamics was also a priority. The new Fiesta will have a dynamic character to match its poised, 'kinetic design' style hinting at energy in motion. Ford's acclaimed dynamics engineers also worked hard to enhance Fiesta's ride comfort and isolate road, wind and powertrain noise from the cabin, and to give the new model an impressively quiet driving quality for a small car.

New Fiesta retains the MacPherson strut front suspension and twist-beam rear suspension layout that has been one of its traditional strengths, but the new suspension and steering system has undergone an array of enhancements.

Electric-Power Assist Steering (E-PAS) is introduced in the Fiesta for the first time. E-PAS provides the right balance of low-speed assistance and excellent feel and responsiveness.

E-PAS has another key benefit. It is another key facet of new Fiesta's initiatives to reduce fuel consumption.

The electric power steering pump only operates when steering-effort assistance is required, unlike traditional hydraulic PAS pumps that operate constantly when the engine is running. This brings a fuel consumption reduction.

Efficient Powertrain Choices

* Total of five powertrain choices at launch from efficient 68 PS Duratorq TDCi diesel to new Duratec 1.6-litre Ti-VCT petrol engine which delivers 115 PS
* Fiesta ECOnetic ultra-low CO2 model will deliver less than 100g/km emissions

With a broad array of powertrain choices, the new Fiesta is a responsive, yet efficient, performer.

New to the Fiesta range for European markets is the popular Ford Duratec 1.6-litre Ti-VCT engine. The 115 PS engine with variable intake cam timing, provides a well-balanced blend of performance and economy. It brings a 15 PS performance improvement over the outgoing Fiesta without a fuel consumption penalty.

The Fiesta range also retains:

* 1.25-litre (60 and 80 PS) and 1.4-litre (91 PS) Duratec petrol engines
* Both Duratorq TDCi common-rail diesel engines, the 1.4-litre (68 PS) and the 1.6-litre (90 PS - available with Diesel Particulate Filter) which have been enhanced with revised injection technology and electronic control sophistication.

Fiesta will be offered with Ford Durashift 5-speed manual transmission or the Durashift
4-speed automatic transmission (available with 1.4-litre (91 PS) Duratec engine).

Concept becomes Reality

* Production Fiesta is clearly related to Verve Concept
* Futuristic interior from Concept makes production with integrated HMI centre stack
* New technology highlights include keyless vehicle technology, 'Ford Power' engine start button, Ford Easyfuel capless refuelling, USB connectivity and ambient interior lighting

The new Ford Fiesta brings the radical Verve Concept exterior and interior styling to production reality and incorporates features and technologies normally found in larger, more expensive vehicles. It rejects the notion that an affordable small car has to be basic or boring.

The highlight of the Verve Concept interior - the futuristic, mobile phone-inspired, human-machine interface technology of the instrument panel centre stack - will be a core feature of the new Ford Fiesta when it hits the road.

Gone is the flat, upright centre stack of the instrument panel, a feature typical of many small cars driven by the need to package a large radio head unit behind the fascia panel. New technology allows Fiesta to separate the key elements of audio system - the control buttons, display and underlying electronics - in a distributed architecture that gives designers more freedom to create aesthetically pleasing, functional shapes.

Many customers of the new-generation Ford Fiesta were raised with mobile phones and they will be instantly comfortable with the design of the car's Ford Convers+ system, which follows the centre stack contours to frame a large-screen display and control panel with key buttons for audio, in-car phone and vehicle settings.

Convenient toggle switches incorporated into the steering wheel allow the driver to control the system's key functions easily and intuitively.

The Ford Convers+ feature - already available on the Ford Mondeo, S-MAX and Galaxy models - represents a major step forward for the small car buyer. It is just one of several new features and technologies in the new Fiesta, including keyless vehicle technology symbolised by the distinctive 'Ford Power' button on the instrument panel.

The advanced technology of Convers+ will not be offered solely on high-spec vehicles. Ford expects more than 85 per cent of Fiesta orders to feature one of two available multi-function displays.

Another Verve Concept feature - the lozenge shaped array of large twist dials for the heating and ventilation systems at the midpoint of the centre stack - is retained in the production Fiesta design. This feature was inspired by the design of contemporary power showers.

Connectivity is another new Fiesta strength. The new centre console features a convenient tray for MP3 players complete with built-in jack sockets for an auxiliary (AUX) audio cable and a USB, along with the traditional 12 Volt outlet. This allows the car's audio system to control and charge the MP3 player.

Bluetooth® connectivity with Voice Control is also offered in the new Fiesta, along with more big-car technologies, including:

* Ford Easyfuel, the convenient capless refuelling system recently introduced with the Ford Mondeo designed to prevent accidental misfuelling
* Reach and rake steering wheel adjustment
* New ambient lighting features that provide a softly elegant red glow to discreetly highlight the interior of the vehicle
* 'One shot' up and down driver window with anti-trap technology

Bold, Dynamic, Sculpted

The bold colours, dynamic shapes and sculpted surfaces of the new Ford Fiesta indicate how deeply the spirit of the Verve Concept has been carried into production as the latest model of Ford's 'kinetic design' family.

Exciting and vibrant new production colours include 'Squeeze' and 'Hot Magenta', which is a production version of the unique colour developed for the three-door Verve Concept car.

"We were so pleased with the positive reaction to the body colour of the first Verve Concept, that we decided to adopt this colour for inclusion in the range soon after launch," said Burela.

The dynamic, coupé-like profile and sporty stance of the new Fiesta demonstrates that none of the emotional appeal of the concept cars has been lost.

"All the vital elements of 'kinetic design' combine to create a visually rich, dynamic exterior shape that is very close indeed to the original concept car," said Martin Smith, Ford of Europe's Executive Director for Design. "Full surfaces, bold graphics and dynamic lines combine coherently and harmoniously to create a dynamic spirit of fun and energy in motion."

With a feeling of toned muscularity, the new Fiesta asserts an air of confidence, stylishness and individuality. Its aggressively contoured bonnet and front wings convey a broad-shouldered stance, and its face features a distinctive signature element - a bold lower trapezoidal grille that draws attention and reinforces the key Ford attribute of sporty driving dynamics.

Chrome and brightwork are used selectively, like jewellery accents, to convey elegance and sophistication.

Large and full of character directly from the Verve concepts, Fiesta's bold headlamps become part of the shoulder shape and extend aggressively rearward almost as far as the stylishly raked A-pillars. The headlamp units incorporate all primary front lighting and signal functions - complemented on the lower bumper flanks by round, chrome-ringed fog lamps.

New Fiesta's profile emphasises its new, cab-forward shape and an attitude of poised, sporty style. The sweeping roofline extends appealingly from the forward-stretching A-pillar rearward, framing the bold graphic of the Fiesta side window profile to create the sporty feeling of a coupé for both three-door and yet-to-be-revealed five-door bodystyles.

"The Design team put as much importance on the shape of the five-door as the three-door," said Stefan Lamm, Chief Designer Exterior, Ford of Europe. "Both cars are based on the same body, which makes them sporty and dynamic, almost coupé-like."

The Fiesta side windows combine to create a unified profile window graphic - a key 'kinetic design' element that communicates dynamism. An elegant accent of chrome frames the lower edge of the side glass and accentuates the signature Ford "kick-up" at its rear.

The new Fiesta also features the signature bold wheel arches that communicate the vehicle's stance and dynamic capabilities, giving visual emphasis to new 17-inch alloy wheels.

Dynamic, 'kinetic design' lines arc from side to side, uniting the upper corners of the tail lamps with the distinctive spoiler, which incorporates a slim LED stop lamp array. The sculpture of the body shapes is accented by elements like the new tail lamp - another Verve element that feels like it is an integral part of the body - and the V-shaped tailgate's chamfered rear glass.

"I've been saying just wait for the new Fiesta to see how kinetic design can be translated into a small car," said Martin Smith, Executive Director of Design for Ford of Europe. "But now the wait is over. New Fiesta evokes an instant emotional response that says 'I want one' which extends the traditionally practical values of the Fiesta brand to appeal to a new, style-conscious generation of small car buyers."

Full technical details of the new Fiesta range will be released closer to the launch of the production model in autumn 2008.

Ford CONFIRMS FIESTA AS GLOBAL NAME FOR SMALL CAR

COLOGNE, Germany, Feb. 14, 2008 - Ford's new small car family will use the Fiesta name around the world, the company confirmed today.

Designed and developed in Europe for customers in Europe, Asia, South Africa, Australia and the Americas between 2008 and 2010, the new Fiesta is the first major product of Ford's new global product development process. This new small car keeps alive a name synonymous with more than 30 years of success and strong driving dynamics in Europe and is already well known in markets across Asia, Australia and South America. The Fiesta also was offered in the U.S. from 1978 to 1980.

"The new Ford Fiesta captures every aspect of what's defined Ford as a small-car leader in Europe and builds on it in terms of driving dynamics and design," said Mark Fields, president of the Americas, Ford Motor Company. "When it arrives in North America in 2010, the Ford Fiesta will set a new standard in the small car segment. Even before it arrives in this market, though, the new Fiesta demonstrates how leveraging our global strengths can yield attractive benefits for customers around the world."

The dynamic new look for this global family of small cars was previewed in three Ford Verve Concept vehicles which made their debuts at the Frankfurt Motor Show in September 2007, the Guangzhou Motor Show in November 2007 and the North American International Auto Show in January 2008.

In Europe, the new Fiesta will debut first in production guise at the 2008 Geneva Motor Show in March and will go on sale in fall 2008 in three- and five-door hatchback body styles. By 2010, the new Fiesta will be on sale in markets across Europe, Asia, South Africa, Australia and North America in a variety of regionally tailored models derived from a common platform.

"With the all-new Fiesta, we want to create a world standard for small car quality, design and comfort in a vehicle that is as exciting to drive as it is to look at. We believe this all-new model will attract a whole new generation of small car buyers, whether they are in Britain, Spain, China or California," said Alan Mulally, Ford Motor Company President and CEO. "The new Ford Fiesta will set the standard for delivering to our customers products they really want and value while taking advantage of our wonderful global resources."

The new Ford Fiesta brings the dynamic Verve Concept exterior and interior styling to production reality, demonstrating that small cars can be stylish, sophisticated and emotional. It rejects the notion that an affordable small car has to be a commodity.

The new Ford Fiesta also makes major strides in small car craftsmanship, quality of materials and product choice while continuing to represent traditional strengths of practicality, value for money, agility and safety. It also brings a host of big-car features to the small-car segment for the first time.

"The new Ford Fiesta is an example of how good a small car can be," said Jim Farley, Ford's group vice president, Marketing and Communications. "The Fiesta is great to look at, great to drive and it has quality you can see, feel and touch. It's going to be an important growth product for North America."

A key Ford Fiesta strength throughout its life has been its acclaimed driving quality, and the new model intends to uphold this reputation. Ford's dynamics engineers also worked hard to enhance Fiesta's ride comfort and isolate road, wind and powertrain noise from the cabin, and to give the new model an impressively quiet driving quality for a small car.

Fiesta for a New Generation

The all-new Fiesta opens another chapter in the story of the popular Ford small car that has sold more than 12 million units since its introduction in 1976 and represented real change when it came on the automotive scene. While it has moved with the times and fashions over the years, it has remained steadfast in its dedication to providing economical, practical and dependable transportation for people of all ages.

Starting in the early 1970s, the Fiesta project became a personal mission of Ford's Chairman, Henry Ford II. A passionate believer in small cars, Ford rallied his company to the mission of creating a new model. He personally was involved in every step of the long process that led to the grand opening of the new automotive assembly plant in Almusafes, Valencia, with the attendance of the newly crowned King of Spain, Juan Carlos.

With the global fuel crisis as extra incentive, at the end of 1973, the Ford Board of Directors gave Project Bobcat, as it was originally known, the go-ahead for development and production. Fiesta didn't get its name until 1974, when Ford whittled down a list of 50 potential names to just five. The final choice went to Henry Ford II, and his preference for Fiesta was entirely appropriate given the creation of the new manufacturing plant in Spain.

In Europe, the new Fiesta will be built at Ford's Valencia manufacturing facility in Spain beginning in early 2009 alongside the Cologne manufacturing plant, which starts production in fall 2008.

A production announcement for the Ford Fiesta in Asia will be announced in April at the Beijing Motor Show. A North America announcement will come at a later date.

The Koenigsegg CCXR Edition is a duel fuel car, running on plain old dino juice the 4.8L twin turbo V8 cranks out 888 BHP. Fill 'er up with E85 ethanol and the car snorts out that mind bending 1085 BHP and will crush your internal organs on its way to sixty in less than 2.9 seconds, 125 MPH (or 200 KPH) doesn't take much longer at 8.9 ticks. Er... yeah, numbers like that don't even make sense to us but we like that kind of thinking. More cowbell!

THE ALL-NEW HONDA ACCORD

Aimed squarely at challenging established premium contenders in the D-segment, Honda's all-new Accord saloon and Tourer offer sporty styling, greater refinement and a unique package of safety systems, together with excellent dynamic capabilities and strong environmental credentials in the form of an all Euro 5 emissions compliant engine line-up.

Significantly wider and slightly lower, the styling adopts a more emotional, sporty motif. The 'sharp-edged' design, with pronounced muscular wheelarches that emphasise the car's wider track, gives the Accord a distinctive, strong stance with a solid, planted feel. The distinctive nose and more flowing lines deliver a tauter, more athletic shape.

The evolution from the previous generation Accord is even more pronounced in the case of the Tourer, where a greater emphasis on load carrying practicality has evolved into a more dynamic expression of its advanced technology, while still retaining a strong degree of versatility and practicality.

Three advanced new engines with some of the lowest emissions in their segment
The new range is one of the first to offer a complete engine line-up that will comply with the forthcoming Euro 5 emissions regulations which aren't due to be introduced until September 2009. The exceptional environmental credentials haven't been achieved at the cost of driving enjoyment, however, and greater frugality is matched by greater performance and flexibility.

Making its debut is Honda's second-generation diesel engine which builds on the outstanding qualities of the award-winning i-CTDi unit to raise the bar in the diesel stakes once again. Its advanced technology and overall capabilities place it firmly at the forefront of diesel development and underpins the Accord's claim to offer one of the strongest combinations of dynamic performance and environmental responsibility in the marketplace.

Like its predecessor, the new i-DTEC engine is compact, lightweight, refined and quiet in operation. It employs the latest piezoelectric multi-stage fuel injection technology, more efficient exhaust gas recirculation and a particulate filter for significantly reduced emissions. At the same time both power and torque levels have been increased for a sportier driving experience. Output is 10 PS greater at 150 PS/110 kW at the same 4,000 rpm, while peak torque is now 350 Nm at 2,000 rpm.

The 2.0-litre i-VTEC offers similar levels of performance to its predecessor - 156 PS at 6,300 rpm - but builds on its class leading fuel economy. Key technological changes include increased diameter intake valves, further optimised valve lift and timing and increased inlet and exhaust air flow volumes.

The 2.4-litre engine is more powerful, delivering 200 PS at 7,000 rpm and peak torque of 233 Nm at 4,500 rpm - up from 190 PS and 223 Nm. Behind the figures are a compression ratio increased from 10.5 to 11.0:1, larger diameter valves, revised valve timing, and reduced exhaust system pressures.

6-speed manual/5-speed automatic
All three engines are matched to a 6-speed manual transmission, while both petrol engines have the option of a 5-speed automatic.

Manual models feature a 'Shift Indicator Light' or SIL which appears in the centre of the rev counter. 'UP' or 'DOWN' are displayed to advise the driver of the optimum point (in terms of best fuel economy) at which to change gear; Honda tests have demonstrated fuel savings of as much as 5 per cent simply by following these commands.

The 5-speed automatic transmission now has a straight 'P R N D S' gate: using the steering wheel paddles in S mode provides a sequential shift mode, allowing manual shifting and gear hold.

Agile, secure handling
Enthusiastic drivers will also appreciate the new Accord's greater agility. A lowered centre of gravity, a wider track and the all-new front double wishbone and rear multilink suspension with variable rate dampers, plus greater body rigidity mean that the Accord more readily reacts to driver input. Handling is more responsive and confidence-inspiring and body roll is much reduced.

Speed sensitive electric power steering is standard on all models and the new axial system features a high output, low inertia brushless motor which provides excellent steering feel at higher speeds for a sense of stability and confidence. A quicker steering ratio has also been adopted in keeping with the Accord's more agile chassis characteristics.

A comprehensive safety package
Complementing an armoury of passive safety features is an outstanding array of dynamic systems delivering even greater security. Vehicle Stability Assist (VSA) is standard across the range and is designed to assist the driver in maintaining control during cornering, acceleration and sudden manoeuvres by applying braking to the right or left hand wheels as necessary and modulating the engine torque output as required.

Motion Adaptive Electric Power Steering (EPS)
The new Accord also features an innovative system in which the capabilities of both VSA and the car's Electric Power Steering are brought to bear. Called Motion Adaptive EPS, it detects instability in slippery conditions both during cornering and under braking and automatically initiates steering inputs aimed at prompting the driver to steer in the correct direction.

The input is barely noticeable and control of the steering remains with the driver at all times. But this supporting steering torque is enough to prompt the driver to act intuitively and the driver's reaction as a result is enough to regain stability or to shorten braking distances, allowing control to be maintained.

Advanced Driving Assist System (ADAS) optional across the range
Optionally available on Executive grade on 2.2 i-DTEC and 2.4 i-VTEC is Honda's Advanced Driving Assist System (ADAS), a suite of three ground-breaking technologies that raise safety to a new level. The first of these is the Lane Keeping Assist System (LKAS) which uses a camera to detect the car deviating from a traffic lane and provides steering torque when necessary, thereby reducing the burden of motorway driving while at the same time enhancing safety.

Adaptive Cruise Control (ACC) uses a millimetre-wave radar to maintain a consistent distance to a vehicle directly in front, for more relaxed, less tiring driving.
The third ADAS system is the Collision Mitigation Brake System (CMBS) which monitors the following distance and closing rate between the Accord and the car directly in front of it, warning the driver when a collision is likely and helping reduce impact when a collision becomes unavoidable.

These systems complement the Accord's passive safety features which include front seatbelt pre-tensioners and load limiters, dual stage front airbags, driver and front passenger side airbags, full length curtain airbags and ISOFIX fittings and tether anchor points for secure childseat fixture on all models. There are also front seat active headrests which are triggered when the occupant is pushed into the seat in the event of a rear impact, so causing a rigid plate to activate a link to the headrest which pushes it forward to support the head.

Advanced Compatibility Engineering (ACE) Body Structure
Progressively introduced throughout the Honda range, the Accord's Advanced Compatibility Engineering (ACE) Body Structure provides significantly enhanced occupant protection in a variety of real-world crash conditions.

A front-mounted polygonal main frame is designed to prevent cabin deformation by distributing forces through multiple major load bearing pathways - and away from the passenger compartment. This is particularly important where a frontal collision occurs between vehicles of differing heights, weights or frame construction.

To achieve top level, side impact safety, Honda's engineers have increased the side section of the frame and chosen different material specifications to provide the desired level of stiffness and strength for critical areas, without adding unnecessary weight.

The new Accord also incorporates many of the pedestrian-protection design features already familiar from recent Honda models, including windscreen wiper pivots designed to break away on impact, energy absorbing front wing mounts and bonnet hinges alongside an unobstructed area beneath the bonnet allowing greater space for deformation.

Premium interior with carefully selected materials and outstanding fit and finish
The sporty feel of the cockpit is reflected in a fascia design characterised by a strong feeling of personal space for both the driver and front passenger. Distinctive silver trim sweeps inwards across the fascia from either side before continuing down into the centre console. Stylish and highly supportive front seats have larger bolsters while a new internal structure is designed to reduce any transmission of vibration.

Black with silver trim, the sporty three spoke steering wheel holds a complete suite of controls - including audio, cruise control and mobile telephone control. It is fully adjustable for reach and rake, with an extra 10 degrees of tilt adjustment compared to the previous Accord.

The new Accord features 'floating' backlit instruments and contained within the centre of the speedometer face is an LCD multi-information display showing a variety of information - controls positioned on the steering wheel allow the driver to cycle the display through multiple screens of information.

A new feature is a service reminder that presents the driver with either the distance or days remaining to a required service, with an enlarged warning symbol appearing when the due date is imminent.

Storage space includes two centre console side pockets; a lidded storage area to side of the steering wheel; large front door pockets able to hold bottles and maps; bottle holders in the rear door panels, and a large centre console box. Rather than a fold-down pocket design, the large glovebox now has an independent lid and is subdivided with a tissue box compartment as well as space secured for a manual. The lid of the centre console box doubles up as an armrest and is slide-adjustable by 89 mm. Two cupholders are provided in the centre console, while rear seat passengers have access to a further two contained in the centre armrest, revealed when it is folded down.

Comprehensive equipment availability
The Accord's comprehensive specification includes power windows all round, those in the front with auto up and down and an obstruction detection device; auto lights and wipers on Sport and Executive models; dual-zone automatic climate control and, on higher grade models, rear seat vents with a feed to the centre console storage box to enable drinks to be cooled or warmed.

Entry level Accords are equipped with a radio/single CD player with built-in 30W 4 channel amp and six speakers. Higher grade models have a premium audio system with 6 CD changer unit located in the centre console, a separate high power amp delivering 45W x 8 channels and no fewer than 10 speakers.

Fifth generation and later iPods can now be played via the USB docking point located in the centre console storage box, where an auxiliary jack point and power outlet can also be found.

The advanced satellite navigation system - standard on Executive grade and optional on other models - now boasts an 8-inch screen, RDS, voice recognition in five languages (English, French, German, Italian and Spanish) and covers most European countries including for the first time Poland, Slovakia, Hungary and the Czech Republic.

Load Capacity
At 467 litres (VDA), the saloon's luggage capacity is best in class measured against other premium contenders. The boot loading height is also a convenient 678 mm, down 80 mm. Further practicality is provided by highly visible and easily reached rear seat release catches located just within the upper edge of the boot opening.

Despite its dynamic styling, the Tourer's luggage capacity at 395 litres (VDA), with all seats in place, is one of the best in the sport wagon category. In practical terms, that is sufficient to comfortably accomodate four 46 inch golf bags or four large suitcases. Larger loads can be carried with the rear seats folded, and in this configuration the Tourer is able to transport a mountain bike, without the need to remove the bike's wheels first.

To open up the Tourer's luggage area, the one-motion rear seats can be readily collapsed in a single action to create a virtually flat load space with flush, clean sides.

Set within the rear half of the load area is an underfloor storage space which is a useful 250 mm deep and adds 53 litres to the Accord Tourer's overall load space. On either side are two smaller compartments accessed by means of their own covers.

The highly practical, retractable tonneau cover features a large, easy-to-grip handle, and large guides on either side of the luggage area into which it can be quickly and easily slotted.

Like its predecessor, the new Accord Tourer is available with a power operated tailgate, which can be operated via the key fob or via a switch located in the tailgate's lower edge.

Alfa 8C Spider, a global preview

Debuting at Geneva showroom is the captivating Alfa 8C Spider. Like the Alfa 8C Competizione, the Gran Turismo which received resounding global praise; the new "discovery" will be produced in a limited edition run of 500.

Elaborated by the Centro Stile Alfa Romeo, the new car re-affirms the brand's excellence in this sector, as shown by some Spider's being regarded among the most beautiful cars in global automotive history.Cars such as the Giulietta Spider from the 50's or the legendary Duetto made famous by "The Graduate" from 1967 with a young Dustin Hoffman. Today, it's the Alfa 8C Spider's turn to take centre stage and project into the future the values of technology and emotion which belong to the Alfa Romeo legacy.

Obviously, the new vehicle inherits all the winning features of the Coupè version. Starting with the two "sport seats" setup and the fascinating exterior lines, which characterized by sculpted and finely designed bodywork, "dress" the automotive and mechanical excellence of the model.

In detail, the marked dynamics of the vehicle are highlighted by the horizontal groove "built" into the bonnet at wheel level. The oversize wheels and powerful "muscles" of the rear mudguard accentuate the personality and force of the model, without diminishing the elegance of those fluid lines. Instead they highlight the formal beauty of the singular external features: the "teardrop" fog lights set like a precious jewel in the front mudguard, the front Led lights, a synthesis of technology and rationality, and the essential door handle.

Furthermore, in the front we can find the characteristic Alfa Romeo stylings, with a new interpretaion of the "whiskers" and shield. Without forgetting, that this innovative range anticipates the elements and proportions of the future Alfa Romeo cars, always with complete respect for the historical legacy of the brand.

It's worth underlining that to reach these top levels of areo-dynamic efficiency, solutions which don't limit themselves to the design of the form have been adopted on the Alfa 8C Spider. All the surfaces and profiles of the uprights and windows, together with the form and positioning of the rear-view mirrors, have been optimized using computer models and tests in wind tunnels and real-life environments. As a result, air flows round the vehicle following it's natural path, unhampered by corners and irregularities. The end result is a negative LC (lift coefficient) which like competition vehicles, contributes to stability at high speeds.

But the peculiarity of this vehicle, is the hooded top fitted with electro-hydraulic automatic control (controllable via a button on the dashboard). The hooded top of the Alfa 8C Spider is composed of two overlapping sheets: the external one is made with a multi-thread textile which can withstand the elements, whilst the interior has high sound-proofing qualities. Furthermore, the hooded roof-top, available in various colours, has been perfected aesthetically, aerodynamically and for acoustic comfort. It has also been perfected from a functional point of view, with specially developed film-reels to render more agile, rapid and secure any explanations of the functioning.

In the interior, the Alfa 8C Spider guarantees a sophisticated environment, thanks to the vast use of composite materials in the dashboard and internal panels, as well as the use of anatomical seats, produced in carbon fibres, that can be adjusted according to the physical characteristics of the driver (up to now, a feature only available to racing cars). Furthermore, for maximum possible personalization of the interior, the client can chose between different environments and aesthetic solutions. All distinguishable by the particular attention to detail and artisan workmanship: from the contrasting stitches, colour tone and exclusive matchings. The bucket seats are upholstered in Frau flower leather (an exclusive and innovative treatment of the weave, in which the leather is bound to a natural fibre, creating a look of great visual impact).

In analogous fashion to the interior, the same care has been taken in realizing the exteriors: from the alloy wheels to the brake calipers, every detail can be chosen to your particular design, because every Alfa 8C Spider can only look similar to itself. An unmistakable car made to measure for the owner's personality. The unique and un-repeatable Alfa 8C Spider announces the pleasure of a sporty drive with full respect for the brand's legacy.

Like in the best Alfa Romeo tradition, hidden under this pretty "dress" is the best of what's available in the field of mechanics and propulsions. Firstly, the Alfa 8C Spider has a rigid and light structure (the compact frame is made in steel for maximum torsion to guarantee a drive which is always precise and sure, whilst the body is in carbon fibre). We are dealing with a choice motivated by the need to reduce as much as possible the weight but also to optimize the centre of gravity for agility and drive-ability in the more demanding journeys.

Still under the banner of sophisticated technology, the Alfa 8C Spider adopts the new "8 cylinder mated to a 5-speed gearbox with 90°" and a capacity of 4691 cm3 which has been designed with one specific aim: guarantee extraordinary performances without relinquishing the fluidity of the gearshift or the ease of use in any driving context. Like so, a powerful and progressive propulsion is born with a top power of 450 CV at 7.000 rpm and a maximum torque of 7.500 rpm. This engine has been mated to a self-shifting 6-speed gearshift (with computerized selection of the gears via levers behind the steering-wheel), and a self-blocking differential unit.

As in the legendary Formula 1 vehicles from the 50's, the Alfa 8C Spider sports the Transaxle design which guarantees the best equilibrium in the partitioning of weight. The propulsion is placed in the rear whilst the gearshift is placed behind along the differential and hydraulic motor unit. The Transaxle design foresees a tight connection between motor and gearshift, which is fitted with a self-blocking differential. The two groups are linked by a tubular element, at the interior of which rotates the transmission driving shaft: in this manner the load is distributed in an optimal manner between the front and rear suspension.

So much power can only be entrusted to an excellent braking system: the Alfa 8C Spider is fitted with carbo-ceramic Brembo (CCM), 380 mm in diameter on the front-wheels and 360 mm on the back-wheels. This solution guarantees a powerful brake action even in the most intense uses. The marked reduction in weight, in comparison to a traditional set-up, reduces the masses unsupported by the vehicle and so improves the dynamic performance and driving comfort. Furthermore, the mono-block calipers guarantee maximum rigidity and minimal deformation, given the high loads generated by the pressure of the pistons on the brake-linings.

Therefore, the Alfa 8C Spider "declares itself Alfa" all the way, confirming control and driving pleasure with no compromises. Since always, gear comfort and dynamic performance are qualities specific to Alfa Romeo cars: in this case they have become veritable strong points. Thanks to for example, the suspensions which foresee a high wishbone suspension with brackets and uprights in forged aluminium, that act as a supplementary strut for alignment control.

Contributing also to the brilliant road control are specially developed 20" tyres to insure excellent performance, the tyres have a: 245/35 front-suspension and a rear-suspension of 285/35. Fitted on perforated rims in fluid moulded aluminium to ensure lightness and maximum brake ventilation efficiency. Lastly, the Alfa 8C Spider uses an evolved VDC Alfa Romeo traction and stability system, which ensures the driver feels at one with his car.

[Source: Alfa Romeo]

[Source: FIAT]

Vision GLK BLUETEC HYBRID: Compact off-roader study with ultra-clean drive technology The grand rehearsal at the beginning of this year already made heads turn, when the striking Vision GLK entered the SUV stage and was celebrated as a compact character actor marking a new design approach in this vehicle class. At the 2008 Geneva Motor Show, Mercedes-Benz is going a step further and adding the Vision GLK BLUETEC HYBRID to the line-up. This study illustrates the possibilities of the "TrueBlueSolutions" strategy in the compact SUV segment, true to the guiding Mercedes-Benz theme of producing the world's most efficient and clean drive systems. The Vision GLK BLUETEC HYBRID achieved this goal by combining the new BLUETEC four-cylinder diesel engine generation with a hybrid module. This combination generates an overall output of 165 kW/224 hp, and a torque of 560 Nm. Superior performance can be taken as read in view of these figures. And yet the Vision GLK BLUETEC HYBRID returns a fuel consumption of only 5.9 l per 100 km. With its TrueBlueSolutions strategy, Mercedes-Benz is preparing the way for the introduction of the world's most economical and clean vehicles.As in the case of the VISION GLK BLUETEC HYBRID, ultra-modern and efficient diesel engines with innovative BLUETEC emissions control, hybrid modules and intelligent energy management are among the centrepieces of this trailblazing generation of drive systems. The study for this compact characterful SUV, whose market launch is scheduled for autumn 2008, has a combined output of 165 kW/224 hp and generates a combined torque of 560 Newton metres, the world's highest in this class. This enables the VISION GLK BLUETEC HYBRID to accelerate from zero to 100 km/h in 7.3 seconds; its maximum speed is 215 km/h. Despite these performance figures, this multi-talented newcomer consumes an average of only 5.9 litres of diesel per 100 kilometres, and achieves the world's lowest CO2 emissions in the SUV segment, with 157 grams per kilometre. In conjunction with highly efficient BLUETEC emissions control and AdBlue injection, the GLK BLUETEC HYBRID meets the world's most stringent exhaust emission limits, such as the American BIN5 and the European EU6 standards. "With the refinement, driving pleasure, outstanding economy and effective environmental friendliness that is typical of our brand, the VISION GLK BLUETEC HYBRID ideally represents our ideas on future model generations in the world of SUVs", says Dr Thomas Weber, Member of the Board of Management responsible for Corporate Research and Mercedes-Benz Cars Development. Mixed double: state-of-the-art BLUETEC engine and hybrid module In the hybrid drive train, a completely new four-cylinder CDI diesel unit with a displacement of 2.2 litres acts as the internal combustion engine. In terms of exhaust emissions technology, thanks to the latest BLUETEC technology with AdBlue injection, this diesel engine is already among the world's very cleanest power units. The technical highlights of this extremely compact and refined CDI unit with a geared camshaft drive mounted on the flywheel side include fourth-generation common-rail direct injection with an injection pressure of 2000 bar, innovative piezoelectric injectors and a two-stage turbocharger system. The compact hybrid module - a disc-shaped electric motor between the CDI engine and the automatic transmission - improves both the environmental compatibility and the effectiveness of the drive system. The electric motor acts as both a generator and starter, and performs convincingly in two important respects: firstly it contributes decisively to fuel economy, and secondly it significantly enhances driving pleasure by virtue of the so-called boost effect. The electric motor backs up the internal combustion engine during the fuel-intensive acceleration phase by contributing its maximum torque of 160 Newton metres. As a result the occupants experience an effortless rush of power right from the start. In addition the system features a smooth start-stop function which switches the engine off in certain circumstances - for example when the car is stopped at traffic lights. The driver only needs to operate the accelerator in order to set off again. As the engine starts within milliseconds, the VISION GLK moves off with no delay. This direct starting also helps to minimise emissions and fuel consumption. When it comes to braking, the procedures are reversed:the electric motor acts as a generator, feeding the electrical energy obtained by what is known as the "recuperation" process into an efficient yet compact lithium-ion battery. This energy can be retrieved when needed - for the next "boost" phase, for example. All these processes take place fully automatically, thanks to intelligent drive management. Striking body design counters stylistic uniformity With the VISION GLK BLUETEC HYBRID, a distinctive character is entering the SUV stage whose special appeal lies in a combination of the angular original design of the legendary G-Class and the typical design features of today's Mercedes-Benz passenger cars. Crisp lines and large taut body surfaces come together with the bodyshell characteristics of practical off-roaders, such as short overhangs, an upright front end, slim A-pillars, a steep windscreen and tight roof contours. For the first time, this body design enables typical off-roader advantages to be transferred to the more road-oriented, compact SUV class. An excellent view of the vehicle body and good all-round visibility go together with the raised seating position to enhance day-to-day suitability and ensure relaxed driving even in dense city traffic. The appealing design concept is reinforced by the special "alubeam blue" paint finish, whose incomparable depth further underlines the sporty aspects of the bodyshell design. Specially produced 20-inch light-alloy wheels and muscular wheel arches enhance the powerful aura of the Vision GLK BLUETEC HYBRID even further. Interior: high-end atmosphere meets good ergonomics The comfortable, high-quality interior of the Vision GLK BLUETEC HYBRID excels with a modern interpretation of surface styling, an impressive quality of materials and precise finishing. The dominant feature is the dashboard, which visually extends into the door panels, lending additional width to the generously dimensioned interior. An elegant, central section in brushed aluminium trim covers the entire width and divides the layout into three vertical levels. The upper section of the dashboard is lined in black leather, encompassing the instrument cluster and the fixed COMAND APS central display. The lower area of the interior and the seats accentuate the sporty nature of the study with leather upholstery and linings in a light shade of aquamarine, which echoes the colour effects of the "alubeam blue" exterior paintwork. Dark-blue piped seams provide a visually effective contrast. The driver's armrest and the COMAND APS controller are located in ergonomically ideal positions. The occupants are protected by a comprehensive safety concept based on an extremely rigid passenger cell and energy-absorbing deformation zones at the front and rear. In addition to airbags, sidebags and windowbags, the protective features include a driver kneebag and active head restraints. VISION GLK appointments at luxury class level This compact concept car has technical features and appointments which are normally the preserve of higher vehicle classes. In addition to the anticipatory safety concept PRE-SAFE and the Intelligent Light System (ILS), these include the infotainment centre COMAND APS with HDD navigation, whose controls follow the tried-and-tested, intuitive operating logic familiar from the S-Class, as well as THERMOTRONIC 3-zone automatic climate control. The extremely stable bodyshell raises the basic parameters by which comfort is defined to a level which is unprecedented in the compact SUV segment: Both handling stability and vibration/noise comfort are thoroughly impressive under all conditions. AGILITY CONTROL: safety plus dynamic handling and comfort The AGILITY CONTROL suspension of the on-road Vision GLK BLUETEC HYBRID substantially reconciles the conflicting aims of sporty and agile handling on the one hand and comfortable, smooth travel on the other. Thanks to "amplitude-dependent damping", the suspension delivers a soft response during normal travel on moderately contoured roads or unmetalled surfaces. Comfort is maintained even when driving more briskly or during avoiding manoeuvres, as the dampers work harder in this situation to ensure maximum handling stability. At the same time the driver of the Vision GLK BLUETEC HYBRID is assisted by a speed-sensitive steering system. Parking and low-speed manoeuvring are made much easier because full servo assistance is made available. At higher speeds this servo assistance is reduced in the interests of improved handling stability. Latest addition to the premium SUV segment Mercedes-Benz has occupied the leading position in the off-road sector since the introduction of the legendary G-Class in 1979. With the first-generation ML-Class, which was launched in 1997, Mercedes-Benz defined the Sports Utility Vehicle in its modern interpretation. Together with the current model, which celebrated its premiere in 2005, sales of this model series are rapidly approaching the one million mark, making it one of the world's most successful premium SUVs. Since 2006 another SUV from Mercedes-Benz has occupied the pole position in the SUV world - the GL-Class, whose occupants enjoy first-class travel in all circumstances, whether on or off-road. The Vision GLK BLUETEC HYBRID now demonstrates how outstanding performance could be paired with minimal fuel consumption in the future. What is more, this combination need not be confined to the new GLK-Class, which will enter the market in autumn 2008.

[source: Mercedes]

Improved aerodynamics, lightweight construction, tyres and drive technology: BlueEFFICIENCY in the C-Class Fuel consumption reduced by 12 per cent -Lightweight design measures reduce weight by up to 32 kilograms -New tyres with lower rolling resistance -Coefficient of drag lowered even further -C 350 CGI featuring BlueEFFICIENCY with spray-guided direct injection

From spring 2008, Mercedes-Benz will be adding three extra-economical BlueEFFICIENCY saloons to the C-Class range. A raft of intelligent measures and technologies has enabled the fuel consumption of the high-volume C 180 KOMPRESSOR and C 200 CDI models to be reduced by up to twelve per cent, while retaining the high levels of comfort and safety typical of a Mercedes. The BlueEFFICIENCY version of the 100 kW/136 hp C 200 CDI consumes only 5.1 litres per 100 kilometres, while the C 180 KOMPRESSOR BlueEFFICIENCY with 115 kW/156 hp covers 100 kilometres with 6.5 litres of premium petrol. This corresponds to 135 and 156 grams of carbon dioxide, respectively, per kilometre. The third BlueEFFICIENCY C-Class model on show in Geneva is the C 350 CGI with direct petrol injection. The six-cylinder unit burns around ten per cent less fuel than the saloon with the current V6 engine.
For the new BlueEFFICIENCY models, Mercedes engineers have harnessed potentials from all fields of development to reduce weight, aerodynamic drag and rolling resistance yet further, and to organise the onboard energy management of these saloons even more efficiently. Together, these measures add up to a fuel saving on the NEDC driving cycle of 0.9 litres per 100 kilometres for the C 180 KOMPRESSOR, and 0.6 litres for the C 200 CDI.
The specialists in Sindelfingen have made very detailed improvements to the comprehensive lightweight construction concept of the C-Class, and have managed to shave off between 19 and 32 kilograms of weight depending on the model. This achievement is in part due to a newly developed windscreen made of laminated glass, which weighs around 1.2 kilograms less than before. This is made possible by a technology transfer from the Maybach luxury saloon:
between the panes of glass lies a new, acoustically effective plastic membrane which efficiently absorbs wind noise. This has enabled Mercedes engineers to reduce the thickness of the windscreen, achieving a further weight reduction without compromising noise comfort in any way.
The noise-insulating lining of the firewall has also been weight-optimised with the help of special materials and the latest calculation methods. Using computer simulations, Mercedes-Benz recalculated the required firewall insulation and precisely redefined the material thickness of the sound-absorbing resinous foam in line with the noise input. This needs-driven redesign reduces the weight of the lining by around 20 per cent.
Forged lightweight wheels also have a positive effect on the weight. These tip the scales at around 1.8 kilograms less than conventional light-alloy wheels, saving a total of more than seven kilograms per vehicle. These new lightweight wheels
(6 J x 16 ET 39), which have aerodynamic benefits too, are standard equipment for the new BlueEFFICIENCY variants of the C 180 KOMPRESSOR and C 200 CDI.
Newly developed tyres: 17 per cent less rolling resistance
In addition to lightweight construction measures, Mercedes-Benz also devoted particular attention to reducing rolling resistance and aerodynamic drag. In collaboration with Michelin, Mercedes engineers developed lightweight tyres with a particularly low rolling resistance. These are now receiving their series production premiere in the C-Class, and help to reduce fuel consumption.
Rolling resistance is primarily caused by tyre deformation as the tyre contacts the road surface. This has a braking effect on the car, since additional energy is required to overcome this deformation resistance. Therefore, the higher the rolling resistance, the higher the fuel consumption. Up to around 100 km/h, rolling resistance has a greater effect on fuel consumption than aerodynamic drag.
The belt of this newly developed tyre for the C-Class contains a multi-layered mesh of high-strength steel for less deformation. It is also lighter in weight than conventional designs, enabling a further 1.7 kilograms or so to be saved per set of tyres. The secret, however, mainly lies in the chemical composition: the rubber compound for the treads and side walls is designed to ensure that rolling resistance is reduced by 17 per cent, while retaining the same good handling and braking characteristics.
Aerodynamic fine-tuning: Cd figure an outstanding 0.25
At 120 km/h, the aerodynamic drag of the vehicle body already accounts for around 50 per cent of all the dynamic resistance a passenger car must overcome. Accordingly Mercedes-Benz has been very active in the field of aerodynamics for many years, and has achieved remarkable advances that have had a positive impact on the fuel consumption figures of cars bearing the Mercedes star.
With a drag coefficient (Cd figure) of 0.27, the C-Class is among the most aerodynamically efficient notchback saloons in its market segment. This is the result of a whole series of intelligent details, such as the tail lights with ventilation slits: these reduce drag by influencing the airflow along the side walls, causing it to break off at the tail lights without causing turbulences behind the vehicle's rear end. In this way the patented tail lights of the C-Class replace the usual spoiler lips.
In the new BlueEFFICIENCY versions of the C 180 KOMPRESSOR and C 200 CDI, Mercedes engineers have succeeded in bettering even the highly impressive Cd figure of the C-Class with a number of other detailed measures:

*
Smooth underbody cladding ensures that the air can flow beneath the vehicle body without turbulences. The full engine compartment and underbody panelling of the diesel models is also standard equipment in the BlueEFFICIENCY version of the C 180 KOMPRESSOR.
*
Partially blanking off the radiator grille reduces the airflow into the engine compartment, thereby lowering wind resistance. Adequate cooling of the four-cylinder engines is of course uncompromised by this measure.
*
Sealing the joins between the bonnet and headlamps, as well as between the bumper and headlamps, improves the airflow around the front end.
*
The housings of the exterior mirrors were developed in the wind tunnel, and are particularly streamlined in form.
*
Lowering the suspension by 15 millimetres reduces aerodynamic drag, and has a particularly noticeable effect at higher speeds.
*
The design of the new lightweight wheels also meets aerodynamic requirements, and improves the airflow around the vehicle flanks.

Thanks to this package of aerodynamic measures the Cd figure for the new BlueEFFICIENCY models has been reduced by seven per cent to 0.25, representing another major contribution to fuel economy.
Efficient energy management: needs-driven power steering control
It is not only intelligent lightweight construction, tyres with a low rolling resistance and good aerodynamics that help to further improve the economy and environmental compatibility of today's passenger cars. Intelligent control of ancillary units and the reduction of friction losses can also make an important contribution in this respect.
Energy management is the key: in the BlueEFFICIENCY models of the C-Class, the power steering system is controlled on a needs-driven and therefore energy-saving basis. The standard power steering in the C-Class has an additional valve which switches off the servo pump when it is not required. While this pump operates continuously in all driving situations in conventional steering systems, the new valve interrupts the flow of hydraulic fluid when the car has followed a straight course for a while, switching off the servo pump. This has the advantage that the engine no longer needs to provide energy to drive the servo pump, meaning that it operates more economically. Thanks to this technology, the NEDC fuel consumption is cut by 0.14 litres per 100 kilometres - which equates to a reduction of 2.5 per cent in the case of the C 200 CDI.
As a further contribution to reduced weight and friction, the BlueEFFICIENCY C 180 KOMPRESSOR and C 200 CDI saloons are equipped with a newly developed final drive featuring further-improved antifriction bearings, forged differential gears and a sophisticated lightweight construction. These measures reduce the friction forces within the transmission, hence the engine expends less energy in overcoming them.
The longer final-drive ratios of the BlueEFFICIENCY versions also help to reduce fuel consumption. These are as follows:

*
C 180 KOMPRESSOR: 2.87 : 1 (rather than 3.07 : 1)
*
C 200 CDI: 2.47 : 1 (rather than 2.65 : 1)

The C 180 KOMPRESSOR and C 200 CDI models are both equipped with the six-speed manual transmission with overdrive characteristics as standard. With a ratio of 0.838 : 1 and 0.828 : 1, respectively, sixth gear considerably lowers the engine speed and fulfils a major precondition for fuel-efficient driving.
Useful information: new gearshift and fuel consumption display in the cockpit
A newly developed gearshift display in the cockpit informs the driver when he should change gear to save fuel. Experience gained during the Mercedes-Benz "ECO Training" courses has shown that drivers are able to make average fuel savings of up to 15 per cent with an economical and energy-conscious style of driving - without any loss of driving enjoyment.
In fact "ECO Training" will practically come as standard in the future BlueEFFICIENCY versions of the C-Class: in addition to gearshift recommendations, the instrument cluster features a newly developed display showing the present fuel consumption. This will appear in the centre of the speedometer as an easily legible bar chart. A brief glance at the display is sufficient to tell the driver the current fuel consumption in litres per 100 kilometres. The bar chart responds immediately when the driver changes to a higher gear or takes his foot off the accelerator to use the deceleration fuel cut-off function.
Up-to-date engines: downsized C 180 with the same output
Under the bonnets of the new model variants can be found well-proven four-cylinder engines, which are amongst the bestselling power units in the model range: around one quarter of all C-Class buyers opt for these four-cylinder engines.
For the C 180 KOMPRESSOR Mercedes-Benz has reduced the overall displacement from 1796 to 1597 cubic centimetres, while retaining the same output (115 kW/156 hp) and torque (230 Newton metres).
This downsizing of the engine's displacement, combined with measures for optimising the combustion chamber, mixture formation and engine friction, adds up to a total potential fuel saving of 0.35 litres per 100 kilometres.
All in all, the NEDC fuel consumption of the C 180 KOMPRESSOR in BlueEFFICIENCY guise is just 6.5 litres of premium petrol per 100 kilometres. This is 0.9 litres or twelve per cent less than for the standard production model.
The displacement, output and torque of the CDI engine remain unchanged. The package of efficiency measures has enabled the NEDC fuel consumption of the BlueEFFICIENCY version of the C 200 CDI to be cut by 0.6 litres (10.5 per cent) to just 5.1 litres per 100 kilometres. This corresponds to CO2 emissions of 135 grams per kilometre.
Key engine, performance and fuel consumption figures at a glance:


C 180 KOMPRESSOR BlueEFFICIENCY

C 200 CDI BlueEFFICIENCY
Displacement

1597 cc

2148 cc
Output

115 kW/156 hp at 5200 rpm

100 kW/136 hp at 3800 rpm
Max. torque

230 Nm at 3000-4500 rpm

270 Nm at 1600-3000 rpm
0-100 km/h

9.5 s

10.4 s
Top speed

230 km/h

220 km/h
NEDC consumption*

6.5 l/100 km

5.1 l/100 km
CO2 emissions

156 g/km

135 g/km
*combined consumption
C 350 CGI: ten per cent more economical thanks to direct petrol injection
As of late 2008, the BlueEFFICIENCY C-Class line-up will be rounded off by the world's first petrol engine with spray-guided direct injection. Cue the new C 350 CGI BlueEFFICIENCY, which is being presented by Mercedes-Benz at the Geneva Motor Show. Despite generating a higher power output and even greater torque, the new model consumes around ten per cent less fuel than the C 350 saloon with the current V6 engine. The C 350 CGI is therefore set to offer a hitherto unrivalled combination of power delivery, agility, safety, economy and environmental compatibility in this vehicle class.
The CGI engine summons up an output of 215 kW/292 hp and 365 Newton metres of peak torque at 3000 rpm. 15 kW/20 hp and 15 Newton metres more respectively than the current V6 unit with port injection. Thanks to state-of-the-art engine technology, fuel consumption of the C 350 CGI BlueEFFICIENCY has been cut to approx. 8.4 litres per 100 kilometres (provisional NEDC figure), approx. one litre below the figure for the current C 350. As such, the new six-cylinder engine makes a major contribution to reducing carbon dioxide emissions. These significantly improved output and fuel consumption figures are achieved whilst still using cost-efficient premium grade petrol (RON 95).
The CGI unit also offers an impressive driving experience combined with superb economy and environmental compatibility: the C 350 CGI BlueEFFICIENCY takes just 6.2 seconds to accelerate from 0 to 100 km/h and is capable of an electronically limited top speed of 250 km/h (provisional figures).
Mercedes-Benz became the first car maker to put spray-guided direct petrol injection into series production in 2006. This technology is markedly superior to the direct injection system with wall-guided combustion used by other car makers, as the Mercedes technology achieves far better fuel utilisation due to its higher thermodynamic efficiency, meaning both reduced fuel consumption and lower exhaust emissions.
The six-cylinder engine demonstrates its particular strengths during stratified-charge operation when the powerplant operates with a high excess of air and is thus very fuel-efficient. In the Mercedes direct injection engine, this favourable lean-burn operation with a stratified charge in the combustion chamber is also possible for the first time at higher engine speeds and load ranges because the engine's combustion chambers are injected with several successive jets of fuel in fractions of a second during each power stroke, thereby substantially improving mixture formation, combustion and consumption. Whereas stratified-charge operation was previously only feasible over a limited partial load range, the CGI six-cylinder engine can now be operated in stratified charging mode over a wider range.
Piezoelectric injectors: enabling lightning fast multiple injection
High-speed, ultra-precise piezoelectric injectors are among the key components of the second-generation direct petrol injection system. The invention of these injectors has spawned virtually all the advances in the spray-guided combustion system. The piezoelectric valves open their injectors outwards to create an annular gap just a few microns wide, allowing the fuel jet to form with a uniform, hollow cone-shaped pattern. Thanks to millisecond switching times, the piezoelectric injectors also permit the multiple injection that promotes lean-burn operation and helps create the ideal conditions for the engine's exemplary consumption figures. A high-pressure pump with downstream distributor and pressure valve supplies the fuel and regulates the amount delivered in accordance with requirements. With a pressure of up to 200 bar, the system develops around 50 times the fuel pressure of a conventional port-injection system.
The combustion system developed by the Mercedes engineers, with multiple, closely spaced injections during each power stroke, also serves to enhance the V6 engine's smooth running and emissions characteristics. Measurements show that untreated emissions (hydrocarbons) are reduced by more than half in the warm-up phase. Active control of injection and combustion also produces higher temperatures in the exhaust manifold, thereby warming up the catalytic converters faster.
The data for the new C 350 CGI BlueEFFICIENCY at a glance:
Displacement

3498 cc
Bore/stroke

92.9/86.0 mm
Compression ratio

12.2
Output

215 kW/292 hp at 6400 rpm
Max. torque

365 Nm at 3000-5100 rpm
NEDC fuel consumption

8.4 l/100 km*
Acceleration 0-100 km/h

6.2*
Top speed

250 km/h**
*provisional figures; **electronically limited
Four-valve technology, variable camshaft adjustment for the intake and exhaust sides, two-stage intake manifold, balancer shaft and an intelligent heat management system with map-controlled thermostat are some of the other technical highlights that the direct injection engine has adopted from the port-injected C 350 engine. The crankcase and cylinder head are made out of aluminium; the cylinders are fitted with low-friction, dimensionally stable liners made out of a lightweight aluminium-silicon alloy.
Individual fuel-saving measures
The BlueEFFICIENCY technology for the direct-injection petrol unit incorporates further fuel-saving measures. These include the newly developed windscreen made of laminated glass, which weighs around 1.2 kilograms less than before, forged lightweight wheels and low rolling resistance tyres.
The needs-driven and therefore energy-saving control of the power steering also forms part of the standard specification on the C 350 CGI. Finally, Mercedes-Benz has further improved the saloon's very low aerodynamic drag by fitting new, streamlined exterior mirror housings.
At a glance: the BlueEFFICIENCY C-Class models
Lightweight construction

-Weight-optimised, laminated windscreen with Maybach technology
-Firewall insulation with varying material thicknesses
-Forged lightweight wheels
-Newly developed tyres with a mesh of high-strength steel

Aerodynamics

-Full underbody panelling with a smooth surface
-Partially shrouded radiator grille
-Sealed joins at the headlamps
-Streamlined exterior mirror housings
-Lightweight wheels with aerodynamic design
-Lowered suspension

Rolling resistance

-Newly developed tyres with 17 per cent less rolling resistance

Energy management
-Energy-saving control of the power steering's servo pump

Drive
-Downsized four-cylinder petrol engine with the same output
-Six-speed manual transmission with overdrive characteristics
-Final drive with low-friction bearings and differential gears
-Longer final-drive ratio
-Spray-guided direct petrol injection on C 350 CGI (available from late 2008)

Display concept
-Newly developed gearshift and current fuel consumption display in the cockpit

[source: Mercedes]

As you put your entire body weight on the seat back to cram it into the space where it needs to go, you wonder if you're doing it wrong. Leather squealing and carpet crinkling, the whole process is overly taxing—très difficile! Once the seat is down, however, the back end becomes commodious, with a wide opening capable of swallowing big gulps of your favorite crap.

Saab 9-X BioHybrid: Boosting Efficiency in Compact Design and Performance

The Saab 9-X BioHybrid concept is a vivid vision of what a future compact car from Saab could look like. It is designed to reflect the priorities of youthful customers who seek progressive looks, responsible performance and high-tech communications, all in a sporty, fun-to-drive package.

Exploring design themes from Saab's award-winning Aero X and earlier 9X concepts, the 9-X BioHybrid also demonstrates the potential for ultra-efficient power from a 200 hp (147 kW), 1.4-liter BioPower turbo engine backed by GM's next-generation Hybrid system. Projected combined cycle CO2 emissions of just 105 g/km on E85 fuel are testimony to the promise of this package (see separate release for details).

The interior showcases an entirely new expression of Saab's driver-focused cockpit design, together with innovative, seamless connectivity for personal nomadic devices and a rear cargo deck with a 'low friction' loading system.

"This car is all about efficiency in design and performance," says Anthony Lo, Director of Advanced Design at General Motors Europe, who led the 9-X BioHybrid design team in co-operation with the Saab Brand Center in Sweden.

With its 'turbine' wheels placed at all four corners, minimal bodywork overhangs and an extended roof line, the proportions of the three-door Saab 9-X BioHybrid bring a dynamic, new dimension to conventional compact 'hatchback' looks.

The smooth 'fuselage' bodywork, now without any visible handles or door mirrors, the bold 'wraparound' window graphic and deep front grille are all themes inspired by the Aero X coupé concept shown at Geneva two years ago.

The car's distinctive 'shooting brake' silhouette and rear functionality are developed from the 9X multi-role concept shown at Frankfurt in 2001. "You could say we designed this car from back to front, "says Lo. "The shape of the 9X is right for a car of this size, and the longer roof line helps the aerodynamics as well as providing more rear headroom and interior space."

Echoing Saab's roots in aircraft design, the 9-X BioHybrid also explores the potential for using active aerodynamics to reduce drag - and fuel consumption - at cruising speeds. Above 70 kph (43 mph), the upper and lower bodywork is reshaped as the roof spoiler automatically extends to further lengthen the roof line and an underbody diffuser is deployed from the bottom of the rear bumper.

The four-seater cabin introduces an entirely new execution of Saab's driver-focused cockpit design. The central, floor-mounted console, with its angled controls and displays, is now eliminated. Instead, the driver- focused layout incorporates a main instrument panel that sweeps out from the top of the door moulding, arching across the driver. The embedded 3