The Aston Martin V8 Zagato was first shown as a design at Geneva in 1985. All 50 copies were bought on the basis of drawings and a scale model. Three prototypes appeared a year later at Geneva in 1986.
The Aston Martin V8 Zagato Volante made its debut at the 1987 Geneva Auto Show and was offered at an even more limited run of only 25, although a total of 37 were eventually made due to high demand. Styling changes from the coupe include flip-up front headlight covers and the removal of the hood bulge, which was not required with the less powerful engine. Not all the Aston Martin V8 Zagato Volantes had the flip-up light covers however.
Technical Specifications
* Engine: dohc V8, 5341 cc, 432 bhp @ 6200 rpm, 395 lbs-ft @ 5100 rpm
* Transmission: 5-speed manual
* Suspension
o Front: independent wishbones, coil springs, telescopic dampers, anti-roll bar
o Rear: de Dion axle, Watt linkage, trailing links, coil springs, adjustable telescopic dampers
* Brakes: Servo assisted vented front/rear discs
* Length: 14'5" (4390 mm)
* Width: 6'1" (1860 mm)
* Height: 4'3" (1295 mm)
* Wheelbase: 8'7"
* Weight: 1650 kg (Coupe) 1685 kg (Volante)
* Top Speed: 186 mph
* 0-60 mph: 4.8 sec.
* Price New: £95,000 (Coupe) £125,000 (Volante)
* Production: 52 (Coupe) 37 (Volante)
* Production Dates
o Aston Martin V8 Zagato: 1986 - 1988
o Aston Martin V8 Zagato Volante: 1987 - 1988
Saturday, December 12, 2009
Aston Martin V8 Vantage Volante (1986)
The original Aston Martin V8 Vantage was hailed at the time of its 1977 introduction as "Britain's Supercar" for its 170 mph (274 km/h) top speed. Its engine was shared with the Aston Martin Lagonda, but the Vantage used high-performance camshafts and bigger carburettors for increased output.
The Vantage name had previously been used on a number of high-performance versions of Aston Martin cars, but this was a separate model. Although based on the Aston Martin V8, numerous detail changes added up to a unique driving experience. One of the most noticeable features was the closed-off hood bulge rather than the open scoop found on the normal V8. The grille area was also closed off for Series I cars.
The Series II cars, introduced in 1978, featured an integrated spoiler and smoother lines in the body. One obvious exterior clue is the square turn signal lights on the front fenders between the wheel opening and the headlights. Inside, wood replaced some of the vinyl padding giving a more luxurious appearance. This line was produced, with some changes, through 1986.
The 1986 through 1989 Series III V8 Vantage was more of a mechanical update. 16 inch (406 mm) wheels were now fitted, as was the more powerful V8 from the limited-edition Aston Martin V8 Zagato. This car was changed somewhat for the United States market - it lacked the powerful Vantage engine but retained the Vantage name, and the look was changed with a flattened hood.
A Aston Martin V8 Vantage Volante convertible version was also produced.
The Vantage name had previously been used on a number of high-performance versions of Aston Martin cars, but this was a separate model. Although based on the Aston Martin V8, numerous detail changes added up to a unique driving experience. One of the most noticeable features was the closed-off hood bulge rather than the open scoop found on the normal V8. The grille area was also closed off for Series I cars.
The Series II cars, introduced in 1978, featured an integrated spoiler and smoother lines in the body. One obvious exterior clue is the square turn signal lights on the front fenders between the wheel opening and the headlights. Inside, wood replaced some of the vinyl padding giving a more luxurious appearance. This line was produced, with some changes, through 1986.
The 1986 through 1989 Series III V8 Vantage was more of a mechanical update. 16 inch (406 mm) wheels were now fitted, as was the more powerful V8 from the limited-edition Aston Martin V8 Zagato. This car was changed somewhat for the United States market - it lacked the powerful Vantage engine but retained the Vantage name, and the look was changed with a flattened hood.
A Aston Martin V8 Vantage Volante convertible version was also produced.
Aston Martin Bulldog Concept Car (1980)
Styled by William Towns, the Aston Martin Bulldog was ultimately built as a one-off testbed. Originally, it had been intended to be a limited run of about 25. The code name for the project was DP K9, named after a Doctor Who character. It was built in the UK, but is a left-hand-drive car (UK cars are right-hand-drive). It has an incredibly low height at 43 inches (1.1 meters) high, and featured a sharp, distinctive gull-wing door design. The interior uses digital instrumentation and the rear view is delivered via a television monitor mounted on the center console (a later addition). The Aston Martin Bulldog was powered by a 5.3L twin-turbo V8 delivering 700 bhp (522 kW).
The first test drive of the Aston Martin Bulldog came in late 1979 and was a great success. The Aston Martin Bulldog achieved a verified top speed of 191 mph (307 km/h), but the theoretical top speed is estimated at 237 mph (381 km/h). The car was officially launched on March 27, 1980 at the Bell Hotel at Aston Clinton. After the development program was over, Aston Martin sold the only Bulldog to the highest bidder. The total design and construction cost of the Aston Martin Bulldog was estimated to be about £130,000.
The Aston Martin Bulldog spent some time in the United States, but later surfaced back in Britain, for sale and with a new green paint job (the original exterior colours were silver and light grey). The interior has also been changed from the original dark brown and black to light tan.
The first test drive of the Aston Martin Bulldog came in late 1979 and was a great success. The Aston Martin Bulldog achieved a verified top speed of 191 mph (307 km/h), but the theoretical top speed is estimated at 237 mph (381 km/h). The car was officially launched on March 27, 1980 at the Bell Hotel at Aston Clinton. After the development program was over, Aston Martin sold the only Bulldog to the highest bidder. The total design and construction cost of the Aston Martin Bulldog was estimated to be about £130,000.
The Aston Martin Bulldog spent some time in the United States, but later surfaced back in Britain, for sale and with a new green paint job (the original exterior colours were silver and light grey). The interior has also been changed from the original dark brown and black to light tan.
Aston Martin V8 Volante (1978)
By 1978, few new open cars were being built anywhere in the world. But persistent demand was demonstrated by the escalation of the price of second-hand Aston Martin drop-head coupes and the American market was wide open, as by then the American industry had stopped manufacturing convertibles.
The Aston Martin V8 Volante announced on 21st June 1978, was therefore assured a warm welcome. Its specification follows the contemporary Aston Martin V8 Saloon saloon, but was ahead in having polished burr walnut trim and a re-designed bonnet. The hood was power operated as before and was fully lined for noise insulation.
Technical Specifications
* Engine: dohc V-8
* Transmission: 4-speed manual
* Suspension
o Front: trailing arms, coil springs, anti-roll bar
o Rear: live axle, trailing links, Panhard rod, coil springs
* Brakes: front/rear drums
* Height: 4'6" (137cm)
* Weight: 1791kg (3,950lb)
* Top Speed: 150 mph
* 0-60 mph: 8.9
* Price New: £33,864
* Production Dates: June 1978 - 1989
The Aston Martin V8 Volante announced on 21st June 1978, was therefore assured a warm welcome. Its specification follows the contemporary Aston Martin V8 Saloon saloon, but was ahead in having polished burr walnut trim and a re-designed bonnet. The hood was power operated as before and was fully lined for noise insulation.
Technical Specifications
* Engine: dohc V-8
* Transmission: 4-speed manual
* Suspension
o Front: trailing arms, coil springs, anti-roll bar
o Rear: live axle, trailing links, Panhard rod, coil springs
* Brakes: front/rear drums
* Height: 4'6" (137cm)
* Weight: 1791kg (3,950lb)
* Top Speed: 150 mph
* 0-60 mph: 8.9
* Price New: £33,864
* Production Dates: June 1978 - 1989
Aston Martin V8 Vantage (1977)
The Aston Martin V8 Vantage was annouced on 18th February , 1977. The V8 engine having proved to be an exceptionally reliablle and robust unit, it was clear that there was scope for a significant increase in the power that it could deliver. Revised camshafts, air-box, larger inlet valves and carburettors, new inlet manifolds and different plugs, claimed to provide an increase in power of 40% and 10% more torque. The same ZF manual gearbox as in the Aston Martin V8 Saloon was standard equipment. This was enough to give a top speed of about 170 mph and accelerate from 0-60 mph in 5.3 secs.
The power increase meant that aerodynamic improvements had to be made for the Aston Martin V8 Vantage. This included a spoiler on the tail, a deep spoiler under the nose and blanked off rediator and bonnet air scoop.
Technical Specifications
* Engine: dohc V8, 5340 cc, 380 bhp @ 6000 rpm
* Transmission: ZF 5-speed manual
* Suspension:
o Front: Wishbones, coil springs, anti-roll bar
o Rear: de Dion axle, Watt linkage, coil springs
* Brakes: Girling discs all round, servo assisted
* Top Speed: 170 mph
* 0-60 mph: 5.3 sec.
* Price New: £20,000 (1977) £50,000 (1984) £75,000 (1987)
* Production Dates: March 1977 - 1989
The power increase meant that aerodynamic improvements had to be made for the Aston Martin V8 Vantage. This included a spoiler on the tail, a deep spoiler under the nose and blanked off rediator and bonnet air scoop.
Technical Specifications
* Engine: dohc V8, 5340 cc, 380 bhp @ 6000 rpm
* Transmission: ZF 5-speed manual
* Suspension:
o Front: Wishbones, coil springs, anti-roll bar
o Rear: de Dion axle, Watt linkage, coil springs
* Brakes: Girling discs all round, servo assisted
* Top Speed: 170 mph
* 0-60 mph: 5.3 sec.
* Price New: £20,000 (1977) £50,000 (1984) £75,000 (1987)
* Production Dates: March 1977 - 1989
Aston Martin Lagonda (1976)
The William Towns Aston Martin Lagonda shocked the world with its bold design and electronic instrumentation. A truly stunning design.
It was in the October of 1976 that Aston Martin revealed a new shape Aston Martin Lagonda which had solid state digital instrumentation that justified it as being a new product. With initial production levels at one a week it wasn't until 1979 that the first cars was delivered. It wasn't until 1982 that the Aston Martin Lagonda was cleared for sale in the USA.
In 1984, a Long Wheelbase Tickford Limousine version was announced that had a TV in the front as well as the back.
The Aston Martin Lagonda was updated again in 1987 when William Towns rounded off the edges of the car giving it a fresh new look. New enhancements included a re-designed nose where six smaller lights replace the pop-up headlamps and new 16" alloy wheels. A total of 645 chassis were built before the end of production in 1989, each car required about 2,200 man-hours and only about 25 were built per year for the U.S. market.
Technical Specifications
* Engine: dohc V-8, 280 bhp @ 5000 rpm, torque 360 lbs-ft @ 3000 rpm
* Transmission: 3-speed automatic
* Suspension
o Front: unequal-length wishbones, coil springs, anti-roll bar
o Rear: de Dion axle, coil springs; self-leveling
* Brakes: Servo assisted front/rear ventilated discs
* Wheelbase: 9'6" (2916 mm)
* Length: 17'4" (5283 mm)
* Width: 5'12" (1816 mm)
* Weight: 2064 kg (3800 mm)
* Heigth: 4'4" (1302 mm)
* Top Speed: 148 mph
* 0-60 mph: 7.9 sec.
* Price New: £ 24,570 (May 1977), £ 37,500 (April 1979), £ 79,500 (January 1986)
* Production: 645
* Production Dates: 1974 - 1989
It was in the October of 1976 that Aston Martin revealed a new shape Aston Martin Lagonda which had solid state digital instrumentation that justified it as being a new product. With initial production levels at one a week it wasn't until 1979 that the first cars was delivered. It wasn't until 1982 that the Aston Martin Lagonda was cleared for sale in the USA.
In 1984, a Long Wheelbase Tickford Limousine version was announced that had a TV in the front as well as the back.
The Aston Martin Lagonda was updated again in 1987 when William Towns rounded off the edges of the car giving it a fresh new look. New enhancements included a re-designed nose where six smaller lights replace the pop-up headlamps and new 16" alloy wheels. A total of 645 chassis were built before the end of production in 1989, each car required about 2,200 man-hours and only about 25 were built per year for the U.S. market.
Technical Specifications
* Engine: dohc V-8, 280 bhp @ 5000 rpm, torque 360 lbs-ft @ 3000 rpm
* Transmission: 3-speed automatic
* Suspension
o Front: unequal-length wishbones, coil springs, anti-roll bar
o Rear: de Dion axle, coil springs; self-leveling
* Brakes: Servo assisted front/rear ventilated discs
* Wheelbase: 9'6" (2916 mm)
* Length: 17'4" (5283 mm)
* Width: 5'12" (1816 mm)
* Weight: 2064 kg (3800 mm)
* Heigth: 4'4" (1302 mm)
* Top Speed: 148 mph
* 0-60 mph: 7.9 sec.
* Price New: £ 24,570 (May 1977), £ 37,500 (April 1979), £ 79,500 (January 1986)
* Production: 645
* Production Dates: 1974 - 1989
Aston Martin V8 (1973)
The Aston Martin V8 is a two-door saloon-type automobile manufactured in the United Kingdom from 1969 to 1990.
Aston Martin's customers had been clamouring for an eight-cylinder car for years, so Aston Martin designed a larger 2-door saloon for V8 applications. The engine was not ready, however, so in 1967 the company released the Aston Martin DBS with the straight-6 Vantage engine from the Aston Martin DB6. Two years later, Tadek Marek's V8 was ready, and Aston released the DBS V8. With the demise of the straight-6 Vantage in 1973, the DBS V8, now called simply the Aston Martin V8, became the company's mainstream car for two decades. It was retired in favour of the Aston Martin Virage in 1990.
Aston Martin DBS V8
From 1969 through 1972, Aston's top car was the DBS V8. Though the body and name was shared with the six-cylinder Aston Martin DBS, the V8 sold for much more. The body was a modern reinterpretation of the traditional Aston Martin look, with a squared-off grille and four headlights. Distinguishing features of the V8 model are the larger front air dam and lack of wire wheels, though some six-cylinder DBS cars also used the V8's alloy wheels. The tail lights were taken from the Hillman Hunter.
Marek's V8 engine displaced 5.3 L (5340 cc/325 in³) and used Bosch fuel injection. Output was not officially released, but estimates center around 315 hp (235 kW). The DBS V8 could hit 60 mph (97 km/h) in 5.9 seconds and had a top speed of nearly 160 mph (257 km/h).
Aston Martin V8
A DBS V8 was to be used by Roger Moore in the television show, The Persuaders. However, no V8 car was ready, so a six-cylinder DBS was modified to look like a V8 for use in the show.
Aston Martin V8
In April, 1972, the DBS V8 became just the Aston Martin V8 as the six-cylinder DBS was dropped, leaving just this car and the Vantage in production. Although David Brown had left the company, he had overseen development of this model.
Series 2
The Aston Martin V8 became known as the Series 2. Visual differences included twin quartz headlights and a mesh grille. Series 2 cars, produced from 1972 through July 1973, used a similar engine to the DBS V8. Just 288 Series 2 cars were built.
Series 3
The car switched back to carburettors for Series 3 in 1973. These cars are distinguished by a taller hood scoop to accommodate four twin-choke Weber carbs. The car produced 310 hp (231 kW) and could reach 60 mph (97 km/h) in 6.1 seconds with an automatic transmission or 5.7 with a manual. Performance suffered with emmissions regulations, falling to 288 hp (215 kW) in 1976. The next year, a more powerful "Stage 1" engine with new camshafts and exhaust brought it back up to 304 hp (227 kW).
Production of Series 3 cars lasted from 1973 through October 1978, but was halted for all of 1975. 967 examples were produced in this time.
Series 4 ("Oscar India")
The "Oscar India" specification was introduced in October of 1978 at the Birmingham International Motor Show. Visually, the former scoop on the bonnet gave way to a closed "power bulge", while a spoiler was integrated into the tail. Most Oscar India cars were equipped with a Chrysler "Torqueflite" 3-speed automatic transmission, with wood trim fitted for the first time since the DB2/4 of the 1950s. Just 291 Oscar India models were built from 1978 through 1985.
Series 5
The fuel injected Series 5 cars were introduced in 1986 at the New York Motor Show. The compact Weber/Marelli system no longer needed the space of the previous carburettors, so the bonnet bulge was virtually eliminiated.
Only 61 Series 5 cars were built before production ceased in 1989.
James Bond
James Bond's car ("B549 WUU") in the 1987 film, The Living Daylights is somewhat confusing. At the beginning of the film, the car is a Aston Martin V8 Vantage Volante (convertible), complete with Vantage badges. The actual car used in these scenes was a preproduction Vantage Volante owned by Aston Martin Lagonda chairman, Victor Gauntlett. Later, the car is supposedly fitted with a hardtop ("winterised") at Q Branch. However, these scenes actually feature a pair of non-Vantage Aston Martin V8 saloons retrofitted with the same number plate and Vantage badges as the car in the beginning, among other "optional extras" like spiked tyres, skis, lasers, and missiles. Clearly, the car was intended to be seen as a Aston Martin V8 Vantage Volante, however.
Aston Martin's customers had been clamouring for an eight-cylinder car for years, so Aston Martin designed a larger 2-door saloon for V8 applications. The engine was not ready, however, so in 1967 the company released the Aston Martin DBS with the straight-6 Vantage engine from the Aston Martin DB6. Two years later, Tadek Marek's V8 was ready, and Aston released the DBS V8. With the demise of the straight-6 Vantage in 1973, the DBS V8, now called simply the Aston Martin V8, became the company's mainstream car for two decades. It was retired in favour of the Aston Martin Virage in 1990.
Aston Martin DBS V8
From 1969 through 1972, Aston's top car was the DBS V8. Though the body and name was shared with the six-cylinder Aston Martin DBS, the V8 sold for much more. The body was a modern reinterpretation of the traditional Aston Martin look, with a squared-off grille and four headlights. Distinguishing features of the V8 model are the larger front air dam and lack of wire wheels, though some six-cylinder DBS cars also used the V8's alloy wheels. The tail lights were taken from the Hillman Hunter.
Marek's V8 engine displaced 5.3 L (5340 cc/325 in³) and used Bosch fuel injection. Output was not officially released, but estimates center around 315 hp (235 kW). The DBS V8 could hit 60 mph (97 km/h) in 5.9 seconds and had a top speed of nearly 160 mph (257 km/h).
Aston Martin V8
A DBS V8 was to be used by Roger Moore in the television show, The Persuaders. However, no V8 car was ready, so a six-cylinder DBS was modified to look like a V8 for use in the show.
Aston Martin V8
In April, 1972, the DBS V8 became just the Aston Martin V8 as the six-cylinder DBS was dropped, leaving just this car and the Vantage in production. Although David Brown had left the company, he had overseen development of this model.
Series 2
The Aston Martin V8 became known as the Series 2. Visual differences included twin quartz headlights and a mesh grille. Series 2 cars, produced from 1972 through July 1973, used a similar engine to the DBS V8. Just 288 Series 2 cars were built.
Series 3
The car switched back to carburettors for Series 3 in 1973. These cars are distinguished by a taller hood scoop to accommodate four twin-choke Weber carbs. The car produced 310 hp (231 kW) and could reach 60 mph (97 km/h) in 6.1 seconds with an automatic transmission or 5.7 with a manual. Performance suffered with emmissions regulations, falling to 288 hp (215 kW) in 1976. The next year, a more powerful "Stage 1" engine with new camshafts and exhaust brought it back up to 304 hp (227 kW).
Production of Series 3 cars lasted from 1973 through October 1978, but was halted for all of 1975. 967 examples were produced in this time.
Series 4 ("Oscar India")
The "Oscar India" specification was introduced in October of 1978 at the Birmingham International Motor Show. Visually, the former scoop on the bonnet gave way to a closed "power bulge", while a spoiler was integrated into the tail. Most Oscar India cars were equipped with a Chrysler "Torqueflite" 3-speed automatic transmission, with wood trim fitted for the first time since the DB2/4 of the 1950s. Just 291 Oscar India models were built from 1978 through 1985.
Series 5
The fuel injected Series 5 cars were introduced in 1986 at the New York Motor Show. The compact Weber/Marelli system no longer needed the space of the previous carburettors, so the bonnet bulge was virtually eliminiated.
Only 61 Series 5 cars were built before production ceased in 1989.
James Bond
James Bond's car ("B549 WUU") in the 1987 film, The Living Daylights is somewhat confusing. At the beginning of the film, the car is a Aston Martin V8 Vantage Volante (convertible), complete with Vantage badges. The actual car used in these scenes was a preproduction Vantage Volante owned by Aston Martin Lagonda chairman, Victor Gauntlett. Later, the car is supposedly fitted with a hardtop ("winterised") at Q Branch. However, these scenes actually feature a pair of non-Vantage Aston Martin V8 saloons retrofitted with the same number plate and Vantage badges as the car in the beginning, among other "optional extras" like spiked tyres, skis, lasers, and missiles. Clearly, the car was intended to be seen as a Aston Martin V8 Vantage Volante, however.
Aston Martin DBS (1967)
Unveiled at Blenheim Palace on September 25, 1967, the William Towns designed Aston Martin DBS was originally only intended for limited production.
In its original guise the Aston Martin DBS retained the six-cylinder, 3,995 cc engine employed in the Aston Martin DB6. However, after an announcement on 27 September, 1969 the Aston Martin DBS was also made available with a V8 engine, with the car being known as the DBSV8 - a four-seat grand touring car, capable of 160 mph.
Besides the engine differences, notable visual differences between the two variants included, on the DBSV8, the use of specially designed 15'' light weight alloy wheels with ventilated brake discs for the first time on an Aston Martin production car (as opposed to the distinctive wire wheels employed on the Aston Martin DBS).
A distinguishing feature of both the Aston Martin DBS and DBSV8 are the four quartz iodine headlights set into an alternative version of the iconic Aston Martin grille.
The Aston Martin DBS and the DBSV8 were produced concurrently until May 1972.
Aston Martin DBS
* Engine: Six cylinder, 3995cc
* Power: 282 bhp @ 5,500 rpm
* Top speed: 140 mph
* 0-60mph: 7.1 seconds
Aston Martin DBSV8 (in production from April 1970 - May 1972):
* Engine: V8, 5340cc
* Power: 320bhp @ 5,000 rpm
* Top speed: 160 mph
* 0-60mph: 6.0 seconds
* Transmission: ZF five-speed manual gearbox or Borg Warner automatic transmission. Limited slip differential.
* Final drive ratio: 3.73:1 (manual) or 3:54:1 (automatic)
* Length: 458 cm
* Height: 133cm
* Width: 183 cm
* Wheelbase: 261 cm
* Kerb weight: 1,588 kg (1,727 kg for DBSV8)
* Price at launch: £4,473 (1967 - DBS) and £5,281 (1969 - DBSV8)
In its original guise the Aston Martin DBS retained the six-cylinder, 3,995 cc engine employed in the Aston Martin DB6. However, after an announcement on 27 September, 1969 the Aston Martin DBS was also made available with a V8 engine, with the car being known as the DBSV8 - a four-seat grand touring car, capable of 160 mph.
Besides the engine differences, notable visual differences between the two variants included, on the DBSV8, the use of specially designed 15'' light weight alloy wheels with ventilated brake discs for the first time on an Aston Martin production car (as opposed to the distinctive wire wheels employed on the Aston Martin DBS).
A distinguishing feature of both the Aston Martin DBS and DBSV8 are the four quartz iodine headlights set into an alternative version of the iconic Aston Martin grille.
The Aston Martin DBS and the DBSV8 were produced concurrently until May 1972.
Aston Martin DBS
* Engine: Six cylinder, 3995cc
* Power: 282 bhp @ 5,500 rpm
* Top speed: 140 mph
* 0-60mph: 7.1 seconds
Aston Martin DBSV8 (in production from April 1970 - May 1972):
* Engine: V8, 5340cc
* Power: 320bhp @ 5,000 rpm
* Top speed: 160 mph
* 0-60mph: 6.0 seconds
* Transmission: ZF five-speed manual gearbox or Borg Warner automatic transmission. Limited slip differential.
* Final drive ratio: 3.73:1 (manual) or 3:54:1 (automatic)
* Length: 458 cm
* Height: 133cm
* Width: 183 cm
* Wheelbase: 261 cm
* Kerb weight: 1,588 kg (1,727 kg for DBSV8)
* Price at launch: £4,473 (1967 - DBS) and £5,281 (1969 - DBSV8)
Aston Martin DB6 Volante SWB (1966)
The Aston Martin DB6 Volante was the first Aston Martin to carry the name Volante - which means "flying" in Italian. It was in fact the last thirty-seven Aston Martin DB5 chassis that were used to build the short-chassis Volantes and were completed between October 1965 and October 1966.
Although clearly derived from the Aston Martin DB4 through the DB5, the new model was announced at the London Motor Show in October 1965. The most noticeable styling change on the Aston Martin DB6 was the spoiler - then called a Kamm tail - integrated into the tail of the car, which improved high speed stability. The split front and rear bumpers; a redesigned oil cooler opening in the front valance, a higher roof (136 cm) and longer wheelbase (258.5 cm), 9.5 cm more than the DB5, giving an overall length of 462 cm.
Aston Martin DB6 Technical Specifications
* Engine: dohc I-6, 3995 cc, 282 bhp @ 5500 rpm, 288 lbs-ft @ 3850 rpm (Vantage: 325 bhp @ 5750 rpm)
* Transmission: ZF 5-speed overdrive manual or Borg-Warner 3-speed automatic
* Suspension
o Front: upper-and-lower A-arms, coil springs, anti-roll bar
o Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: Servo assisted front/rear discs
* Wheelbase: 8'6" (2585 mm)
* Weight: 1474 kg (3250 Ibs)
* Top Speed: 148 mph
* 0-60 mph: 6.1 sec.
* Price New: £ 4,998 (Saloon)
* Production: 1327 (Excluding Volante)
* Production Dates: October 1965 - July 1969
Although clearly derived from the Aston Martin DB4 through the DB5, the new model was announced at the London Motor Show in October 1965. The most noticeable styling change on the Aston Martin DB6 was the spoiler - then called a Kamm tail - integrated into the tail of the car, which improved high speed stability. The split front and rear bumpers; a redesigned oil cooler opening in the front valance, a higher roof (136 cm) and longer wheelbase (258.5 cm), 9.5 cm more than the DB5, giving an overall length of 462 cm.
Aston Martin DB6 Technical Specifications
* Engine: dohc I-6, 3995 cc, 282 bhp @ 5500 rpm, 288 lbs-ft @ 3850 rpm (Vantage: 325 bhp @ 5750 rpm)
* Transmission: ZF 5-speed overdrive manual or Borg-Warner 3-speed automatic
* Suspension
o Front: upper-and-lower A-arms, coil springs, anti-roll bar
o Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: Servo assisted front/rear discs
* Wheelbase: 8'6" (2585 mm)
* Weight: 1474 kg (3250 Ibs)
* Top Speed: 148 mph
* 0-60 mph: 6.1 sec.
* Price New: £ 4,998 (Saloon)
* Production: 1327 (Excluding Volante)
* Production Dates: October 1965 - July 1969
Aston Martin DB6 Volante (1966)
The Aston Martin DB6 Volante was the first Aston Martin to carry the name Volante - which means "flying" in Italian. It was in fact the last thirty-seven Aston Martin DB5 chassis that were used to build the short-chassis Aston Martin DB6 Volante SWB and were completed between October 1965 and October 1966.
Although clearly derived from the Aston Martin DB4 through the DB5, the new model was announced at the London Motor Show in October 1965. The most noticeable styling change on the Aston Martin DB6 was the spoiler - then called a Kamm tail - integrated into the tail of the car, which improved high speed stability. The split front and rear bumpers; a redesigned oil cooler opening in the front valance, a higher roof (136 cm) and longer wheelbase (258.5 cm), 9.5 cm more than the DB5, giving an overall length of 462 cm.
Technical Specifications
* Engine: dohc I-6, 3995 cc, 282 bhp @ 5500 rpm, 288 lbs-ft @ 3850 rpm (Vantage: 325 bhp @ 5750 rpm)
* Transmission: ZF 5-speed overdrive manual or Borg-Warner 3-speed automatic
* Suspension
o Front: upper-and-lower A-arms, coil springs, anti-roll bar
o Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: Servo assisted front/rear discs
* Wheelbase: 8'6" (2585 mm)
* Weight: 1474 kg (3250 Ibs)
* Top Speed: 148 mph
* 0-60 mph: 6.1 sec.
* Price New: £ 4,998 (Saloon)
* Production: 1327 (Excluding Volante)
* Production Dates: October 1965 - July 1969
Although clearly derived from the Aston Martin DB4 through the DB5, the new model was announced at the London Motor Show in October 1965. The most noticeable styling change on the Aston Martin DB6 was the spoiler - then called a Kamm tail - integrated into the tail of the car, which improved high speed stability. The split front and rear bumpers; a redesigned oil cooler opening in the front valance, a higher roof (136 cm) and longer wheelbase (258.5 cm), 9.5 cm more than the DB5, giving an overall length of 462 cm.
Technical Specifications
* Engine: dohc I-6, 3995 cc, 282 bhp @ 5500 rpm, 288 lbs-ft @ 3850 rpm (Vantage: 325 bhp @ 5750 rpm)
* Transmission: ZF 5-speed overdrive manual or Borg-Warner 3-speed automatic
* Suspension
o Front: upper-and-lower A-arms, coil springs, anti-roll bar
o Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: Servo assisted front/rear discs
* Wheelbase: 8'6" (2585 mm)
* Weight: 1474 kg (3250 Ibs)
* Top Speed: 148 mph
* 0-60 mph: 6.1 sec.
* Price New: £ 4,998 (Saloon)
* Production: 1327 (Excluding Volante)
* Production Dates: October 1965 - July 1969
Wednesday, December 9, 2009
Aston Martin DB6 (1965)
The Aston Martin DB6 was the first Aston Martin to carry the name Volante - which means "flying" in Italian. It was in fact the last thirty-seven Aston Martin DB5 chassis that were used to build the short-chassis Volantes and were completed between October 1965 and October 1966.
Although clearly derived from the Aston Martin DB4 through the DB5, the new model was announced at the London Motor Show in October 1965. The most noticeable styling change on the Aston Martin DB6 was the spoiler - then called a Kamm tail - integrated into the tail of the car, which improved high speed stability. The split front and rear bumpers; a redesigned oil cooler opening in the front valance, a higher roof (136 cm) and longer wheelbase (258.5 cm), 9.5 cm more than the DB5, giving an overall length of 462 cm.
Aston Martin DB6 Technical Specifications
* Engine: dohc I-6, 3995 cc, 282 bhp @ 5500 rpm, 288 lbs-ft @ 3850 rpm (Vantage: 325 bhp @ 5750 rpm)
* Transmission: ZF 5-speed overdrive manual or Borg-Warner 3-speed automatic
* Suspension
o Front: upper-and-lower A-arms, coil springs, anti-roll bar
o Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: Servo assisted front/rear discs
* Wheelbase: 8'6" (2585 mm)
* Weight: 1474 kg (3250 Ibs)
* Top Speed: 148 mph
* 0-60 mph: 6.1 sec.
* Price New: £ 4,998 (Saloon)
* Production: 1327 (Excluding Volante)
* Production Dates: October 1965 - July 1969
Although clearly derived from the Aston Martin DB4 through the DB5, the new model was announced at the London Motor Show in October 1965. The most noticeable styling change on the Aston Martin DB6 was the spoiler - then called a Kamm tail - integrated into the tail of the car, which improved high speed stability. The split front and rear bumpers; a redesigned oil cooler opening in the front valance, a higher roof (136 cm) and longer wheelbase (258.5 cm), 9.5 cm more than the DB5, giving an overall length of 462 cm.
Aston Martin DB6 Technical Specifications
* Engine: dohc I-6, 3995 cc, 282 bhp @ 5500 rpm, 288 lbs-ft @ 3850 rpm (Vantage: 325 bhp @ 5750 rpm)
* Transmission: ZF 5-speed overdrive manual or Borg-Warner 3-speed automatic
* Suspension
o Front: upper-and-lower A-arms, coil springs, anti-roll bar
o Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: Servo assisted front/rear discs
* Wheelbase: 8'6" (2585 mm)
* Weight: 1474 kg (3250 Ibs)
* Top Speed: 148 mph
* 0-60 mph: 6.1 sec.
* Price New: £ 4,998 (Saloon)
* Production: 1327 (Excluding Volante)
* Production Dates: October 1965 - July 1969
Aston Martin DB5 (1963)
Perhaps the most famous Aston Martin because of the specially equipped silver birch Aston Martin DB5 that starred in the James Bond films "Goldfinger" and "Thunderball". The Aston Martin DB5 made a comeback to the big screen in the 1995 film "GoldenEye".
Regarded by many as the most beautiful Aston Martin produced, Aston Martin DB5 shares many similar traits to Aston Martin DB4. However, DB5's most substantial change occurred under the bonnet. The 6 cylinder engine increased its capacity to 4 litres by increasing the bore to 96mm. Significant too was the introduction of a true full synchromesh ZF 5 speed gearbox. Other chassis changes included the adoption of the Girling disc brakes that had only been used on the Aston Martin DB4 GT, and 15" wheels.
A convertible was also offered and was available with a steel hard top with an exceptionally large rear window.
Technical Specifications
* Engine: dohc I-6, 3995 cc, 282 bhp @ 5500 rpm, 288 lbs-ft @ 3850 rpm (Vantage option: 314bhp @ 5750 rpm)
* Transmission: 4-speed manual with optional overdrive, ZF 5-speed manual (standard from mid-1964), and optional Borg-Warner 3-speed automatic
* Suspension: Front: upper-and-lower A-arms, coil springs, anti-roll bar Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: Servo assisted front/rear discs
* Length: 15'0"
* Width: 5'6"
* Wheelbase: 8'2"
* Weight: 1466 kg
* Top Speed: 142 mph
* 0-60 mph: 7.1 sec.
* Price New: £4,175 (Aston Martin DB5), £4,490 (Convertible)
* Production
o 886 Standard
o 123 Convertibles
o 12 Shooting Brakes
* Production Dates: July 1963 - September 1965
Regarded by many as the most beautiful Aston Martin produced, Aston Martin DB5 shares many similar traits to Aston Martin DB4. However, DB5's most substantial change occurred under the bonnet. The 6 cylinder engine increased its capacity to 4 litres by increasing the bore to 96mm. Significant too was the introduction of a true full synchromesh ZF 5 speed gearbox. Other chassis changes included the adoption of the Girling disc brakes that had only been used on the Aston Martin DB4 GT, and 15" wheels.
A convertible was also offered and was available with a steel hard top with an exceptionally large rear window.
Technical Specifications
* Engine: dohc I-6, 3995 cc, 282 bhp @ 5500 rpm, 288 lbs-ft @ 3850 rpm (Vantage option: 314bhp @ 5750 rpm)
* Transmission: 4-speed manual with optional overdrive, ZF 5-speed manual (standard from mid-1964), and optional Borg-Warner 3-speed automatic
* Suspension: Front: upper-and-lower A-arms, coil springs, anti-roll bar Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: Servo assisted front/rear discs
* Length: 15'0"
* Width: 5'6"
* Wheelbase: 8'2"
* Weight: 1466 kg
* Top Speed: 142 mph
* 0-60 mph: 7.1 sec.
* Price New: £4,175 (Aston Martin DB5), £4,490 (Convertible)
* Production
o 886 Standard
o 123 Convertibles
o 12 Shooting Brakes
* Production Dates: July 1963 - September 1965
Aston Martin DB4 GT Zagato (1961)
The Aston Martin DB4 GT made its premiere at the 1959 London Motor Show. The car was designed by Aston Martin and used the Superleggera body frame system - aluminium panels on tubular support frames - produced by Carrozzeria Touring of Milan. Although similar to the Aston Martin DB4, the differences added up to a very different motor car.
Five inches were chopped off the original Aston Martin DB4 wheelbase, making the GT easier to handle on a race track and reducing the overall weight; the engine was equipped with new twin-plug head and 45 DCO Webers, which increase power output to an impressive 302 bhp. The Aston Martin DB4 GT was the first of many Aston Martin's to use the cowled headlights.
Technical Specifications
* Engine: dohc I-6, 3670 cc; 302 bhp (Aston Martin DB4 GT) 314bhp (Aston Martin DB4 GT Zagato) @ 6000 rpm, 240 lbs-ft @ 5000 rpm
* Transmission: 4-speed manual DB
* Suspension: Front: upper-and-lower A-arms, coil springs, anti-roll bar Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: front/rear discs
* Length: 14'4"
* Width: 5'6"
* Height: 4'4"
* Wheelbase: 7'9"
* Weight: 1269 kg (2798 Ibs)
* Top Speed: 153 mph
* 0-60 mph: 6.4 sec.
* Price New: £ 4534
* Production: 75
* Production Dates: 1959 - 1963
Five inches were chopped off the original Aston Martin DB4 wheelbase, making the GT easier to handle on a race track and reducing the overall weight; the engine was equipped with new twin-plug head and 45 DCO Webers, which increase power output to an impressive 302 bhp. The Aston Martin DB4 GT was the first of many Aston Martin's to use the cowled headlights.
Technical Specifications
* Engine: dohc I-6, 3670 cc; 302 bhp (Aston Martin DB4 GT) 314bhp (Aston Martin DB4 GT Zagato) @ 6000 rpm, 240 lbs-ft @ 5000 rpm
* Transmission: 4-speed manual DB
* Suspension: Front: upper-and-lower A-arms, coil springs, anti-roll bar Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: front/rear discs
* Length: 14'4"
* Width: 5'6"
* Height: 4'4"
* Wheelbase: 7'9"
* Weight: 1269 kg (2798 Ibs)
* Top Speed: 153 mph
* 0-60 mph: 6.4 sec.
* Price New: £ 4534
* Production: 75
* Production Dates: 1959 - 1963
Aston Martin DBR4 (1959)
Production Dates: October 1958 - June 1963
Tadek Marek's new 3.7 litre, six-cylinder twin overhead camshaft, all alloy engine first ran in 1956 and was raced in the DBR2 in 1957.
Work on the DB4 started in 1956, at the same time as the DB Mark III. The key people involved in the development of the DB4 were general manager John Wyer, chassis designer Harold Beach, and engine designer Tadek Marek. Every major component in the DB4 was new. The four-seater body was design by Carrozzeria Touring of Milan, using their 'Superleggera' system by which alloy panels are fixed to a tubular frame built onto the very strong platform chassis.
The entirely new car was shown at the London Motor show in 1958, sharing a stand with the DB Mark III which was to continue in production for almost a year. The DB4 was the first production car to capable of 0-100-0 mph in under 30 sec. claiming to reach the 100 mph mark in 21 seconds. A very impressive car that put Aston Martin back in competition with other Mediterranean sports car manufacturers.
A four-seater convertible was announced at the London Motor Show in 1961.
By the time that the DB4 ended it's production run, there were five distinct series.
Specification
Price New: £ 3,976 (Saloon), £ 4,194 (Convertible)
Engine: all dohc I-6, 3670 cc, 240 bhp @ 5500 rpm, 240 lbs-ft @4250 rpm; Vantage: 266 bhp @5750 rpm
Transmission: 4-speed manual with optional overdrive or optional Borg-Warner 3-speed automatic
Suspension: Front: upper-and-lower A-arms, coil springs, anti-roll bar Rear: live axle, Watt linkage, trailing links, coil springs
Brakes: Servo assisted front/rear discs
Length: 14'9"
Width: 5'6"
Height: 4'4"
Wheelbase: 8'4"
Weight: 1308kg
Top Speed: 140 mph
0-60 mph: 9 sec.
Tadek Marek's new 3.7 litre, six-cylinder twin overhead camshaft, all alloy engine first ran in 1956 and was raced in the DBR2 in 1957.
Work on the DB4 started in 1956, at the same time as the DB Mark III. The key people involved in the development of the DB4 were general manager John Wyer, chassis designer Harold Beach, and engine designer Tadek Marek. Every major component in the DB4 was new. The four-seater body was design by Carrozzeria Touring of Milan, using their 'Superleggera' system by which alloy panels are fixed to a tubular frame built onto the very strong platform chassis.
The entirely new car was shown at the London Motor show in 1958, sharing a stand with the DB Mark III which was to continue in production for almost a year. The DB4 was the first production car to capable of 0-100-0 mph in under 30 sec. claiming to reach the 100 mph mark in 21 seconds. A very impressive car that put Aston Martin back in competition with other Mediterranean sports car manufacturers.
A four-seater convertible was announced at the London Motor Show in 1961.
By the time that the DB4 ended it's production run, there were five distinct series.
Specification
Price New: £ 3,976 (Saloon), £ 4,194 (Convertible)
Engine: all dohc I-6, 3670 cc, 240 bhp @ 5500 rpm, 240 lbs-ft @4250 rpm; Vantage: 266 bhp @5750 rpm
Transmission: 4-speed manual with optional overdrive or optional Borg-Warner 3-speed automatic
Suspension: Front: upper-and-lower A-arms, coil springs, anti-roll bar Rear: live axle, Watt linkage, trailing links, coil springs
Brakes: Servo assisted front/rear discs
Length: 14'9"
Width: 5'6"
Height: 4'4"
Wheelbase: 8'4"
Weight: 1308kg
Top Speed: 140 mph
0-60 mph: 9 sec.
Aston Martin DB4 GT (1959)
The Aston Martin DB4 GT made its premiere at the 1959 London Motor Show. The car was designed by Aston Martin and used the Superleggera body frame system - aluminium panels on tubular support frames - produced by Carrozzeria Touring of Milan. Although similar to the Aston Martin DB4, the differences added up to a very different motor car.
Five inches were chopped off the original Aston Martin DB4 wheelbase, making the GT easier to handle on a race track and reducing the overall weight; the engine was equipped with new twin-plug head and 45 DCO Webers, which increase power output to an impressive 302 bhp. The Aston Martin DB4 GT was the first of many Aston Martin's to use the cowled headlights.
Technical Specifications
* Engine: dohc I-6, 3670 cc; 302 bhp (Aston Martin DB4 GT) 314bhp (Aston Martin DB4 GT Zagato) @ 6000 rpm, 240 lbs-ft @ 5000 rpm
* Transmission: 4-speed manual DB
* Suspension: Front: upper-and-lower A-arms, coil springs, anti-roll bar Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: front/rear discs
* Length: 14'4"
* Width: 5'6"
* Height: 4'4"
* Wheelbase: 7'9"
* Weight: 1269 kg (2798 Ibs)
* Top Speed: 153 mph
* 0-60 mph: 6.4 sec.
* Price New: £ 4534
* Production: 75
* Production Dates: 1959 - 1963
Five inches were chopped off the original Aston Martin DB4 wheelbase, making the GT easier to handle on a race track and reducing the overall weight; the engine was equipped with new twin-plug head and 45 DCO Webers, which increase power output to an impressive 302 bhp. The Aston Martin DB4 GT was the first of many Aston Martin's to use the cowled headlights.
Technical Specifications
* Engine: dohc I-6, 3670 cc; 302 bhp (Aston Martin DB4 GT) 314bhp (Aston Martin DB4 GT Zagato) @ 6000 rpm, 240 lbs-ft @ 5000 rpm
* Transmission: 4-speed manual DB
* Suspension: Front: upper-and-lower A-arms, coil springs, anti-roll bar Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: front/rear discs
* Length: 14'4"
* Width: 5'6"
* Height: 4'4"
* Wheelbase: 7'9"
* Weight: 1269 kg (2798 Ibs)
* Top Speed: 153 mph
* 0-60 mph: 6.4 sec.
* Price New: £ 4534
* Production: 75
* Production Dates: 1959 - 1963
Aston Martin DB4 (1958)
Work on the Aston Martin DB4 started in 1956, at the same time as the Aston Martin DB Mark III. The key people involved in the development of the Aston Martin DB4 were general manager John Wyer, chassis designer Harold Beach, and engine designer Tadek Marek. Every major component in the Aston Martin DB4 was new. The four-seater body was design by Carrozzeria Touring of Milan, using their 'Superleggera' system by which alloy panels are fixed to a tubular frame built onto the very strong platform chassis.
The entirely new car was shown at the London Motor show in 1958, sharing a stand with the DB Mark III which was to continue in production for almost a year. The Aston Martin DB4 was the first production car to capable of 0-100-0 mph in under 30 sec. claiming to reach the 100 mph mark in 21 seconds. A very impressive car that put Aston Martin back in competition with other Mediterranean sports car manufacturers.
Tadek Marek's new 3.7 litre, six-cylinder twin overhead camshaft, all alloy engine first ran in 1956 and was raced in the Aston Martin DBR2 in 1957.
A four-seater convertible was announced at the London Motor Show in 1961.
By the time that the Aston Martin DB4 ended it's production run, there were five distinct series (i.e. Aston Martin DB4 GT and Aston Martin DB4 GT Zagato).
Technical Specifications
* Engine: all dohc I-6, 3670 cc, 240 bhp @ 5500 rpm, 240 lbs-ft @4250 rpm; Vantage: 266 bhp @5750 rpm
* Transmission: 4-speed manual with optional overdrive or optional Borg-Warner 3-speed automatic
* Suspension: Front: upper-and-lower A-arms, coil springs, anti-roll bar Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: Servo assisted front/rear discs
* Length: 14'9"
* Width: 5'6"
* Height: 4'4"
* Wheelbase: 8'4"
* Weight: 1308kg
* Top Speed: 140 mph
* 0-60 mph: 9 sec.
* Price New: £ 3,976 (Saloon), £ 4,194 (Convertible)
* Production Dates: October 1958 - June 1963
The entirely new car was shown at the London Motor show in 1958, sharing a stand with the DB Mark III which was to continue in production for almost a year. The Aston Martin DB4 was the first production car to capable of 0-100-0 mph in under 30 sec. claiming to reach the 100 mph mark in 21 seconds. A very impressive car that put Aston Martin back in competition with other Mediterranean sports car manufacturers.
Tadek Marek's new 3.7 litre, six-cylinder twin overhead camshaft, all alloy engine first ran in 1956 and was raced in the Aston Martin DBR2 in 1957.
A four-seater convertible was announced at the London Motor Show in 1961.
By the time that the Aston Martin DB4 ended it's production run, there were five distinct series (i.e. Aston Martin DB4 GT and Aston Martin DB4 GT Zagato).
Technical Specifications
* Engine: all dohc I-6, 3670 cc, 240 bhp @ 5500 rpm, 240 lbs-ft @4250 rpm; Vantage: 266 bhp @5750 rpm
* Transmission: 4-speed manual with optional overdrive or optional Borg-Warner 3-speed automatic
* Suspension: Front: upper-and-lower A-arms, coil springs, anti-roll bar Rear: live axle, Watt linkage, trailing links, coil springs
* Brakes: Servo assisted front/rear discs
* Length: 14'9"
* Width: 5'6"
* Height: 4'4"
* Wheelbase: 8'4"
* Weight: 1308kg
* Top Speed: 140 mph
* 0-60 mph: 9 sec.
* Price New: £ 3,976 (Saloon), £ 4,194 (Convertible)
* Production Dates: October 1958 - June 1963
Aston Martin DB Mark III (1957)
Aston Martin DB Mark III was launched at the Geneva Show in March 1957 and was available only for export until it was shown at the London Motor Show in October that same year. Aston Martin DB Mark III was the final development of the cars based on Claude Hill's chassis and the Lagonda six-cylinder twin overhead camshaft engine. It remained in production for circa nine months after the Aston Martin DB4 was introduced. Some 310 cars were exported to the USA.
Tadek Marek had finely re-designed the 3-litre engine. The standard DBA version of this engine had a stiffer crankshaft, a new block, oil pump and timing chain, new exhaust and induction manifolds, the ports were based on the Aston Martin DB3S engine, larger valves, high lift camshafts (after the first 150). With the same capacity (2,922cc) twin SU carburettors and compression ratio (8:16:1) as the VB6J engine, the improved breathing provided an output claimed to be 162 bhp at 5,500rpm.
The main change in the appearance of the car was the adoption of the elegant shape of the radiator opening from that of the DB3S and the consequent compound curves of the front of the bonnet, which can be traced on all subsequent models, including the V8. Inside, the main difference was a completely different facia and instrument panel (which remained in use until the Aston Martin DB6 Mark II was dropped in 1970). In 1959, for the first time, automatic transmission (Borg Warner) was offered (as an extra) for a production Aston Martin; it was installed only in four drophead coupes and one saloon.
Technical Specifications
* Engine: dohc I-6, 2922 cc, 162 bhp @ 5500 rpm
* Transmission: 4-speed manual
* Length: 14' 3.5" (435.5cm)
* Width 5'5" (165cm)
* Height 4' 6.25" (138cm)
* Wheelbase 8' 3" (251.5cm)
* Weight: 1,270 kg (2,800 lb)
* 0-60mph: 8.2 secs
* Price New: £ 3,076 (Saloon), £ 3,451 (Drophead Coupe)
* Production Dates: March 1957 - July 1959
Tadek Marek had finely re-designed the 3-litre engine. The standard DBA version of this engine had a stiffer crankshaft, a new block, oil pump and timing chain, new exhaust and induction manifolds, the ports were based on the Aston Martin DB3S engine, larger valves, high lift camshafts (after the first 150). With the same capacity (2,922cc) twin SU carburettors and compression ratio (8:16:1) as the VB6J engine, the improved breathing provided an output claimed to be 162 bhp at 5,500rpm.
The main change in the appearance of the car was the adoption of the elegant shape of the radiator opening from that of the DB3S and the consequent compound curves of the front of the bonnet, which can be traced on all subsequent models, including the V8. Inside, the main difference was a completely different facia and instrument panel (which remained in use until the Aston Martin DB6 Mark II was dropped in 1970). In 1959, for the first time, automatic transmission (Borg Warner) was offered (as an extra) for a production Aston Martin; it was installed only in four drophead coupes and one saloon.
Technical Specifications
* Engine: dohc I-6, 2922 cc, 162 bhp @ 5500 rpm
* Transmission: 4-speed manual
* Length: 14' 3.5" (435.5cm)
* Width 5'5" (165cm)
* Height 4' 6.25" (138cm)
* Wheelbase 8' 3" (251.5cm)
* Weight: 1,270 kg (2,800 lb)
* 0-60mph: 8.2 secs
* Price New: £ 3,076 (Saloon), £ 3,451 (Drophead Coupe)
* Production Dates: March 1957 - July 1959
Aston Martin DB3S (1953)
The Aston Martin DB3 and later Aston Martin DB3S were racing cars built in the 1950s. Although they used some Aston Martin DB2 parts, they were quite different, being designed especially for racing. The original modifications were done by ex-Auto Union engineer, Eberan von Eberhorst, though others handled the later Aston Martin DB3S work.
Aston Martin DB3
The DB3 was introduced in 1951 with a 133 hp (99 kW) 2.6 L Lagonda straight-6 engine from the DB2 Vantage. The car was unsuccessful, so a larger 2.9 L engine, producing 163 hp (122 kW), was introduced for 1952. The car went on to place 2nd, 3rd, and 4th at Silverstone that year behind a Jaguar C-Type. The cars were forced out of Le Mans, but did claim the 9-hour race at Goodwood.
Aston Martin DB3S
The Aston Martin DB3S was a lighter version of the car, introduced in 1953. It was somewhat more successful, and was produced until 1956. Two coupe versions were also built.
The Aston Martin DB3S was replaced in 1956 by the famed Aston Martin DBR1, which finally claimed Le Mans in 1959.
Aston Martin DB3
The DB3 was introduced in 1951 with a 133 hp (99 kW) 2.6 L Lagonda straight-6 engine from the DB2 Vantage. The car was unsuccessful, so a larger 2.9 L engine, producing 163 hp (122 kW), was introduced for 1952. The car went on to place 2nd, 3rd, and 4th at Silverstone that year behind a Jaguar C-Type. The cars were forced out of Le Mans, but did claim the 9-hour race at Goodwood.
Aston Martin DB3S
The Aston Martin DB3S was a lighter version of the car, introduced in 1953. It was somewhat more successful, and was produced until 1956. Two coupe versions were also built.
The Aston Martin DB3S was replaced in 1956 by the famed Aston Martin DBR1, which finally claimed Le Mans in 1959.
Aston Martin DB3 (1951)
The Aston Martin DB3 and later Aston Martin DB3S were racing cars built in the 1950s. Although they used some Aston Martin DB2 parts, they were quite different, being designed especially for racing. The original modifications were done by ex-Auto Union engineer, Eberan von Eberhorst, though others handled the later Aston Martin DB3S work.
Aston Martin DB3
The DB3 was introduced in 1951 with a 133 hp (99 kW) 2.6 L Lagonda straight-6 engine from the DB2 Vantage. The car was unsuccessful, so a larger 2.9 L engine, producing 163 hp (122 kW), was introduced for 1952. The car went on to place 2nd, 3rd, and 4th at Silverstone that year behind a Jaguar C-Type. The cars were forced out of Le Mans, but did claim the 9-hour race at Goodwood.
Aston Martin DB3S
The Aston Martin DB3S was a lighter version of the car, introduced in 1953. It was somewhat more successful, and was produced until 1956. Two coupe versions were also built.
The Aston Martin DB3S was replaced in 1956 by the famed Aston Martin DBR1, which finally claimed Le Mans in 1959.
Aston Martin DB3
The DB3 was introduced in 1951 with a 133 hp (99 kW) 2.6 L Lagonda straight-6 engine from the DB2 Vantage. The car was unsuccessful, so a larger 2.9 L engine, producing 163 hp (122 kW), was introduced for 1952. The car went on to place 2nd, 3rd, and 4th at Silverstone that year behind a Jaguar C-Type. The cars were forced out of Le Mans, but did claim the 9-hour race at Goodwood.
Aston Martin DB3S
The Aston Martin DB3S was a lighter version of the car, introduced in 1953. It was somewhat more successful, and was produced until 1956. Two coupe versions were also built.
The Aston Martin DB3S was replaced in 1956 by the famed Aston Martin DBR1, which finally claimed Le Mans in 1959.
Sunday, December 6, 2009
Aston Martin DB2 (1950)
The Aston Martin DB2 followed the 2-litre sports chassis design in many ways but was 9 inches shorter in the wheelbase. The body itself was the work of designer Frank Feeley and was built around a square section tube frame on which an aluminium body was attached. The new Aston Martin DB2 engine was designed under the guidance of the great W.O.Bentley.
The Aston Martin DB2 was available in both Coupe and Drophead Coupe. The engine had twin overhead camshafts, hemispherical combustion chambers, a stroke of 90 mm and bore 78 mm giving a capacity of 2580 cc.
In standard form, power output was 105bhp. A 125bhp Vantage version was later offered. The Aston Martin DB2 is known for its superb chassis, great performance, and an immense amount of character.
Details of the Aston Martin DB2 were released to the Press on April 12, 1950 and was shown as a production car at the New York Motor Show on April 15-23.
Technical Specifications
* Engine: dohc I-6, 2580 cc, 105 bhp @ 5000 rpm, 125 lbs-ft @ 3000 rpm (Vantage: 125 bhp @ 5000 rpm, 144 lbs-ft @2400 rpm)
* Transmission: 4-speed manual
* Suspension: Front: trailing arms, coil springs, anti-roll bar Rear: live axle, trailing links, Panhard rod, coil springs
* Brakes: front/rear drums
* Wheelbase: 8'3"
* Weight: 1111kg
* Top Speed: 117 mph
* 0-60 mph: 11.2 sec.
* Price New: £ 1,915 (Saloon), £ 1,598 (Drophead Coupe)
* Production Dates: May 1950 - April 1953
The Aston Martin DB2 was available in both Coupe and Drophead Coupe. The engine had twin overhead camshafts, hemispherical combustion chambers, a stroke of 90 mm and bore 78 mm giving a capacity of 2580 cc.
In standard form, power output was 105bhp. A 125bhp Vantage version was later offered. The Aston Martin DB2 is known for its superb chassis, great performance, and an immense amount of character.
Details of the Aston Martin DB2 were released to the Press on April 12, 1950 and was shown as a production car at the New York Motor Show on April 15-23.
Technical Specifications
* Engine: dohc I-6, 2580 cc, 105 bhp @ 5000 rpm, 125 lbs-ft @ 3000 rpm (Vantage: 125 bhp @ 5000 rpm, 144 lbs-ft @2400 rpm)
* Transmission: 4-speed manual
* Suspension: Front: trailing arms, coil springs, anti-roll bar Rear: live axle, trailing links, Panhard rod, coil springs
* Brakes: front/rear drums
* Wheelbase: 8'3"
* Weight: 1111kg
* Top Speed: 117 mph
* 0-60 mph: 11.2 sec.
* Price New: £ 1,915 (Saloon), £ 1,598 (Drophead Coupe)
* Production Dates: May 1950 - April 1953
Ascari A10 (2007)
British Supercar manufacturer, Ascari has produced the answer to the Ferrari Enzo FXX, but for keeps!
Whereas the Enzo FXX is not road legal, it was produced to be driven during track days only and costs just over £1 million (1.5m EUROS), the A10 is road legal so can be driven home and parked on your drive, to the envy of your neighbours for just £350,000 (522.000 EUROS).
Designed, engineered and hand built in Banbury, England the A10 has 625bhp and weighs in at around 1200kg, thanks to its lightweight carbon fibre bodywork. Reaching 60mph in just 2.8 seconds and 100mph in less than 6 seconds, the manufacturer claims the A10 is the fastest road going production car around a race track.
Only 10 are available and will be built to order.
The A10 is more than just a revamped KZ1, which has found success in its first year of competing in the GT3 in 2006. It has new body panels, a reworked engine and suspension, with extensive brake modifications to cope with the extra power. Lucky owners will also benefit, if they wish, from some luxuries such as remote central locking, electric windows and door mirrors, climate control and a Thatcham Category 1 alarm system.
The UK's newest Supercar will make its first ever appearance at the 2006 MPH show in Birmingham, England on 28 October.
Whereas the Enzo FXX is not road legal, it was produced to be driven during track days only and costs just over £1 million (1.5m EUROS), the A10 is road legal so can be driven home and parked on your drive, to the envy of your neighbours for just £350,000 (522.000 EUROS).
Designed, engineered and hand built in Banbury, England the A10 has 625bhp and weighs in at around 1200kg, thanks to its lightweight carbon fibre bodywork. Reaching 60mph in just 2.8 seconds and 100mph in less than 6 seconds, the manufacturer claims the A10 is the fastest road going production car around a race track.
Only 10 are available and will be built to order.
The A10 is more than just a revamped KZ1, which has found success in its first year of competing in the GT3 in 2006. It has new body panels, a reworked engine and suspension, with extensive brake modifications to cope with the extra power. Lucky owners will also benefit, if they wish, from some luxuries such as remote central locking, electric windows and door mirrors, climate control and a Thatcham Category 1 alarm system.
The UK's newest Supercar will make its first ever appearance at the 2006 MPH show in Birmingham, England on 28 October.
Artega GT (2008)
The idea for developing the Artega GT can be considered the "dream order" for a highly motivated team: to develop an extraordinary sports car with entirely unique special accents quasi as calling card of the internationally successful electronics supplier paragon AG. The Artega concept was to establish a totally new brand, and the team's commission was short and to the point: driven by enthusiasm for sporty cars, demonstrate total competence for automotive development. A mission whose realisation called for what turned out to be four major development focus areas:
Design: extraordinary form language
The renowned designer Henrik Fisker succeeded in creating proportions of 3950 x 1880 x 1180 mm (L,W,H) for the first time in this constellation and consequence, namely: broad, flat, and compact. A powerful and elegant front characterised by flowing lines, a low unique windowed greenhouse of a body in highly individual arched form and a classy curve as transition to the beefy rear end all lend the body its striking personal appearance. The uncramped interior surprises despite the vehicle's extremely compact design. Two adults not only have plenty of room, but there's also space for much more than just the most necessary luggage. Even a child's seat can be integrated if desired.
Design features: agility, driving dynamics and safety
The major development parameters for the vehicle body were lightweight design and rigidity. A generously dimensioned aluminium spaceframe in connection with a body made of carbonfibre reinforced compound materials thus ensures a top power-to-weight ratio. For reasons of efficient space utilisation, ideal weight distribution and the best possible traction, the high-grade drive components of the Volkswagen Group are installed as rear engine traverse to the direction of travel. The 3.6-litre V6 is the ideal drive for a vehicle of this class. Along with the highly praised and well-tried direct-shift gearbox, the engine is mounted in a compact module made of highstrength steel tubes. The backs of the comfortable sports seats fold back to make loading easier. Especially effective crash modules as well as a steel side-collision protection as essential features of the passive safety system protect the passengers with front and side airbags in the case of accident. To ensure a maximum of active safety, the Artega GT design integrates state-of-the-art driver assistance systems, such as ASP (Artega Stability Program) such as the electronic stability program ASP (Artega), ABS and the traction control TC. Just as in other super sports cars, four different drive programs can be selected at the Headunit: Normal (ASP with early intervention, TC on), Sport (ASP with later intervention, TC on), Race (ASP off, TC on) and Off (ASP off, TC off).
Artega GT
Fitness for travel: a "sensible" amount of room despite sports car dimensions
In designing the body and interior of the car, great care was taken to consider the needs and comfort of the occupants. The generous amount of space compared to the extremely compact overall dimensions, numerous convenient interior places to put things and two separate luggage compartments (one behind the seats and the other under the front hood) are exceptional for a car this size. Such storage conditions were made possible by the engine's transverse installation in the rear. Although the Artega GT provides phenomenal handling performance and drive capabilities, the chassis fine-tuning ensures that comfort in no way comes too short. Even long trips will be savoured in happy memory by the driver and passenger - and even if the top cruising range provided by the optional 80-litre tank is fully used.
Operation: paragon makes driving easier, more pleasant, and safer
The competence of the electronic specialists at paragon AG has provided comprehensive innovative systems for operation and driver information. One of the primary concerns of the Artega idea is to prove their benefit in the Artega GT.With innovative sensor buttons and the unique dual-pointer dashboard for road speed and engine speed, paragon offers a novel ambience as a significant, distinctive attribute of the Artega GT.These features are emphasized by a plaque with the inscription "Cockpit systems from paragon" in the interior of the vehicle.
Technical specifications
* Frame: Aluminium spaceframe
* Rear module: tubular space frame made of high-strength steel
* Body: carbon-fibre reinforced compound material
* Dimensions (L x W x H): 3,950 mm x 1,880 mm x 1,180 mm
* Kerb weight: approx. 1100 kg
* Luggage compartment capacity: 300 litres (225 behind the seats, 75 in the front)
* Engine: V6 direct-injection
* Displacement: 3597 ccm
* Transmission: six-speed direct-shift gearbox
* Acceleration 0 - 100 km/h: less than 5 s
* Maximum speed: more than 270 km/h
Design: extraordinary form language
The renowned designer Henrik Fisker succeeded in creating proportions of 3950 x 1880 x 1180 mm (L,W,H) for the first time in this constellation and consequence, namely: broad, flat, and compact. A powerful and elegant front characterised by flowing lines, a low unique windowed greenhouse of a body in highly individual arched form and a classy curve as transition to the beefy rear end all lend the body its striking personal appearance. The uncramped interior surprises despite the vehicle's extremely compact design. Two adults not only have plenty of room, but there's also space for much more than just the most necessary luggage. Even a child's seat can be integrated if desired.
Design features: agility, driving dynamics and safety
The major development parameters for the vehicle body were lightweight design and rigidity. A generously dimensioned aluminium spaceframe in connection with a body made of carbonfibre reinforced compound materials thus ensures a top power-to-weight ratio. For reasons of efficient space utilisation, ideal weight distribution and the best possible traction, the high-grade drive components of the Volkswagen Group are installed as rear engine traverse to the direction of travel. The 3.6-litre V6 is the ideal drive for a vehicle of this class. Along with the highly praised and well-tried direct-shift gearbox, the engine is mounted in a compact module made of highstrength steel tubes. The backs of the comfortable sports seats fold back to make loading easier. Especially effective crash modules as well as a steel side-collision protection as essential features of the passive safety system protect the passengers with front and side airbags in the case of accident. To ensure a maximum of active safety, the Artega GT design integrates state-of-the-art driver assistance systems, such as ASP (Artega Stability Program) such as the electronic stability program ASP (Artega), ABS and the traction control TC. Just as in other super sports cars, four different drive programs can be selected at the Headunit: Normal (ASP with early intervention, TC on), Sport (ASP with later intervention, TC on), Race (ASP off, TC on) and Off (ASP off, TC off).
Artega GT
Fitness for travel: a "sensible" amount of room despite sports car dimensions
In designing the body and interior of the car, great care was taken to consider the needs and comfort of the occupants. The generous amount of space compared to the extremely compact overall dimensions, numerous convenient interior places to put things and two separate luggage compartments (one behind the seats and the other under the front hood) are exceptional for a car this size. Such storage conditions were made possible by the engine's transverse installation in the rear. Although the Artega GT provides phenomenal handling performance and drive capabilities, the chassis fine-tuning ensures that comfort in no way comes too short. Even long trips will be savoured in happy memory by the driver and passenger - and even if the top cruising range provided by the optional 80-litre tank is fully used.
Operation: paragon makes driving easier, more pleasant, and safer
The competence of the electronic specialists at paragon AG has provided comprehensive innovative systems for operation and driver information. One of the primary concerns of the Artega idea is to prove their benefit in the Artega GT.With innovative sensor buttons and the unique dual-pointer dashboard for road speed and engine speed, paragon offers a novel ambience as a significant, distinctive attribute of the Artega GT.These features are emphasized by a plaque with the inscription "Cockpit systems from paragon" in the interior of the vehicle.
Technical specifications
* Frame: Aluminium spaceframe
* Rear module: tubular space frame made of high-strength steel
* Body: carbon-fibre reinforced compound material
* Dimensions (L x W x H): 3,950 mm x 1,880 mm x 1,180 mm
* Kerb weight: approx. 1100 kg
* Luggage compartment capacity: 300 litres (225 behind the seats, 75 in the front)
* Engine: V6 direct-injection
* Displacement: 3597 ccm
* Transmission: six-speed direct-shift gearbox
* Acceleration 0 - 100 km/h: less than 5 s
* Maximum speed: more than 270 km/h
Alpina BMW D3 Bi-Turbo Coupe (2008)
The new Diesel Bi-Turbo continues the Alpina BMW D3 success story begun in 2006 by the popular 200 HP (147 kW) Alpina sport-diesel model, with over 850 units sold since its inception. It is a most passable answer to the low emissions and consumption discussions of current times, and dovetails perfectly with of out-of-hand fuel prices.
The designation "D" unmistakably indicates the diesel powerplants in the Alpina family. "D" especially stands for dynamism. The new D3 Bi-Turbo, celebrating its world debut at the 2008 GENEVA Salon d'Automobile - with 214 HP/211 bhp (157 kW) @ 4,100 rpm - is an exceptionally powerful and unusually high-revving diesel. Lastly, the "D" on the Alpina BMW D3 Bi-Turbo stands for the German "Drehmoment" or torque, which the D3 has in spades. At 450 Nm (332 lbs-ft) of torque from 2,000 to 2,500 rpm, the 2.0-litre, four-cylinder D3 is operating in V8 engine territory, or amongst large-displacement six-cylinder diesel engines. With the purchase of a D3 Bi-Turbo, an Alpina customer owns an engine transmission combination that is a rare and fine delicacy when measured against its diesel competitors.
The elegant manner in which the power is delivered can be further augmented with the optional SWITCH-TRONIC automatic transmission. Developed by ZF and Alpina in partnership, this sport-automatic is operated via three driving modes: D, S and M. Depending on the driver's mood, he or she may let the transmission shift automatically, or shift manually using buttons on the back of the steering wheel. This affords the broadest spectrum of driving fascination.
Alpina BMW D3 Bi-Turbo Coupe
The D3 Diesel Technology
The D3 Bi-Turbo's basis is derived from the BMW 2.0-litre, four-cylinder, turbo-charged diesel engine with a block entirely of aluminium. The highpressure, 2000 bar Bosch-Common Rail system ensures high efficiency by means of utilising Piezo injectors. Two differently-sized exhaust-driven turbo-chargers breathe on the D3 Bi-Turbo. The smaller of the two chargers begins to operate right from tick-over and helps the four-cylinder yield an impressive 400 Nm (295 lbs-ft) of torque at a mere 1,500 rpm. Peak torque of 450 Nm ( 332 lbs-ft) is reached at 2,000 rpm. From about 3,000 rpm onward, the second, larger turbo-charger, is then fully on line and drives the engine to its peak performance of 214 horsepower (211 bhp, 157 kW). Thanks to extensive development work, optimal turbo-charger mapping and the fuel injection system, the new D3 Bi-Turbo allows revs up to 5,200 rpm, where most diesel aggregates today stop at 4,500 rpm. The base engine's configuration, as developed by BMW engineers in Steyr, provides the potential to make the Alpina BMW D3 Bi-Turbo's immensely high specific output of 107 horsepower per litre possible.
The Efficient Transfer of Power
The standard six-speed manual gearbox allows the driver to not only test the 5,200 rpm redline, but also to enjoy the driving experience in a way previously unknown to a diesel. Coupled with carefully-calibrated gear spacing, the broad useable torque curve makes possible an unusually lightfooted form of forward progress, especially on winding country lanes.
At the request of many customers, one can now enjoy the D3 Bi-Turbo with the optional SWITCH-TRONIC. This classic combination of plenty of torque and an automatic transmission, offers the driver a high degree of flexibility.
Using the normal "D" Drive mode, the SWITCH-TRONIC shifts into the next gear most comfortably and almost unnoticed by the driver. "D" mode uses the engine's impressive torque, allowing a driving style that's very economical. In "S" mode, the up-shifts are later in the rev range, and quicker. This provides for the kind of driving characteristics that to date were only to be found in strong petrol engines.
The D3 Bi-Turbo only really becomes the perfect "Sport Diesel" though, when the driver shifts manually using the shift buttons on the back of the steering wheel. Lightning-quick shifts are the order of the day - even the best drivers can't shift any quicker than themselves. This reveals itself in impressive performance numbers for both transmissions The manual D3 Coupé reaches 100 km/h [62 mph] in 6.9 seconds (automatic 7.0 sec), with a top speed of 244 km/h [152 mph].
Especially in light of the current CO2 discourse, the Alpina BMW D3 Bi-Turbo Coupe's fuel economy figures for the EU combined cycle of 5,4 (5,6) l/100 km [52.3 Imp. gal (50.4)] and resultant CO2 emissions of only 143 (148) g/km, reveal Alpina's efforts regarding highest fuel efficiency. In addition, all measures to reduce consumption and CO2 emissions used in the base BMW model were carried over into the D3, such as the automatic Start-Stop function on models with manual transmissions. High-mileage drivers and business users appreciate the resulting range: depending on driving style, up to 1,000 km (600 miles) are the norm.
Alpina Suspension, Tyres & Wheels
The Alpina BMW D3 Bi-Turbo Coupe uses suspension technology quite similar to the Alpina BMW B3 Bi-Turbo, an automobile whose suspension and chassis set-up has received rave reviews from the press. The BMW 3-Series Coupe's high chassis rigidity and five-arm rear suspension provided Alpina great potential for the highest levels of driving dynamics. The strut/spring calibration is fittingly sporty, matching the D3's character. Thanks to the low kerb weight, extraordinarily agile handling has been achieved, exhibiting itself in the form of excellent handling, all the way to the limit.
The standard tyres and weight-optimised 18" Alpina CLASSIC light-alloy wheels can be up-graded with an optional 19" wheel/tyre combination, available in either Alpina CLASSIC or DYNAMIC wheel design. The interplay of 245/40 ZR18 front tyres and 265/40 ZR18 rear tyres, riding on 8x18" front and 9x18" rear wheels, yields outstandingly exact handling. The key is Alpina's choice not to use the heavy Run-Flat tyre technology, for reasons of weight and comfort.
In Conclusion
Alpina typical interior and exterior design cues demonstrate the Alpin BMW D3 Bi-Turbo Coupe's individuality and elegance. Attractive light-alloy wheels, an instrument cluster with blue dials, and a leather sports steering wheel with Alpina emblem and multi-functionality (automatic tranmission) are standard on the D3 Bi-Turbo. The front spoiler minimises lift and underscores the Coupé's aesthetic lines, which can be augmented further with an optional rear spoiler.
Initially offered as a Coupé, the D3 will also be available as a Saloon and Touring in Autumn 2008. With the advent of the new-generation D3, Alpina furthers the previous model's success.
Technical specifications
* 2,0 litre four-cylinder with two turbo-charger
* Horsepower: 214 HP [211 bhp, 157 kW]
* Peak Torque: 450 Nm [332 lbs-ft] @ 2,000-2,500 rpm
* Acceleration: 0-100 km/h in 6.9 seconds
* Top Speed: 244 km/h [152 mph]
* EU-consumption - manual (automatic)
o combined 5.4 (5.6) l/100 km [52.3 (50.4) Imp. mpg]
o extra-urban 4.6 (4.5) l/100 km [61.4 (62.7) mpg]
o urban 6.7 (7.5) l/100 km [42.2 (37.7) mpg]
* CO2 emission: 143 (148) g/km
The designation "D" unmistakably indicates the diesel powerplants in the Alpina family. "D" especially stands for dynamism. The new D3 Bi-Turbo, celebrating its world debut at the 2008 GENEVA Salon d'Automobile - with 214 HP/211 bhp (157 kW) @ 4,100 rpm - is an exceptionally powerful and unusually high-revving diesel. Lastly, the "D" on the Alpina BMW D3 Bi-Turbo stands for the German "Drehmoment" or torque, which the D3 has in spades. At 450 Nm (332 lbs-ft) of torque from 2,000 to 2,500 rpm, the 2.0-litre, four-cylinder D3 is operating in V8 engine territory, or amongst large-displacement six-cylinder diesel engines. With the purchase of a D3 Bi-Turbo, an Alpina customer owns an engine transmission combination that is a rare and fine delicacy when measured against its diesel competitors.
The elegant manner in which the power is delivered can be further augmented with the optional SWITCH-TRONIC automatic transmission. Developed by ZF and Alpina in partnership, this sport-automatic is operated via three driving modes: D, S and M. Depending on the driver's mood, he or she may let the transmission shift automatically, or shift manually using buttons on the back of the steering wheel. This affords the broadest spectrum of driving fascination.
Alpina BMW D3 Bi-Turbo Coupe
The D3 Diesel Technology
The D3 Bi-Turbo's basis is derived from the BMW 2.0-litre, four-cylinder, turbo-charged diesel engine with a block entirely of aluminium. The highpressure, 2000 bar Bosch-Common Rail system ensures high efficiency by means of utilising Piezo injectors. Two differently-sized exhaust-driven turbo-chargers breathe on the D3 Bi-Turbo. The smaller of the two chargers begins to operate right from tick-over and helps the four-cylinder yield an impressive 400 Nm (295 lbs-ft) of torque at a mere 1,500 rpm. Peak torque of 450 Nm ( 332 lbs-ft) is reached at 2,000 rpm. From about 3,000 rpm onward, the second, larger turbo-charger, is then fully on line and drives the engine to its peak performance of 214 horsepower (211 bhp, 157 kW). Thanks to extensive development work, optimal turbo-charger mapping and the fuel injection system, the new D3 Bi-Turbo allows revs up to 5,200 rpm, where most diesel aggregates today stop at 4,500 rpm. The base engine's configuration, as developed by BMW engineers in Steyr, provides the potential to make the Alpina BMW D3 Bi-Turbo's immensely high specific output of 107 horsepower per litre possible.
The Efficient Transfer of Power
The standard six-speed manual gearbox allows the driver to not only test the 5,200 rpm redline, but also to enjoy the driving experience in a way previously unknown to a diesel. Coupled with carefully-calibrated gear spacing, the broad useable torque curve makes possible an unusually lightfooted form of forward progress, especially on winding country lanes.
At the request of many customers, one can now enjoy the D3 Bi-Turbo with the optional SWITCH-TRONIC. This classic combination of plenty of torque and an automatic transmission, offers the driver a high degree of flexibility.
Using the normal "D" Drive mode, the SWITCH-TRONIC shifts into the next gear most comfortably and almost unnoticed by the driver. "D" mode uses the engine's impressive torque, allowing a driving style that's very economical. In "S" mode, the up-shifts are later in the rev range, and quicker. This provides for the kind of driving characteristics that to date were only to be found in strong petrol engines.
The D3 Bi-Turbo only really becomes the perfect "Sport Diesel" though, when the driver shifts manually using the shift buttons on the back of the steering wheel. Lightning-quick shifts are the order of the day - even the best drivers can't shift any quicker than themselves. This reveals itself in impressive performance numbers for both transmissions The manual D3 Coupé reaches 100 km/h [62 mph] in 6.9 seconds (automatic 7.0 sec), with a top speed of 244 km/h [152 mph].
Especially in light of the current CO2 discourse, the Alpina BMW D3 Bi-Turbo Coupe's fuel economy figures for the EU combined cycle of 5,4 (5,6) l/100 km [52.3 Imp. gal (50.4)] and resultant CO2 emissions of only 143 (148) g/km, reveal Alpina's efforts regarding highest fuel efficiency. In addition, all measures to reduce consumption and CO2 emissions used in the base BMW model were carried over into the D3, such as the automatic Start-Stop function on models with manual transmissions. High-mileage drivers and business users appreciate the resulting range: depending on driving style, up to 1,000 km (600 miles) are the norm.
Alpina Suspension, Tyres & Wheels
The Alpina BMW D3 Bi-Turbo Coupe uses suspension technology quite similar to the Alpina BMW B3 Bi-Turbo, an automobile whose suspension and chassis set-up has received rave reviews from the press. The BMW 3-Series Coupe's high chassis rigidity and five-arm rear suspension provided Alpina great potential for the highest levels of driving dynamics. The strut/spring calibration is fittingly sporty, matching the D3's character. Thanks to the low kerb weight, extraordinarily agile handling has been achieved, exhibiting itself in the form of excellent handling, all the way to the limit.
The standard tyres and weight-optimised 18" Alpina CLASSIC light-alloy wheels can be up-graded with an optional 19" wheel/tyre combination, available in either Alpina CLASSIC or DYNAMIC wheel design. The interplay of 245/40 ZR18 front tyres and 265/40 ZR18 rear tyres, riding on 8x18" front and 9x18" rear wheels, yields outstandingly exact handling. The key is Alpina's choice not to use the heavy Run-Flat tyre technology, for reasons of weight and comfort.
In Conclusion
Alpina typical interior and exterior design cues demonstrate the Alpin BMW D3 Bi-Turbo Coupe's individuality and elegance. Attractive light-alloy wheels, an instrument cluster with blue dials, and a leather sports steering wheel with Alpina emblem and multi-functionality (automatic tranmission) are standard on the D3 Bi-Turbo. The front spoiler minimises lift and underscores the Coupé's aesthetic lines, which can be augmented further with an optional rear spoiler.
Initially offered as a Coupé, the D3 will also be available as a Saloon and Touring in Autumn 2008. With the advent of the new-generation D3, Alpina furthers the previous model's success.
Technical specifications
* 2,0 litre four-cylinder with two turbo-charger
* Horsepower: 214 HP [211 bhp, 157 kW]
* Peak Torque: 450 Nm [332 lbs-ft] @ 2,000-2,500 rpm
* Acceleration: 0-100 km/h in 6.9 seconds
* Top Speed: 244 km/h [152 mph]
* EU-consumption - manual (automatic)
o combined 5.4 (5.6) l/100 km [52.3 (50.4) Imp. mpg]
o extra-urban 4.6 (4.5) l/100 km [61.4 (62.7) mpg]
o urban 6.7 (7.5) l/100 km [42.2 (37.7) mpg]
* CO2 emission: 143 (148) g/km
Alpina BMW B3 Bi-Turbo (2007)
In ALPINA's more than 40-year history of manufacturing automobiles, turbo-charged engines have consistently set enduring accents. Launched in 1989, the BMW ALPINA B10 Bi-Turbo is just one example of the cult status some of these automobiles achieved. In fact, ALPINA's turbo-charging history began in 1978, based on the 5 Series and 6 Series of the day (E12 & E28 and E24). The new BMW ALPINA B3 Bi-Turbo continues this tradition for the first time on the basis of the BMW 3 Series with its world premiere at the 2007 Geneva Salon d'Automobile.
The heart of the B3 Bi-Turbo offers 265 kW (360 hp) at 5,500 - 6,000 revolutions per minute, as well as maximum torque of 500 Nm from 3,800 - 5,000 rpm. The B3 Bi-Turbo's engine has a sporty engine's willingness to rev to 7,000 rpm. Equally as present but usually reserved for diesel engines, there is vigorous torque from 1,500 rpm onwards. The result: a powerband broader than ever before experienced, guaranteeing both sporty and bullish driving dynamics.
Technically, this is all made possible due to the exceptional BMW base engine with injectors centrally located over the pistons - the state-of-the-art in direct injection technology. For more than a year, ALPINA engineers researched, developed and tested, both on the engine test bench and on the road. Ever refining the ALPINA engine map to leverage all the advantages offered by modern direct injection, the potential inherent in the BMW foundation was maximised. The use of extremely durable MAHLE pistons allows for a maximum boost of 1.1 bar with a 9.4:1 compression ratio. The result, peak specific values of 89 kW (121 hp) per litre and a maximum average pressure of 21 bar.
Alpina BMW B3 Bi-Turbo
The allure of the new BMW ALPINA B3 Bi-Turbo is found in its V8 like performance, but with the advantages of a much lighter and noticeably thriftier 3.0-litre straight-six, a six with an aluminium block and twin-turbo charging. The smooth-running nature inherent in this engine concept is even more prominent when the engine is charged.
The BMW ALPINA B3 Bi-Turbo embodies pure driving enjoyment - whether cruising along or enjoying all 7,000 revs in each gear. The reason for the spontaneous responsiveness of the B3 Bi-Turbo is the ZF 6-speed sport automatic transmission with its very short shift sequences, which smoothly processes the power through the drivetrain without any uncomfortable interruption of forward momentum. The driver may also choose to shift manually at the wheel using SWITCH-TRONIC, which contributes in no small part to both the awe-inspiring performance numbers and the ability to save fuel in top gear. Frugality and driving excitement are therefore not contradictory in the B3 Bi-Turbo. Driven by high torque means using sixth gear on the Autobahn is more than sufficient in almost all situations.
The engine's kick surprises even those in the know: 0-100 km/h in 4,9 seconds and thrust-like acceleration that keeps pulling all the way up to a top speed of 285 km/h. Indulgence without remorse: in spite of its stellar performance, the new BMW ALPINA B3 Bi-Turbo achieves excellent fuel economy in relation to its competitors. One of the B3 Bi-Turbo's features that literally stands out are the four exhaust tips, with their catalytic converters contributing significantly to the achieving of low Euro4 emissions standards.
The intense driving experience and an immediate bonding with the B3 Bi-Turbo are markedly influenced by fine materials and superior ergonomics. The standard leather interior features comfortably-padded sport seats with excellent lateral support, making long journeys a joy. The ALPINA SWITCH-TRONIC steering wheel falls perfectly to hand and affords a clear view of the typical ALPINA blue instruments with their red pointers. As demanded by any enthusiastic driver, the provision of essential information in the form of the analogue oil temperature gauge located below the rev counter means the B3 Bi-Turbo can be pushed to its limits, once the minimum oil temperature of 50° C has been reached. Next to the analogue speedometer, the B3 Bi-Turbo also provides a digital speed read-out as well as average fuel economy and instantaneous fuel economy figures - thrifty driving also creates driving pleasure.
Immediately noticeable is the B3 Bi-Turbo's light-footed, extremely agile handling. The secret lies in an ideal 50/50 weight balance between front and rear axles in combination with a ALPINA's neutral and supple suspension. Augmenting this agility are light-weight 18" ALPINA CLASSIC wheels shod with conventional MICHELIN tyres, 225/40 ZR18 front and 255/35 ZR18 rear, with a conscious choice having been made not to use heavy Run-Flat tyres. 19" wheels offer an even higher level of potential lateral acceleration - in either DYNAMIC or CLASSIC design.
ALPINA's newest creation reduces aerodynamic lift, especially approaching top speed. The greatest contributors are the optimised front and rear aerodynamics, helping guarantee true driving safety, not just creating a feeling of safety.
In quite exclusive fashion, we'll complete but a few hundred B3 Bi-Turbos in Buchloe per annum for automotive connoisseurs. As tradition holds, each automobile will be fitted with an ALPINA plaque identifying its unique production number.
The new BMW ALPINA B3 Bi-Turbo - revel in its unique driving experience infused with impressive grace, power and thrift.
The heart of the B3 Bi-Turbo offers 265 kW (360 hp) at 5,500 - 6,000 revolutions per minute, as well as maximum torque of 500 Nm from 3,800 - 5,000 rpm. The B3 Bi-Turbo's engine has a sporty engine's willingness to rev to 7,000 rpm. Equally as present but usually reserved for diesel engines, there is vigorous torque from 1,500 rpm onwards. The result: a powerband broader than ever before experienced, guaranteeing both sporty and bullish driving dynamics.
Technically, this is all made possible due to the exceptional BMW base engine with injectors centrally located over the pistons - the state-of-the-art in direct injection technology. For more than a year, ALPINA engineers researched, developed and tested, both on the engine test bench and on the road. Ever refining the ALPINA engine map to leverage all the advantages offered by modern direct injection, the potential inherent in the BMW foundation was maximised. The use of extremely durable MAHLE pistons allows for a maximum boost of 1.1 bar with a 9.4:1 compression ratio. The result, peak specific values of 89 kW (121 hp) per litre and a maximum average pressure of 21 bar.
Alpina BMW B3 Bi-Turbo
The allure of the new BMW ALPINA B3 Bi-Turbo is found in its V8 like performance, but with the advantages of a much lighter and noticeably thriftier 3.0-litre straight-six, a six with an aluminium block and twin-turbo charging. The smooth-running nature inherent in this engine concept is even more prominent when the engine is charged.
The BMW ALPINA B3 Bi-Turbo embodies pure driving enjoyment - whether cruising along or enjoying all 7,000 revs in each gear. The reason for the spontaneous responsiveness of the B3 Bi-Turbo is the ZF 6-speed sport automatic transmission with its very short shift sequences, which smoothly processes the power through the drivetrain without any uncomfortable interruption of forward momentum. The driver may also choose to shift manually at the wheel using SWITCH-TRONIC, which contributes in no small part to both the awe-inspiring performance numbers and the ability to save fuel in top gear. Frugality and driving excitement are therefore not contradictory in the B3 Bi-Turbo. Driven by high torque means using sixth gear on the Autobahn is more than sufficient in almost all situations.
The engine's kick surprises even those in the know: 0-100 km/h in 4,9 seconds and thrust-like acceleration that keeps pulling all the way up to a top speed of 285 km/h. Indulgence without remorse: in spite of its stellar performance, the new BMW ALPINA B3 Bi-Turbo achieves excellent fuel economy in relation to its competitors. One of the B3 Bi-Turbo's features that literally stands out are the four exhaust tips, with their catalytic converters contributing significantly to the achieving of low Euro4 emissions standards.
The intense driving experience and an immediate bonding with the B3 Bi-Turbo are markedly influenced by fine materials and superior ergonomics. The standard leather interior features comfortably-padded sport seats with excellent lateral support, making long journeys a joy. The ALPINA SWITCH-TRONIC steering wheel falls perfectly to hand and affords a clear view of the typical ALPINA blue instruments with their red pointers. As demanded by any enthusiastic driver, the provision of essential information in the form of the analogue oil temperature gauge located below the rev counter means the B3 Bi-Turbo can be pushed to its limits, once the minimum oil temperature of 50° C has been reached. Next to the analogue speedometer, the B3 Bi-Turbo also provides a digital speed read-out as well as average fuel economy and instantaneous fuel economy figures - thrifty driving also creates driving pleasure.
Immediately noticeable is the B3 Bi-Turbo's light-footed, extremely agile handling. The secret lies in an ideal 50/50 weight balance between front and rear axles in combination with a ALPINA's neutral and supple suspension. Augmenting this agility are light-weight 18" ALPINA CLASSIC wheels shod with conventional MICHELIN tyres, 225/40 ZR18 front and 255/35 ZR18 rear, with a conscious choice having been made not to use heavy Run-Flat tyres. 19" wheels offer an even higher level of potential lateral acceleration - in either DYNAMIC or CLASSIC design.
ALPINA's newest creation reduces aerodynamic lift, especially approaching top speed. The greatest contributors are the optimised front and rear aerodynamics, helping guarantee true driving safety, not just creating a feeling of safety.
In quite exclusive fashion, we'll complete but a few hundred B3 Bi-Turbos in Buchloe per annum for automotive connoisseurs. As tradition holds, each automobile will be fitted with an ALPINA plaque identifying its unique production number.
The new BMW ALPINA B3 Bi-Turbo - revel in its unique driving experience infused with impressive grace, power and thrift.
Alpina BMW D3 (2006)
"It has phenomenal pull," was the first impression that Andreas Bovensiepen had of the BMW 320d race-diesel that he raced along with Hans Stuck, Marc Duez and Christian Menzel. Together they took the overall win in none other than the 1998 24 Hours of Nurburgring, the track whose North Loop was and is referred to as the "Green Hell". This remains the biggest racing victory for a diesel-fired vehicle to date, with thanks going to an intelligent package made up of high torque, high fuel economy and finely-honed aerodynamics
An automobile from ALPINA - and cognoscenti know it - is always something special. Packaging is the magic word - to present a car that the informed, sporty and quite emotional ALPINA clientele will appreciate
At the heart of the matter is the 2.0litre diesel, endowed with so much potential by the BMW engineers in Steyr that it achieves just over 100 horsepower per litre in the BMW ALPINA D3. This would be a great result for a high-performance petrol engine, and it's a sensation coming from a diesel. Garrett, of turbo-charger fame, are able to deliver a new charger that simultaneously achieves high levels of air mass through-put with outstanding responsiveness. ALPINA engineers performed intensive development work on the injection system, burn pattern, inter-cooling and exhaust gas emissions (particle filter). The result: 200hp (147kW) at 4,000rpm
What makes this automobile special? First off - it works brilliantly in times of out-of-hand fuel prices. Torque: at 410Nm/302lbs-ft much like a V8 engine. Performance: 0-100kph in 7.4 seconds, with a top speed of 238kph, much like a six-cylinder. Fuel economy: at 6-7 litres per 100km, more like a small commuter car. A truly dynamic automobile that doesn't first create false hopes by shooting away from rest at low revs, only to peter out at higher revs. Instead, the 2.0litre loves to rev, in the hopes that its owner will co-operate fully and happily with both it and the buttery-smooth-shifting 6-speed ZF manual gearbox
Alpina BMW D3
When served in this manner - thanks to the enervating drivetrain - an unsuspected level of driving pleasure reveals itself from the first kilometre on. Precise, direct steering allow driver and automobile to bond, rhythmically swinging from one corner to the next. Upon reaching 100kph on the autobahn, all that needs be done is to select sixth gear, and the driver surfs on a 410Nm wave of torque, constant from 2,000rpm to 3,300rpm. It feels relaxed, even easy, and one has the sense that it's really a muscle car. Far from it, as the distance-to-empty gauge smirkingly tells the story of 800 - 1,000km to go. Heavy mileage drivers know they'll have the upper hand against every sports car
ALPINA doesn't just stand for fun, but also for a clear conscience - which brings us to the topic of particulates. We assure you that you'll still be able to go shopping into the city with each and every new D3, as the D3 has a diesel particulate filter standard. That said, not even Germany's Energy Minister, Juergen Trittin, can say anything bad about this sporty car
Light-footed, exceptionally agile handling is immediately noticeable, with an agility not previously found in diesel vehicles. The secret is the ideal, 50%/50% front/rear weight bias, along with a suspension committed to soaking up bumps and providing Swiss levels of neutrality at the limit. The light, MICHELIN-shod 18" ALPINA CLASSIC wheels demand this agility, with of 225/40 ZR18 dimension front and 255/35 ZR18 rear. In configuring state-of-the-art MICHELIN tyres, we purposely chose conventional tyres over the much heavier Run-Flats. Optional 19" wheel/tyre packages, in CLASSIC or DYNAMIC design, provide the highest levels of lateral acceleration
Quite dynamic and yet elegant in appearance is ALPINA's little one, the D3, with a nod to the wind-tunnel-optimised aerodynamic work done at the front and the rear.
The best for last: the BMW ALPINA D3 has a highly attractive base price, a down-right steal, and thereby effectively removing price as a hurdle for clients new to ALPINA
An automobile from ALPINA - and cognoscenti know it - is always something special. Packaging is the magic word - to present a car that the informed, sporty and quite emotional ALPINA clientele will appreciate
At the heart of the matter is the 2.0litre diesel, endowed with so much potential by the BMW engineers in Steyr that it achieves just over 100 horsepower per litre in the BMW ALPINA D3. This would be a great result for a high-performance petrol engine, and it's a sensation coming from a diesel. Garrett, of turbo-charger fame, are able to deliver a new charger that simultaneously achieves high levels of air mass through-put with outstanding responsiveness. ALPINA engineers performed intensive development work on the injection system, burn pattern, inter-cooling and exhaust gas emissions (particle filter). The result: 200hp (147kW) at 4,000rpm
What makes this automobile special? First off - it works brilliantly in times of out-of-hand fuel prices. Torque: at 410Nm/302lbs-ft much like a V8 engine. Performance: 0-100kph in 7.4 seconds, with a top speed of 238kph, much like a six-cylinder. Fuel economy: at 6-7 litres per 100km, more like a small commuter car. A truly dynamic automobile that doesn't first create false hopes by shooting away from rest at low revs, only to peter out at higher revs. Instead, the 2.0litre loves to rev, in the hopes that its owner will co-operate fully and happily with both it and the buttery-smooth-shifting 6-speed ZF manual gearbox
Alpina BMW D3
When served in this manner - thanks to the enervating drivetrain - an unsuspected level of driving pleasure reveals itself from the first kilometre on. Precise, direct steering allow driver and automobile to bond, rhythmically swinging from one corner to the next. Upon reaching 100kph on the autobahn, all that needs be done is to select sixth gear, and the driver surfs on a 410Nm wave of torque, constant from 2,000rpm to 3,300rpm. It feels relaxed, even easy, and one has the sense that it's really a muscle car. Far from it, as the distance-to-empty gauge smirkingly tells the story of 800 - 1,000km to go. Heavy mileage drivers know they'll have the upper hand against every sports car
ALPINA doesn't just stand for fun, but also for a clear conscience - which brings us to the topic of particulates. We assure you that you'll still be able to go shopping into the city with each and every new D3, as the D3 has a diesel particulate filter standard. That said, not even Germany's Energy Minister, Juergen Trittin, can say anything bad about this sporty car
Light-footed, exceptionally agile handling is immediately noticeable, with an agility not previously found in diesel vehicles. The secret is the ideal, 50%/50% front/rear weight bias, along with a suspension committed to soaking up bumps and providing Swiss levels of neutrality at the limit. The light, MICHELIN-shod 18" ALPINA CLASSIC wheels demand this agility, with of 225/40 ZR18 dimension front and 255/35 ZR18 rear. In configuring state-of-the-art MICHELIN tyres, we purposely chose conventional tyres over the much heavier Run-Flats. Optional 19" wheel/tyre packages, in CLASSIC or DYNAMIC design, provide the highest levels of lateral acceleration
Quite dynamic and yet elegant in appearance is ALPINA's little one, the D3, with a nod to the wind-tunnel-optimised aerodynamic work done at the front and the rear.
The best for last: the BMW ALPINA D3 has a highly attractive base price, a down-right steal, and thereby effectively removing price as a hurdle for clients new to ALPINA
Alpina BMW B7 (2006)
The BMW 760i - with its 12 cylinders - is unquestionably one of the finest and most comfortable saloons in the luxury segment
There is, however, a small circle of enthusiasts, people who enjoy getting behind the wheel themselves, who yearn for the sportiness provided in a smaller car, but don't want to miss out on an automobile in this class. To achieve optimum agility and handling, ALPINA made a point of basing the B7 on the BMW 7 Series with V8 engine. The V8 offers the best jumping-off point in terms of dynamism, with an ideal 50/50 weight balance, also weighing around 150 kg less than the comparable V12 model
The B7 designation carries with it a long tradition, and has stood for charged engines at ALPINA since the late 1970s. The heart of the B7 is a 4.4 litre V8 engine that is charged through the use of a radial (Nautilus-type) compressor. The combination of Valvetronic and charging represents a premiere. Through the use of Valvetronic's complete functionality, the charge is controlled by varying the valve opening depth and the boost pressure. This frees up the engine breathing and provides better fuel economy at partial engine loads. The radial compressor is driven by a dedicated poly-V-belt, separate from the serpentine belts running the other aggregates. At low rpm, a clutch de-couples the compressor from its drive-belt. The compressed air charge reaches the engine via an air-to-air intercooler. The EMITEC metallic catalytic converters are mounted quite close to the engine. In combination with secondary air induction, the EU4 standard is achieved
Alpina BMW B7
This charging helps the ALPINA engine generate impressive performance figures: 368 kW (500 bhp) at 5.500 rpm, with a maximum torque of 700 Nm at 4.250 rpm. The result is excellent performance coupled with a saloon's unique comfort. The feeling of jet-engine acceleration reaches heights of around 300 kph, with 100 kph flashing by in 4.9 seconds
The silhouette of the B7 is markedly more dynamic and graceful through the 21" ALPINA wheels and the rising wedge shape at the rear of the automobile, finishing harmoniously in a rear deck spoiler. With the help of the newly re-shaped ALPINA front valance and spoiler, the B7 achieves a coefficient of drag of only 0.31 in the BMW wind tunnel, helping to ensure stability at the highest speeds
This sporty elegance carries through to the interior. Directly in the driver's field of vision are large circular instruments finished in traditional ALPINA blue with red pointers. A warm ambience is communicated by the top-quality ALPINA luxury wood 'myrtle' in combination with the finest leather. The B7 may be precisely guided using the new ALPINA three-spoke sport steering wheel (385 mm diameter) finished in attractive-to-the-touch LAVALINA leather. SWITCH-TRONIC shift buttons are ergonomically integrated on the reverse side of the steering wheel
An agile-shifting ZF 6-speed automatic augments the B7's already sporty nature. In Drive, it provides the ability to glide along comfortably and effortlessly. In SWITCH-TRONIC, sporty driving is right at one's fingertips, especially when shifting manually using the buttons at the wheel, much like in Formula 1
The precise steering of the lowered B7, and its neutral handling, allow one to forget the size of this automobile. A large, dynamic saloon, it offers supreme driving pleasure on twisty secondary roads due to its light-footed nature, as well as superior power for the autobahn. The wheel and tyre combination delivers excellent road-holding, with MICHELIN Pilot tyres (245/35 ZR21 front and 285/30 ZR21 rear). And in combination with generously-dimensioned brakes (374 mm front and 370 mm rear), phenomenal braking capability
As with every BMW ALPINA, there's an exclusive, sequentially-numbered production plaque
There is, however, a small circle of enthusiasts, people who enjoy getting behind the wheel themselves, who yearn for the sportiness provided in a smaller car, but don't want to miss out on an automobile in this class. To achieve optimum agility and handling, ALPINA made a point of basing the B7 on the BMW 7 Series with V8 engine. The V8 offers the best jumping-off point in terms of dynamism, with an ideal 50/50 weight balance, also weighing around 150 kg less than the comparable V12 model
The B7 designation carries with it a long tradition, and has stood for charged engines at ALPINA since the late 1970s. The heart of the B7 is a 4.4 litre V8 engine that is charged through the use of a radial (Nautilus-type) compressor. The combination of Valvetronic and charging represents a premiere. Through the use of Valvetronic's complete functionality, the charge is controlled by varying the valve opening depth and the boost pressure. This frees up the engine breathing and provides better fuel economy at partial engine loads. The radial compressor is driven by a dedicated poly-V-belt, separate from the serpentine belts running the other aggregates. At low rpm, a clutch de-couples the compressor from its drive-belt. The compressed air charge reaches the engine via an air-to-air intercooler. The EMITEC metallic catalytic converters are mounted quite close to the engine. In combination with secondary air induction, the EU4 standard is achieved
Alpina BMW B7
This charging helps the ALPINA engine generate impressive performance figures: 368 kW (500 bhp) at 5.500 rpm, with a maximum torque of 700 Nm at 4.250 rpm. The result is excellent performance coupled with a saloon's unique comfort. The feeling of jet-engine acceleration reaches heights of around 300 kph, with 100 kph flashing by in 4.9 seconds
The silhouette of the B7 is markedly more dynamic and graceful through the 21" ALPINA wheels and the rising wedge shape at the rear of the automobile, finishing harmoniously in a rear deck spoiler. With the help of the newly re-shaped ALPINA front valance and spoiler, the B7 achieves a coefficient of drag of only 0.31 in the BMW wind tunnel, helping to ensure stability at the highest speeds
This sporty elegance carries through to the interior. Directly in the driver's field of vision are large circular instruments finished in traditional ALPINA blue with red pointers. A warm ambience is communicated by the top-quality ALPINA luxury wood 'myrtle' in combination with the finest leather. The B7 may be precisely guided using the new ALPINA three-spoke sport steering wheel (385 mm diameter) finished in attractive-to-the-touch LAVALINA leather. SWITCH-TRONIC shift buttons are ergonomically integrated on the reverse side of the steering wheel
An agile-shifting ZF 6-speed automatic augments the B7's already sporty nature. In Drive, it provides the ability to glide along comfortably and effortlessly. In SWITCH-TRONIC, sporty driving is right at one's fingertips, especially when shifting manually using the buttons at the wheel, much like in Formula 1
The precise steering of the lowered B7, and its neutral handling, allow one to forget the size of this automobile. A large, dynamic saloon, it offers supreme driving pleasure on twisty secondary roads due to its light-footed nature, as well as superior power for the autobahn. The wheel and tyre combination delivers excellent road-holding, with MICHELIN Pilot tyres (245/35 ZR21 front and 285/30 ZR21 rear). And in combination with generously-dimensioned brakes (374 mm front and 370 mm rear), phenomenal braking capability
As with every BMW ALPINA, there's an exclusive, sequentially-numbered production plaque
Alpina BMW B6 Cabrio (2006)
Luxurious performance cabriolets are no longer simply the domain of bespoke British and Italian handiwork. ALPINA present the B6 Cabrio - a viable alternative -combining performance and luxury with a high degree of everyday usability500 horsepower, 700 Nm - absurd in an open-topped sports car? Far from it. The V8's beguiling sound and opulent torque entice the driver to glide along in a relaxed fashion, any and all red-line orgies far afield, much like cruising on a Harley Davidson. This provides the time to drink in the top-down melànge of breezes, scents and sounds. Leather, wood and matchless ergonomics caress the inhabitants, immediately creating a sense of comfort and well-being
The acceleration suggests a super-sports car: 100 kph from a standing start is reached in 4.9 seconds, with speeds in excess of 300kph less than a minute away - the only short interruptions undertaken by the 6-speed ZF automatic's smooth upshifts. This noble Gran Tourismo is just as good at communicating the sound of its sonorous V8 directly into the cockpit, whether top down, or with just the rear windscreen lowered
Driving a BMW ALPINA is an adventure in intense comfort, yet we don't define comfort as the absence of any feedback through the chassis, as many would have it. Comfort defines itself to us in a completely different manner. The steering needs to be exact, but light on its feet at the same time. The seats need to be firm, with good lateral support. Dampers and springs must nip languid suspension swells in the bud. The tyres will accept great cornering, braking and acceleration forces, without sidewalls that are too stiff and without being too heavy in general. For these reasons, we at ALPINA simply don't like Run-Flat tyres
The staggered tyres, as always from MICHELIN, are generously dimensioned: 255/35 ZR20 front and 285/30 ZR20 rear, and mounted on large 20" ALPINA DYNAMIC wheels. In spite of the low aspect ratios, a special tyre configuration makes them capable of high levels of comfort, this coupled with handling that turns every long drive into a joy ride. For those who are lovers of the 20-spoke design on ALPINA's CLASSIC wheel, there is the optional 19" wheel and tyre package
Light retouching of the Cabrio's front and rear lend a sense of sophistication. Harmoniously integrated into the rear diffuser, the four exhaust pipes are at once elegant and powerful.
We're sure that we've assembled everything in an orderly fashion on the BMW ALPINA B6, with "everything" really defined as driving pleasure - and those who enjoy themselves live happily, no?
A bit of patience is in order, those who order now can chase the sun early next Summer
The acceleration suggests a super-sports car: 100 kph from a standing start is reached in 4.9 seconds, with speeds in excess of 300kph less than a minute away - the only short interruptions undertaken by the 6-speed ZF automatic's smooth upshifts. This noble Gran Tourismo is just as good at communicating the sound of its sonorous V8 directly into the cockpit, whether top down, or with just the rear windscreen lowered
Driving a BMW ALPINA is an adventure in intense comfort, yet we don't define comfort as the absence of any feedback through the chassis, as many would have it. Comfort defines itself to us in a completely different manner. The steering needs to be exact, but light on its feet at the same time. The seats need to be firm, with good lateral support. Dampers and springs must nip languid suspension swells in the bud. The tyres will accept great cornering, braking and acceleration forces, without sidewalls that are too stiff and without being too heavy in general. For these reasons, we at ALPINA simply don't like Run-Flat tyres
The staggered tyres, as always from MICHELIN, are generously dimensioned: 255/35 ZR20 front and 285/30 ZR20 rear, and mounted on large 20" ALPINA DYNAMIC wheels. In spite of the low aspect ratios, a special tyre configuration makes them capable of high levels of comfort, this coupled with handling that turns every long drive into a joy ride. For those who are lovers of the 20-spoke design on ALPINA's CLASSIC wheel, there is the optional 19" wheel and tyre package
Light retouching of the Cabrio's front and rear lend a sense of sophistication. Harmoniously integrated into the rear diffuser, the four exhaust pipes are at once elegant and powerful.
We're sure that we've assembled everything in an orderly fashion on the BMW ALPINA B6, with "everything" really defined as driving pleasure - and those who enjoy themselves live happily, no?
A bit of patience is in order, those who order now can chase the sun early next Summer
Alpina BMW B5 (2006)
ALPINA presented the BMW ALPINA B5 at the Geneva Salon in march 2005, an automobile with 500 horsepower, maximum torque of 700 Newton metres and a top speed of 314km/h - the fastest production saloon in the world. Yet power isn't the sole defining characteristic of even this BMW ALPINA, an automobile which enriches Buchloe's gourmet offering in both Touring and Saloon form
In the end, the key isn't absolute horsepower, but the manner in which this performance unfolds. In this point, the youngest member of the ALPINA family takes a position at the head of the class - just as its predecessors in ALPINA history. The legendary B10 Bi-Turbo, for example, is a car that enjoys cult status today
In principle, the B5 uses the same powerplant found in the familiar BMW ALPINA B7, with its eight cylinders and 4.4 litre displacement. The engine's forced induction differs from conventional solutions: it is neither turbo, nor of the type of super-chargers that drain a great deal of power from an engine, especially at higher rpm
A radial or "Nautilus-type" compressor delivers the ALPINA V8's boost pressure: one might see it as a combination of super-charger and turbo-charger. It isn't propelled by exhaust gases, as a turbo would be, but rather belt-driven from the crankshaft. The inner workings of the radial compressor compare to the intake side of a turbo: a small turbine generates up to 0.8 atmospheres of boost to the cylinders. Before reaching the engine, the air passes through a generously-dimensioned inter-cooler, capable of sinking intake air temperature up to 70°C
Alpina BMW B5
The advantages of this innovative technical solution? The radial compressor never stops spinning, with no time lag when power is demanded. Under the types of low to partial loads found in everyday driving, the engine operates as if it were normally aspirated, using the full functionality of Valvetronic (variable valve lift). This is the deciding factor in creating advantageous fuel economy. The compressor is controlled through the use of an "upstream" throttle plate in the intake system - a development unique to ALPINA, and one that makes the charging of the Valvetronic V8, without the use of a common throttle body, even possible
When looking at the horsepower curve, it's clear what one may expect from this engine-bay-filling, complex technology. At a modest 2,500rpm one has 200 horsepower with which to play. At 5,500 rpm the maximum 500 horsepower are reached, but the fun doesn't stop there: the engine maintains 500 horsepower up to maximum revs of 6,000rpm. A very wide power band, therefore, across which the B5 provides immediate, optimum power
The torque curve is even more impressive. The curve takes on the form of a massive table mountain. At a mere 1,000rpm, just above idle, the V8 puts out 300 Newton metres of torque. Between 4,250rpm and 5,250, there's a constant 700 Newton metres of twist on tap
The engine characteristics, as evidenced by the above numbers, are those a of far larger, naturally-aspirated engine. The B5's powerplant distinguishes itself by instantaneous reactions to throttle inputs, care-free revving up to maximum revs, and a nearly inexhaustible supply of acceleration across the rev range. At fullsong, the BMW ALPINA B5 needs but 4.7 seconds to reach 100km/h (Touring: 4.8 seconds), placing it in the fine company of the world's most renownedsports cars
Taking advantage of the enormous power requires no high driving art. Stepping on the pedal is enough, as the BMW ALPINA B5 possesses a ZF six-speed automatic transmission with torque converter, known for its especially smooth shifts and quick response
The driver may operate the transmission in Drive mode, letting the automatic do the shifting, or may manually select the gear desired. ALPINA developed SWITCH-TRONIC many years ago for just this purpose. Two buttons on the back side of the steering wheel make removing one's hands from the wheel when shifting redundant. The right button shifts up, the left button down - enriching the driving experience, and difficult to describe in words
While manual mode is ideal for driving assertively through a series of bends, or on winding roads, it can also help conserve fuel. One may simply command the transmission to remain in gears higher than what the electronic transmission control would select at a given speed. The result: extremely low revs, lower fuel consumption - and even when driving in a such a gentle manner, no one will ever need complain about a lack of torque
When reviewing deceleration times from 200km/h, the B5's documents its braking capability in imposing manner: less than 5.5 seconds to a full stop. Drawing upon the B7's braking system, special attention is again placed on comfort under braking. For this reason, the brake discs of 374/36mm front and 370/24mm rear dimension are not cross-drilled. Wet braking performance is enhanced in spite of this by the use of a so-called "brake-drying" function. From time to time, without the driver ever feeling it, the brake pads are automatically and lightly dragged across the rotors, removing any layer of water - and this only when the wipers are active. Along with TEVES' two-piston, floating brake callipers, extremely strong deceleration and the best possible reliability are guaranteed
In the wind tunnel, extensive aerodynamic development, testing and attention to detail are the prerequisites for an automobile's safe driving characteristics - even at speeds exceeding 300km/h. The results are convincing: front and rear lift values are minimal, thanks to the ALPINA aerodynamics package. And despite the sizeable wheel/tyre combination, an exceptional 0.29 coefficient of drag has been achieved
By coupling the B5's extremely powerful engine with the comfort of an automatic, ALPINA place the Saloon and Touring in a unique position in the high-performance segment. This superior performance brilliantly complements a suspension that is itself an amalgam of sporty handling precision and comfort that is anything but matter-of-fact in high-performance automobiles. The inter-play of struts and springs, together with the MICHELIN Pilot Sport 2 tyres (front, 245/40 ZR 19; rear 275/35 ZR 19), communicate a distinct sense of safety to the driver at every speed, all while simultaneously fulfilling the comfort demands placed on today's luxury automobile. All very much in the tradition of the house of ALPINA - a concept honed to perfection through attention to detail
This is also true of the extensive standard equipment, with only a few additional-cost extras. Traditional ALPINA high-quality wood and hand-stitched leather interiors, in typical ALPINA Identity, communicate a warm ambience
The BMW ALPINA B5 is a synthesis of uppermost performance and cultured driving behaviour
In the end, the key isn't absolute horsepower, but the manner in which this performance unfolds. In this point, the youngest member of the ALPINA family takes a position at the head of the class - just as its predecessors in ALPINA history. The legendary B10 Bi-Turbo, for example, is a car that enjoys cult status today
In principle, the B5 uses the same powerplant found in the familiar BMW ALPINA B7, with its eight cylinders and 4.4 litre displacement. The engine's forced induction differs from conventional solutions: it is neither turbo, nor of the type of super-chargers that drain a great deal of power from an engine, especially at higher rpm
A radial or "Nautilus-type" compressor delivers the ALPINA V8's boost pressure: one might see it as a combination of super-charger and turbo-charger. It isn't propelled by exhaust gases, as a turbo would be, but rather belt-driven from the crankshaft. The inner workings of the radial compressor compare to the intake side of a turbo: a small turbine generates up to 0.8 atmospheres of boost to the cylinders. Before reaching the engine, the air passes through a generously-dimensioned inter-cooler, capable of sinking intake air temperature up to 70°C
Alpina BMW B5
The advantages of this innovative technical solution? The radial compressor never stops spinning, with no time lag when power is demanded. Under the types of low to partial loads found in everyday driving, the engine operates as if it were normally aspirated, using the full functionality of Valvetronic (variable valve lift). This is the deciding factor in creating advantageous fuel economy. The compressor is controlled through the use of an "upstream" throttle plate in the intake system - a development unique to ALPINA, and one that makes the charging of the Valvetronic V8, without the use of a common throttle body, even possible
When looking at the horsepower curve, it's clear what one may expect from this engine-bay-filling, complex technology. At a modest 2,500rpm one has 200 horsepower with which to play. At 5,500 rpm the maximum 500 horsepower are reached, but the fun doesn't stop there: the engine maintains 500 horsepower up to maximum revs of 6,000rpm. A very wide power band, therefore, across which the B5 provides immediate, optimum power
The torque curve is even more impressive. The curve takes on the form of a massive table mountain. At a mere 1,000rpm, just above idle, the V8 puts out 300 Newton metres of torque. Between 4,250rpm and 5,250, there's a constant 700 Newton metres of twist on tap
The engine characteristics, as evidenced by the above numbers, are those a of far larger, naturally-aspirated engine. The B5's powerplant distinguishes itself by instantaneous reactions to throttle inputs, care-free revving up to maximum revs, and a nearly inexhaustible supply of acceleration across the rev range. At fullsong, the BMW ALPINA B5 needs but 4.7 seconds to reach 100km/h (Touring: 4.8 seconds), placing it in the fine company of the world's most renownedsports cars
Taking advantage of the enormous power requires no high driving art. Stepping on the pedal is enough, as the BMW ALPINA B5 possesses a ZF six-speed automatic transmission with torque converter, known for its especially smooth shifts and quick response
The driver may operate the transmission in Drive mode, letting the automatic do the shifting, or may manually select the gear desired. ALPINA developed SWITCH-TRONIC many years ago for just this purpose. Two buttons on the back side of the steering wheel make removing one's hands from the wheel when shifting redundant. The right button shifts up, the left button down - enriching the driving experience, and difficult to describe in words
While manual mode is ideal for driving assertively through a series of bends, or on winding roads, it can also help conserve fuel. One may simply command the transmission to remain in gears higher than what the electronic transmission control would select at a given speed. The result: extremely low revs, lower fuel consumption - and even when driving in a such a gentle manner, no one will ever need complain about a lack of torque
When reviewing deceleration times from 200km/h, the B5's documents its braking capability in imposing manner: less than 5.5 seconds to a full stop. Drawing upon the B7's braking system, special attention is again placed on comfort under braking. For this reason, the brake discs of 374/36mm front and 370/24mm rear dimension are not cross-drilled. Wet braking performance is enhanced in spite of this by the use of a so-called "brake-drying" function. From time to time, without the driver ever feeling it, the brake pads are automatically and lightly dragged across the rotors, removing any layer of water - and this only when the wipers are active. Along with TEVES' two-piston, floating brake callipers, extremely strong deceleration and the best possible reliability are guaranteed
In the wind tunnel, extensive aerodynamic development, testing and attention to detail are the prerequisites for an automobile's safe driving characteristics - even at speeds exceeding 300km/h. The results are convincing: front and rear lift values are minimal, thanks to the ALPINA aerodynamics package. And despite the sizeable wheel/tyre combination, an exceptional 0.29 coefficient of drag has been achieved
By coupling the B5's extremely powerful engine with the comfort of an automatic, ALPINA place the Saloon and Touring in a unique position in the high-performance segment. This superior performance brilliantly complements a suspension that is itself an amalgam of sporty handling precision and comfort that is anything but matter-of-fact in high-performance automobiles. The inter-play of struts and springs, together with the MICHELIN Pilot Sport 2 tyres (front, 245/40 ZR 19; rear 275/35 ZR 19), communicate a distinct sense of safety to the driver at every speed, all while simultaneously fulfilling the comfort demands placed on today's luxury automobile. All very much in the tradition of the house of ALPINA - a concept honed to perfection through attention to detail
This is also true of the extensive standard equipment, with only a few additional-cost extras. Traditional ALPINA high-quality wood and hand-stitched leather interiors, in typical ALPINA Identity, communicate a warm ambience
The BMW ALPINA B5 is a synthesis of uppermost performance and cultured driving behaviour
Alfa Romeo Giulietta (2011)
The new Alfa Romeo Giulietta will be presented to the world at the 2010 Geneva Car Show. Sales of the new model will start in spring and be gradually extended to all the major markets. The Alfa Romeo Giulietta is expected to give new impetus to the brand in one of Europe's most important segments.
In the Centenary year, the name is a tribute to an automobile myth and Alfa Romeo. The Giulietta is a car that, in the fifties, caught the imagination of generations of car enthusiasts, making the dream of owning an Alfa Romeo and enjoying the high level of comfort and technical excellence accessible for the first time.
The Alfa Romeo Style Centre has produced a new Alfa Romeo Giulietta, a sports car capable of expressing both great agility on the most demanding routes and providing comfort on everyday roads.
A new architecture for enhancing road hold and agility in total comfort and safety
Meet the new Alfa Romeo, a compact created to appeal to customers who seek top dynamic performance and those who are looking for a distinctive style and a high level of comfort.
The Alfa Romeo Giulietta has brand-new architecture, designed to meet the expectations of the most demanding customers in terms of road holding, agility and safety. Its excellent dynamic performance and great comfort are the result of refined technical solutions implemented in the suspensions, a next-generation steering system, a rigid yet light structure made of aluminium and high-strength steel, and state-of-the-art manufacturing technologies.
Alfa Romeo Giulietta
Alfa DNA, a device which customises behaviour of the car according to different driving styles and road conditions, can adapt the new Alfa Romeo to the needs of each individual driver to enhance driving pleasure and comfort. The new architecture of the Alfa Romeo Giulietta was designed to integrate and enhance all onboard systems. Three set-ups (Dynamic, Normal and All Weather) are available and can be selected using the Alfa DNA. This device - standard across the entire range of the new model - modifies the operating parameters of the engine, of the steering system, and of the Q2 electronic differential, in addition to fine-tuning the stability control system (VDC) behavioural logics.
Italian style sportiness and comfort
Combining sportiness and elegance, the Alfa Giulietta is the result of Alfa Romeo's new direction in style and technology - an approach that started with the Alfa Romeo 8C Competizione supercar and which recalls the brand's glorious past while projecting its traditional values of technology and emotion into the future.
The front end is developed around a "trilobe shape" and features a brand-new interpretation of the classic Alfa grille, set into the front bumper and suspended between the two air intakes. The entire car develops from here to combine a lively personality with an elegant form. The front headlamps implement LED technology and a Daytime Running Lights (DRL) function for maximum active safety.
The profile of the Alfa Romeo Giulietta is rich in personality and confers the appearance of an agile, solid model. This is above all the result of the coupé shaped side windows, which highlight dynamic and streamlined shape, and of the concealed rear handles. The side ribbing adds to the car's slender look, while the taut lines closing in on the rear end accentuate the "wedge" shape of the body.
The style of the rear end, like that of the front and the side, is strong and consolidates the impression of a muscular car, firmly gripped to the road. Like the headlamps, the rear light clusters implement LED technology, to the advantage of preventive safety, in addition to good looks.
The interior design is taut and light: a horizontally developed dashboard with aluminium element accents and rocker controls which explicitly recall the 8C Competizione. Painstaking attention to detail and the high quality of the materials used are the most advanced expression of Italian style.
Finally, the dimensions of the new car give a compact, dynamic shape combined with excellent roominess and a capacious boot (350 litres): the car is 4.35 metres long, 1.46 metre high and 1.80 metres wide with a wheelbase of 2.63 metres.
Innovative engines for exciting, environmentally friendly driving
The Alfa Romeo Giulietta guarantees top level performance and next-generation technology in terms of technical solutions, performance and environmental friendliness. Four Turbo engines will be available at launch, all Euro 5 compliant and fitted with a standard "Start&Stop" system for reducing consumption and emissions: two petrol engines (1.4TB - 120 HP and 1.4TB MultiAir - 170 HP) and two diesel engines (1.6 JTDM - 105 HP and 2.0 JTDM - 170 HP, both belonging to the second generation of JTDM engines). Finally, the range is completed with the lively 1750 TBi - 235 HP with an exclusive Quadrifoglio Verde configuration.
Safety and dynamic behaviour at the top of the segment
Alfa Romeo Giulietta was designed to obtain the maximum Euro NCAP rating in order to offer total protection to driver and passengers. Furthermore, suspension, steering and braking system are designed to be perfectly balanced even during extreme manoeuvres.
Finally, the Alfa Romeo Giulietta is fitted with the most sophisticated electronic devices for dynamic control as standard: VDC (Vehicle Dynamic Control), DST (Dynamic Steering Torque), Q2 electronic differential and Alfa DNA selector. All these systems guarantee driving safety, dynamism and performance in the best Alfa Romeo tradition.
In the Centenary year, the name is a tribute to an automobile myth and Alfa Romeo. The Giulietta is a car that, in the fifties, caught the imagination of generations of car enthusiasts, making the dream of owning an Alfa Romeo and enjoying the high level of comfort and technical excellence accessible for the first time.
The Alfa Romeo Style Centre has produced a new Alfa Romeo Giulietta, a sports car capable of expressing both great agility on the most demanding routes and providing comfort on everyday roads.
A new architecture for enhancing road hold and agility in total comfort and safety
Meet the new Alfa Romeo, a compact created to appeal to customers who seek top dynamic performance and those who are looking for a distinctive style and a high level of comfort.
The Alfa Romeo Giulietta has brand-new architecture, designed to meet the expectations of the most demanding customers in terms of road holding, agility and safety. Its excellent dynamic performance and great comfort are the result of refined technical solutions implemented in the suspensions, a next-generation steering system, a rigid yet light structure made of aluminium and high-strength steel, and state-of-the-art manufacturing technologies.
Alfa Romeo Giulietta
Alfa DNA, a device which customises behaviour of the car according to different driving styles and road conditions, can adapt the new Alfa Romeo to the needs of each individual driver to enhance driving pleasure and comfort. The new architecture of the Alfa Romeo Giulietta was designed to integrate and enhance all onboard systems. Three set-ups (Dynamic, Normal and All Weather) are available and can be selected using the Alfa DNA. This device - standard across the entire range of the new model - modifies the operating parameters of the engine, of the steering system, and of the Q2 electronic differential, in addition to fine-tuning the stability control system (VDC) behavioural logics.
Italian style sportiness and comfort
Combining sportiness and elegance, the Alfa Giulietta is the result of Alfa Romeo's new direction in style and technology - an approach that started with the Alfa Romeo 8C Competizione supercar and which recalls the brand's glorious past while projecting its traditional values of technology and emotion into the future.
The front end is developed around a "trilobe shape" and features a brand-new interpretation of the classic Alfa grille, set into the front bumper and suspended between the two air intakes. The entire car develops from here to combine a lively personality with an elegant form. The front headlamps implement LED technology and a Daytime Running Lights (DRL) function for maximum active safety.
The profile of the Alfa Romeo Giulietta is rich in personality and confers the appearance of an agile, solid model. This is above all the result of the coupé shaped side windows, which highlight dynamic and streamlined shape, and of the concealed rear handles. The side ribbing adds to the car's slender look, while the taut lines closing in on the rear end accentuate the "wedge" shape of the body.
The style of the rear end, like that of the front and the side, is strong and consolidates the impression of a muscular car, firmly gripped to the road. Like the headlamps, the rear light clusters implement LED technology, to the advantage of preventive safety, in addition to good looks.
The interior design is taut and light: a horizontally developed dashboard with aluminium element accents and rocker controls which explicitly recall the 8C Competizione. Painstaking attention to detail and the high quality of the materials used are the most advanced expression of Italian style.
Finally, the dimensions of the new car give a compact, dynamic shape combined with excellent roominess and a capacious boot (350 litres): the car is 4.35 metres long, 1.46 metre high and 1.80 metres wide with a wheelbase of 2.63 metres.
Innovative engines for exciting, environmentally friendly driving
The Alfa Romeo Giulietta guarantees top level performance and next-generation technology in terms of technical solutions, performance and environmental friendliness. Four Turbo engines will be available at launch, all Euro 5 compliant and fitted with a standard "Start&Stop" system for reducing consumption and emissions: two petrol engines (1.4TB - 120 HP and 1.4TB MultiAir - 170 HP) and two diesel engines (1.6 JTDM - 105 HP and 2.0 JTDM - 170 HP, both belonging to the second generation of JTDM engines). Finally, the range is completed with the lively 1750 TBi - 235 HP with an exclusive Quadrifoglio Verde configuration.
Safety and dynamic behaviour at the top of the segment
Alfa Romeo Giulietta was designed to obtain the maximum Euro NCAP rating in order to offer total protection to driver and passengers. Furthermore, suspension, steering and braking system are designed to be perfectly balanced even during extreme manoeuvres.
Finally, the Alfa Romeo Giulietta is fitted with the most sophisticated electronic devices for dynamic control as standard: VDC (Vehicle Dynamic Control), DST (Dynamic Steering Torque), Q2 electronic differential and Alfa DNA selector. All these systems guarantee driving safety, dynamism and performance in the best Alfa Romeo tradition.
Alfa Romeo MiTo Quadrifoglio Verde (2010)
The world premiere of the Alfa Romeo MiTo Quadrifoglio Verde with 170 hp 1.4 MultiAir TBi takes place at the 2009 Frankfurt Motor Show. The exclusive trim brings back a legendary symbol that over the years has appeared on some of Alfa Romeo's sportiest cars. Having always been synonymous with heritage, racing and victory, the "Quadrifoglio Verde" (four-leaf clover) now represents a new kind of sportiness that combines maximum driving pleasure with improved environmental qualities.
Bearing the Alfa Romeo MiTo Quadrifoglio Verde is the car with the most powerful 170 hp MultiAir engine and innovative solutions that accentuate the existing qualities of the model: hold, agility, active safety and driveability are heightened by an engine with one of the highest specific power values in the world and a chassis with features hitherto unthinkable for a car in this class.
This engine's best feature is its outstanding weight/power ratio, which has always been one of the key factors behind Alfa Romeo's success on the road and the racetrack. The class-leading ratio of 6.7 kg/hp is almost 10 per cent better than the already excellent performance of the current 155 hp 1.4 TBi. At 124 hp/litre, this engine is also one of the world leaders in specific power. In fact, this is the highest value ever recorded for an Alfa car, affirming the excellent engineering heritage of the Alfa Romeo MiTo.
This is a particularly important value because it proves the effectiveness of downsizing, aimed at producing high-tech engines to get better performance allied with sharp reductions in fuel consumption and emissions. Indeed, it is this latter area which provides the most surprising evidence of the technical level achieved: 4.8 l/100 km and 139 g/km of CO2 (in the extra-urban cycle) are closer to what you would expect from an economy car than a compact sports car that goes from 0 to 100 km/h in just over 7 seconds.
Alfa Romeo MiTo Quadrifoglio Verde
On the back of these exceptional power qualities and the unbeatable performance/consumption ratio, Alfa Romeo decided to give a sporty and technological feel to the Alfa Romeo MiTo Quadrifoglio Verde with high-quality finishes, attention to detail and a raft of features. One example is the 17" satin titanium-finished wheels (based on the Alfa Romeo 8C Competizione supercar). The same colour is used for the headlight frames and the wing mirrors, while the dark finish of the headlight parabolas is achieved by a brand new metal sublimation technology. The interior also has a refined sporty feel thanks to the all-black environment that ensures no reflections or distractions while driving. The technological aspect of this car is further enhanced by the sporty fabric used to upholster the seats, the modern dashboard and the white lighting on the instrument panel.
It should also be stressed that Alfa Romeo has developed an innovative chassis upgrade to further emphasise the dynamic qualities of the Alfa Romeo MiTo Quadrifoglio Verde.
Dynamic Suspension
Competitive racing has always been a testing ground for new technologies, which have found their way from the world's most famous racetracks to standard road cars. One example of this passage between two seemingly very different worlds is dynamic suspension. This system, which actively and continuously controls the electronic shock absorbers, was developed by combining Alfa Romeo road testing with the latest engineering techniques from Magneti Marelli.
So, using experience gained on the racetrack, the system allows the Alfa Romeo MiTo Quadrifoglio Verde to excel even further in terms of agility and handling, giving it exceptional driveability and unparalleled safety. The driver gets three benefits from the Dynamic Suspension system: comfort, safety and agility. Above all, the electronic shock absorbers adapt to the road conditions and control all the car's movements. This guarantees maximum comfort and ensures that the unevenness of road surfaces is fully absorbed. In addition, the Dynamic Suspension system always ensures maximum grip and safety by actively responding to all road conditions. Finally, because roll and pitch are more restricted in all conditions, there is better stability and cornering that adds to the undoubted agility of the Alfa Romeo MiTo.
The suspension interacts perfectly with the three different control strategies of the Alfa DNA system. In "Normal", agility is combined with a higher level of comfort, whereas in "All Weather", the safety features are enhanced by continual interaction between the Vehicle Dynamic Control stability system, the steering and the suspension. Finally, in "Dynamic", the MiTo becomes a true sports car clinging to the ground and fit for any road: it is no coincidence that the system was developed at the historic Balocco test track and round the corners of the Nurburgring. So, thanks to the hard work of Alfa Romeo and Magneti Marelli, the car is responsive and reliable when you turn the steering wheel or put your foot on the accelerator.
The innovative Dynamic Suspension system is made up of four electronically controlled shock absorbers, five accelerometric sensors, a control unit and an interface with Alfa DNA for the different settings and with the other on-board electronic systems.
Its main feature is to actively and continuously control the response of the shock absorbers, which adapt depending on the movement of the car and the road conditions, as well as the driving style. To sum up, the Dynamic Suspension system better protects passengers from uneven road surfaces thanks to an effective filtering and optimises comfort by recognising an obstacle (such as a bump or a hole) and adapting suspension behaviour accordingly. The system also ensures better cornering by altering damping distribution of the four shock absorbers, enhancing handling and hold thanks to advanced lateral dynamic control. What's more, the Dynamic Suspension system manages longitudinal dynamic control by adjusting the movement of the chassis during acceleration, braking and gear changes, and by integrating perfectly with the Vehicle Dynamic Control, steering and braking systems.
The new six-speed C635 gearbox
The technological qualities of the Alfa Romeo MiTo Quadrifoglio Verde are further enhanced by the next-generation C635 gearbox. Developed by FPT and manufactured at the Verrone factory in Italy, this groundbreaking mechanical unit is the first result of a design philosophy aimed at improving driveability, consumption levels and production flexibility.
As far as driveability is concerned, the new gearbox ensures clean and swift changes with very short selection movements, uniform activation pressures, no noise and no vibrations. In addition, modern design and construction techniques help to significantly reduce consumption levels thanks to less friction and the best possible gear ratios.
Its appearance in the Alfa Romeo MiTo 1.4 MultiAir TBi 170 hp marks the debut of a modern family of gearboxes adapted for a broad range of models.
Bearing the Alfa Romeo MiTo Quadrifoglio Verde is the car with the most powerful 170 hp MultiAir engine and innovative solutions that accentuate the existing qualities of the model: hold, agility, active safety and driveability are heightened by an engine with one of the highest specific power values in the world and a chassis with features hitherto unthinkable for a car in this class.
This engine's best feature is its outstanding weight/power ratio, which has always been one of the key factors behind Alfa Romeo's success on the road and the racetrack. The class-leading ratio of 6.7 kg/hp is almost 10 per cent better than the already excellent performance of the current 155 hp 1.4 TBi. At 124 hp/litre, this engine is also one of the world leaders in specific power. In fact, this is the highest value ever recorded for an Alfa car, affirming the excellent engineering heritage of the Alfa Romeo MiTo.
This is a particularly important value because it proves the effectiveness of downsizing, aimed at producing high-tech engines to get better performance allied with sharp reductions in fuel consumption and emissions. Indeed, it is this latter area which provides the most surprising evidence of the technical level achieved: 4.8 l/100 km and 139 g/km of CO2 (in the extra-urban cycle) are closer to what you would expect from an economy car than a compact sports car that goes from 0 to 100 km/h in just over 7 seconds.
Alfa Romeo MiTo Quadrifoglio Verde
On the back of these exceptional power qualities and the unbeatable performance/consumption ratio, Alfa Romeo decided to give a sporty and technological feel to the Alfa Romeo MiTo Quadrifoglio Verde with high-quality finishes, attention to detail and a raft of features. One example is the 17" satin titanium-finished wheels (based on the Alfa Romeo 8C Competizione supercar). The same colour is used for the headlight frames and the wing mirrors, while the dark finish of the headlight parabolas is achieved by a brand new metal sublimation technology. The interior also has a refined sporty feel thanks to the all-black environment that ensures no reflections or distractions while driving. The technological aspect of this car is further enhanced by the sporty fabric used to upholster the seats, the modern dashboard and the white lighting on the instrument panel.
It should also be stressed that Alfa Romeo has developed an innovative chassis upgrade to further emphasise the dynamic qualities of the Alfa Romeo MiTo Quadrifoglio Verde.
Dynamic Suspension
Competitive racing has always been a testing ground for new technologies, which have found their way from the world's most famous racetracks to standard road cars. One example of this passage between two seemingly very different worlds is dynamic suspension. This system, which actively and continuously controls the electronic shock absorbers, was developed by combining Alfa Romeo road testing with the latest engineering techniques from Magneti Marelli.
So, using experience gained on the racetrack, the system allows the Alfa Romeo MiTo Quadrifoglio Verde to excel even further in terms of agility and handling, giving it exceptional driveability and unparalleled safety. The driver gets three benefits from the Dynamic Suspension system: comfort, safety and agility. Above all, the electronic shock absorbers adapt to the road conditions and control all the car's movements. This guarantees maximum comfort and ensures that the unevenness of road surfaces is fully absorbed. In addition, the Dynamic Suspension system always ensures maximum grip and safety by actively responding to all road conditions. Finally, because roll and pitch are more restricted in all conditions, there is better stability and cornering that adds to the undoubted agility of the Alfa Romeo MiTo.
The suspension interacts perfectly with the three different control strategies of the Alfa DNA system. In "Normal", agility is combined with a higher level of comfort, whereas in "All Weather", the safety features are enhanced by continual interaction between the Vehicle Dynamic Control stability system, the steering and the suspension. Finally, in "Dynamic", the MiTo becomes a true sports car clinging to the ground and fit for any road: it is no coincidence that the system was developed at the historic Balocco test track and round the corners of the Nurburgring. So, thanks to the hard work of Alfa Romeo and Magneti Marelli, the car is responsive and reliable when you turn the steering wheel or put your foot on the accelerator.
The innovative Dynamic Suspension system is made up of four electronically controlled shock absorbers, five accelerometric sensors, a control unit and an interface with Alfa DNA for the different settings and with the other on-board electronic systems.
Its main feature is to actively and continuously control the response of the shock absorbers, which adapt depending on the movement of the car and the road conditions, as well as the driving style. To sum up, the Dynamic Suspension system better protects passengers from uneven road surfaces thanks to an effective filtering and optimises comfort by recognising an obstacle (such as a bump or a hole) and adapting suspension behaviour accordingly. The system also ensures better cornering by altering damping distribution of the four shock absorbers, enhancing handling and hold thanks to advanced lateral dynamic control. What's more, the Dynamic Suspension system manages longitudinal dynamic control by adjusting the movement of the chassis during acceleration, braking and gear changes, and by integrating perfectly with the Vehicle Dynamic Control, steering and braking systems.
The new six-speed C635 gearbox
The technological qualities of the Alfa Romeo MiTo Quadrifoglio Verde are further enhanced by the next-generation C635 gearbox. Developed by FPT and manufactured at the Verrone factory in Italy, this groundbreaking mechanical unit is the first result of a design philosophy aimed at improving driveability, consumption levels and production flexibility.
As far as driveability is concerned, the new gearbox ensures clean and swift changes with very short selection movements, uniform activation pressures, no noise and no vibrations. In addition, modern design and construction techniques help to significantly reduce consumption levels thanks to less friction and the best possible gear ratios.
Its appearance in the Alfa Romeo MiTo 1.4 MultiAir TBi 170 hp marks the debut of a modern family of gearboxes adapted for a broad range of models.
Subscribe to:
Posts (Atom)
