VW GX3 Concept

VW GX3 Concept

VW GX3 Concept
WOLFSBURG, Germany / LOS ANGELES, Calif. - In a world premiere at the Los Angeles Auto Show, Volkswagen presents the GX3 - a completely new type of motorcycle. The GX3 was conceived by the Moonraker team and VW's Design Center in California, exclusively with the U.S. in mind, to bring an exciting idea to a fully functioning concept. With its three wheels and unique design, this Volkswagen opens up a new driving dimension.

What if you could carve up the back roads and cruise solo in the carpool lane?

A motorcycle with VW features: Light, fast, and environmentally friendly, the GX3 shows that conceptually it is much closer to a motorcycle than to a classic type automobile. This two-seater Volkswagen is one of a kind - bold, young, and affordable. It opens a new driving dimension, turns even the daily commute to work into a small trip to freedom, allows you to cruise in the carpool lane, even if you're driving solo (the GX3 is a motorcycle, after all!) and with its keen handling it opens up completely new horizons for recreational driving.

What if performance were affordable?

Amazing dynamics for less than $ 17,000: The GX3 will be driven by a VW 1.6 liter engine. The four-cylinder delivers 92 kW / 125 hp. So far, so good. However, the GX3 is a pure driving machine, a motorcycle with two seats positioned side-by-side. And that's why you can find 125 hp and 112.5 ft-lbs (152 Nm) in a mere 1,257 lbs (570 kg) Volkswagen. This results in a power-to- weight ratio of 10 lbs/hp 4.56 kg/PS). In just 5.7 seconds, the GX3 can reach a speed of 62.5 mph (100 km/h) and the possible lateral acceleration reaches 1.25g - values typical of sheer performance cars but delivered from a vehicle under the $17,000 price range. No comparable sports machine in the world, however, can come even close to the low fuel consumption of the GX3: 46 mpg. Fact is: a production counterpart of the GX3, could be on the market very soon. It all depends on the American driver's feedback.



2006 Volkswagen GX3 Concept
Tradition of the exceptional: Conceptually and visually the Volkswagen GX3 differs from anything currently on the roads in the U.S. And that's a tradition at Volkswagen. It was with exceptional and unique products - today all of them legends - that Volkswagen propelled itself to the top in the USA during the 50's and 60's. Whether the Beetle, the Thing (Type 181) or the Microbus, all were the cult cars of their time and still are. In 2006, with the GX3, Volkswagen once again presents something totally unexpected and exceptional, a VW in every sense. VW - Being different.

Moonraker: The GX3 was designed in close collaboration between VW's Design Center California (DCC) and an international, cross-functional group of young engineers, designers, manufacturing and marketing experts, also based in California. The team started its work in the US in early 2005. The job: To convert the wishes, dreams and needs of American drivers into mobility. The goal: highest possible customer satisfaction. Background: In addition to the models developed in Germany and sold in the US, in the future Volkswagen will be building more models catering

especially to the needs and requirements of U.S. customers. One of the most dramatic and tangible early results of Moonraker: the GX3. Responsible for the design of the new Volkswagen is the Volkswagen Design Studio in Santa Monica. The team there will be working in the future in close cooperation with the product strategy staffs in the U.S. The GX3 offers a look into the exciting and comprehensive spectrum of totally new motor vehicles which are currently being conceptualized by Volkswagen of America for the US market.

What if authenticity had a radical edge?

Design dynamics: The focus for Volkswagen's design team in California was to create a quintessential and pure driving machine. Inspired by the minimalist design language often expressed in contemporary GP motorcycles and F1 race cars, the GX3 has a true feeling of authenticity. These influences are seen throughout the exterior with an exposed single sided swing arm, aggressive central exhaust, open front wheels and stealthy matte finishes. The progressive dynamic on the GX3 is emphasized with a strong graphic dividing the body as it wraps up to the aggressive forward leaning roll hoops. Anodized gold and black suspension components and LED lighting are further examples of track inspired designs. The GX3 interior is all about business with nothing to distract from the absolute driving experience. The driver's cockpit is equipped with five point racing harnesses; "moto" style instruments and a GTI inspired stainless shifter. Most distinctly, the rear boasts a massive single 18"x12" back wheel dressed with 315 rubber. The front end proudly displays a bold V graphic consistent with Volkswagen's vehicle lineup, most notably the GTI. The GX3 in no way denies that it is a motorcycle, but rather plays it up as a unique design advantage.

Space-Frame: The basic structure of this driving machine is formed by a high-density, warp-resistant, steel construction space frame. The paneling of the interior and exterior parts of the space frame is made of high density fiberglass. A 2.83 tf3 (80 l) trunk is located behind the seats.

What if driving was redefined?

Advanced chassis: The 215/45 R17x8J front wheels are controlled by a double lateral steering axle. While the front axle resembles the layout of an automobile, the rear axle shows more parallels to a motorcycle. The right side of the vehicle also makes use of a monoswing arm. The engine's power is delivered via 6-speed transmission and chain drive to the rear wheel, which has a tire size of 315/30 R18x12J - a new super bike dimension. And that suits the GX3. A Volkswagen that breaks away from the conventions and that redefines driving fun and freedom of mobility. Drivers wanted. Seriously!

BMW Cars

Ford GT

Ford GT

Ford GT
Unveiled at the 2002 North American International Auto Show, the Ford GT40 concept became an instant sensation. And just 45 days after the vehicle was unveiled, Ford stunned the world again, officially announcing that a production version was in the works. Ford's GT40 concept car was created to celebrate that great era in history and look forward to the great years to come.

Although the new production car and the original race car both share the mystique of the Ford GT name, they do not share a single dimension. The new car is more than 18 inches longer and stands nearly 4 inches taller. Its new lines draw upon and refine the best features of Ford GT history and express the car's identity through modern proportion and surface development.

The Ford GT production car, like the concept, casts the familiar, sleek look of its namesake; yet every dimension, every curve and every line on the car is a unique reinterpretation of the original. The car features a long front overhang reminiscent of 1960s-era race cars. But its sweeping cowl, subtle accent lines and high-intensity-discharge (HID) headlamps strike a distinctly contemporary pose.

The front fenders curve over 18-inch wheels and Goodyear Eagle F1 Supercar tires. In the tradition of original Ford GT racers, the doors cut into the roof. Prominent on the leading edge of the rear quarter panel are functional scoops that channel fresh air to the engine. The rear wheel wells, filled with 19-inch wheels and tires, define the rear of the car, while the accent line from the front cowl rejoins and finishes the car's profile at the integrated "ducktail" spoiler.



2005 Ford GT
The interior design incorporates the novel "ventilated seats" and instrument layout of the original car, with straightforward analog gauges and a large tachometer. Modern versions of the original car's toggle switches operate key systems.

Looking in through the backlight, one finds the essence of the sports car in a 5.4-liter supercharged version of Ford's MOD V8 engine. The finishing touches are "Ford Blue" cam covers, each featuring an aluminum coil cover imprinted with the words "Powered by Ford."

Chassis and Powertrain

The Ford GT team knew this road car would require a stiff structure, much like a race car. As such, they developed an all-aluminum space frame comprising extrusions, castings and several stampings. The hybrid aluminum space frame chassis is based on efficient use of 35 extrusions, seven complex castings, two semi-solid formed castings and various stamped aluminum panels.

The new Ford GT is intended for the road, unlike the original 1960s race cars that ultimately spawned a limited number of production road cars. However, the new car required unique race-like engineering solutions - like engineering out the aerodynamic "lift" inherent in the original car's design - for a car that will clock in at more than 205 mph. The new Ford GT includes racing-inspired ground effects ducting under the rear fascia.

The Ford GT features many new and unique technologies, including super-plastic-formed aluminum body panels, roll-bonded floor panels, a friction-stir welded center tunnel, a capless fuel filler system, one-piece door panels and an aluminum engine cover with a one-piece carbon-fiber inner panel.

As on the historic race car, the Ford GT aluminum body panels are unstressed. Instead of the steel or honeycomb-composite tubs used in the 1960s, the Ford GT team developed an all-new aluminum space frame as the foundation. The chassis features unequal-length control arms and coil-over spring-damper units to allow for its low profile.

Braking is handled by four-piston aluminum Brembo monoblock calipers with cross-drilled and vented rotors at all four corners. When the rear canopy is opened, the rear suspension components and engine become the car's focal point. Precision-cast aluminum suspension components and 19-inch Goodyear tires - combined with the overwhelming presence of the V8 engine - create a striking appearance and communicate the performance credentials of the Ford GT.

The Ford GT motor, based on the largest V8 in Ford's modular engine family, features 85 percent new moving parts and produces 550 horsepower and 500 pound-feet of torque. Both figures are comparable to those of the 7.0-liter engine that won the 24 Hours of Le Mans in 1966 and 1967.

The 5.4-liter powerplant is all-aluminum and fed by an Eaton screw-type supercharger. It features 4-valve cylinder heads and forged components, including the crankshaft, H-beam connecting rods and aluminum pistons. Power is put to the road through a Ricardo six-speed manual transaxle featuring a helical limited-slip differential.

Race History

The original Ford GT40 racers were engineering and design marvels demonstrating Ford's dedication and perseverance. In a few short years, under the direction of Henry Ford II, the company built a program from scratch that reached the pinnacle of international motorsports competition - and stayed there for four racing seasons.

Perhaps the world's most significant - and glamorous - motorsport contest, Le Mans in the early 1960s was showing signs of becoming a Ferrari showcase, because the Italians had become the leaders in a number of endurance classes and events. But the Ford GT race car changed Le Mans forever, and today it signifies a new era for Ford Motor Company.

Major Equipment

Brembo monoblock brake calipers, one-piece BBS wheels (18-inch front, 19-inch rear), Goodyear Eagle F1 supercar tires, carbon-fiber bucket seats with ventilated leather seating surfaces, 6-speed manual transmission, AM/FM stereo with CD, bi-xenon headlamps, fog lamps, driver and passenger front air bags, ABS, leather-wrapped tilt steering wheel, passive anti-theft system, power exterior mirrors, windows and door locks, air conditioning, remote keyless entry and rear window defroster.

Rover 800 Coupe

Rover 800 Coupe

Rover 800 Coupe
In early 1992, the Rover 800 was reskinned and re-engineered under the R17 codename This saw the re-introduction of the traditional Rover grille and more curvaceous bodywork. The scope of the design change was restricted by the need to retain the core XX structure, including the door structure and skin design.

The redesign was a partial answer to major press and market criticism of the 'folded paper' school of design and the quest for better aerodynamics that had led to many cars appearing very similar, especially from the front. The redesign found much favour and as a result the car's sales enjoyed a renaissance, the 800 series becoming Britain's best selling executive car in the early to mid 1990s.

Following concerted efforts to learn from the problems that had hit the early model years, especially under the more extreme American market and climatic conditions, quality in general had improved dramatically by this stage, but the decision to leave the US market had already fallen.

The 2.0L T16 replaces the M16 found in pre 92 cars and comes in NASP and Turbo forms, the 2.0 turbo was fitted to the "Vitesse" and the later "Vitesse Sport" (1994-1996)

Notable differences between the sport and non sport models were: Vitesse Sport came with 17" six spoke alloys (non sport was 16" 7 spoke), a power increase from 177 bhp (132 kW/179 PS) to 200 bhp (149 kW/203 PS) and revised stiffer suspension to aid handling.

A facelift in 1996 provided few exterior changes, the most noticeable being the painting of previously black rubbing strips on all models except the coupé and the revision of the suspension system. Grille fins became silver in colour, instead of their former black. Climate control, passive immobilisation and a passenger airbag became standard, and a 6-disc CD auto-changer was fitted to all models apart from the entry 'i' model. Security technology was upgraded with a change from infra red to radio frequency for the remote door key. Wood finishes were expanded, with a coachwork line and 'ROVER' on the door cards, accentuating the new, pleated seat finishes and deep pile rugs. Unusual pleated door card leather and fabric finishes capped off a comfortable interior, much of which was hand-made with what Rover called "the craftsman's touch".

Post 1996 Vitesses were all "Sport" specification so the sport badge was dropped, also from 1996 the 2.0L T16 engines used wasted spark ingnition instead of ditributor.

Although the 800 had fallen behind the opposition considerably (few mechanical changes were made, apart from the introduction of the Rover KV6 Engine which replaced the Honda 2.7 V6 in 1996), it was a steady seller until 1999, when it was replaced by the Rover 75.

Coupé

A two-door ("three-box", booted) coupé version followed later that year. This had been originally developed with the American market in mind but was never sold there, Rover having pulled out of the US market before the coupé's launch. It was, however, sold to other export markets. Eighty percent of the interior and exterior of the 800 coupe was finished by hand.

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Spyker C8 Aileron

Spyker C8 Aileron

Spyker C8 Aileron
The all-new Spyker C8 Aileron marks the next step in Spyker Cars' evolution. Initially unveiled at the 2009 Salon International de l'Automobile in Geneva, the new Spyker C8 Aileron coupe took pride of place at the 2010 Geneva show just as it enters production in a new facility in Coventry, UK.

Inspired by the company's aviation heritage, Spyker's second-generation sports car features cues from second-generation aircraft propulsion, highlighting the turbine blade, rather than the propeller which adorned many elements of Spyker's first generation cars.

With sleek aerodynamics, a long GT wheelbase, luxurious and spacious cabin and world-class ZF six-speed automatic transmission, the new C8 Aileron broadens the appeal of the Spyker brand while maintaining the marque's exclusivity.

The Spyker C8 Aileron is available in 16 standard colours, but customers may choose any colour they wish as an option, as well as the Spyker Squadron GT2 racing colour scheme. The standard colours have been developed by Sikkens Autolakken Nederland and AkzoNobel Car Refinishes. Spyker selected these companies because of their high quality standards and their flexibility to meet the special requirements of owners wishing to give their Spyker a unique appearance. Some of the standard colours are exclusive to the C8 Aileron.

Second-generation design exploits advanced computer aids

The design of the hand-crafted Spyker C8 Aileron represents the latest evolution of Spyker's signature architecture, which is heavily inspired by the company's aviation heritage. In the first-generation cars, the propeller design was consistently applied to many elements of the vehicles. With the design of the new Spyker C8 Aileron, the emphasis is shifted from propeller propulsion to turbine propulsion. As a result, detailing on the car, such as the bright polished air inlets, are turbine-engine-shaped air scoops.



2008 Spyker C8 Aileron
The smooth, elegant and powerful lines of the distinctive design are the result of a virtual aero computer programme provided by TotalSim and CFD (computational fluid dynamics) testing by Penso.

The Spyker C8 Aileron's beautiful lines are complimented by the minimal 'shut' lines and an uncompromised design made possible by the use of superformed alloy body panels. The superforming process heats aluminium to 500 degrees Celsius and then vacuum forms the metal onto an inverted mould over a 30 minute period. Additionally, there are no breaks along the entire path of the door ring seals, guaranteeing maximum integrity against the elements.

At the front, the style of the Spyker C8 Aileron's headlights is particularly eye-catching as they flow seamlessly from the body design. This characteristic styling can be defined as a part of the next generation Spyker identity first seen on the Spyker C12 Laturbie prototype and subsequently in the Spyker D8 Peking-to-Paris protoype.

Latest-generation LEDs are used for the front and rear turn indicators and the sidelights within the sharply-styled headlight units.

Styling and functionality are harmonised in several characteristics of the car. The cockpit canopy, for example, is extended rearwards to optimise the aerodynamic performance of the car. Most of the shark-like gills of earlier models have been abandoned, which results in a cleaner, smoother appearance. The front end is characterised by a large grille that has spectacular visual impact and also allows maximum flow of cooling air. The rear diffuser is crucial to the cars stability at speed, with a spoiler placed under the diffuser, providing additional downforce to boost the ground effect forces produced by the under-car airflow and the diffuser.

Sometimes practicality must take precedent even with a design-led marque such as Spyker. So, for the Spyker C8 Aileron the split side windows with the characteristic metal frame of the first generation models are replaced by single-pane side windows that are fully retractable, improving visibility and comfort. The exterior mirrors, which are finished in body colour as standard, are mounted on two turbine fan blades.

V8 powertrain and automatic drivetrain

The Spyker C8 Aileron's performance is visceral, vibrant and alive. Power comes from a naturally aspirated Audi 4.2-litre V8 petrol engine. This powerunit features a 90 degree angle block, 40 valves (5 valves-per-cylinder, 3 intake and 2 exhaust), and variable valve timing.

Highly responsive, the V8 generates 400 ps at 6,800 rpm and an immense wave of torque (480 Nm at just 3,500 rpm), to ensure thrilling drivability.

Strong torque, high power, sleek aerodynamics, modest car weight and an excellent power-to-weight ratio all result in sensational acceleration: 0-to-100 kph in 4.5 seconds and a top speed of 300 kph.

As standard, the engine is fitted with a long-life stainless steel exhaust system tuned to put the driver 'truly in touch with their senses' - according the company CEO Victor Muller. Also standard in Europe is an exhaust system with 'Whisper' mode (optional outside Europe). This system uses noise-dampening reed valves to create a quieter drive below 3,500 rpm. The valves naturally open as engine speed rises above this figure, and can be opened electronically below this speed by the driver if desired.

Marking a 'first' for Spyker, the C8 Aileron's engine is mated to an automatic transmission that provides seamless, yet instant, progression through the gears. The highly regarded six-speed ZF gearbox features a regular torque converter and offers drivers a choice of fully automatic or clutch-less sequential manual gear shifting using the standard paddle shifts behind the steering wheel.

The transmission selection operation retains Spyker's trademark exposed gear change mechanism that provides a sense of occasion and proves that aesthetics and function go hand-in-hand.

The aluminium paddle shift controls are substantive and easy to reach. They do not rotate with the steering wheel, allowing the driver to easily identify the up-shift and down-shift paddles, regardless of the steering wheel's angle.

In line with Spyker's philosophy of delivering an undiluted sportscar driving experience, the drivetrain is not equipped with a limited-slip differential or any other mechanical or electronic aids.

Ultra-stiff, all-aluminium space frame chassis

Spyker's engineering team conceived an all-new all-aluminium space frame structure for the C8 Aileron with the objective of maximised torsional and flexural rigidity. It provides an excellent foundation for the tailor-engineered suspension system designed and engineered by Lotus to Spyker's brief.

Spyker put tremendous effort into optimising the space frame's performance and efficiency, for example adopting one-piece side sills that make an important contribution to chassis stiffness. The utilization of modern finite element analysis and numerical optimization methods has allowed Spyker's engineers to create a new chassis which boasts an exceptional torsional stiffness of 29,500 Nm/degree.

Rigid-node and load-path technology was employed in order to ensure that the minimum amount of aluminium is used to achieve this performance, thus reducing the overall weight of the vehicle. The production chassis weighs just 230 kg.

Dynamic stiffness characteristics of the structure have also been carefully tuned in order to minimise unwanted cabin noises and vibrations, which may otherwise detract from the superlative driving experience. These technologies and measures have allowed Spyker to arrive at the most efficient chassis in its history.

All-new suspension and running gear

The Spyker C8 Aileron is fitted with a brand-new fully independent double-wishbone suspension system (front and rear) developed by Lotus. This multi-adjustable suspension system incorporates a new kinematic layout of the front and rear suspension systems.

Stabiliser bars are fitted front and rear, together with Bilstein mono-tube dampers and Eibach coil over damper steel springs integrating the spring with the near-vertical shock absorber. The system's constant spring rates are 132 NM/mm (front) and 160 NM/mm (rear).

An optional hydraulic ride height elevation system is available to ensure safe passage over speed humps and steep ramp angles. It raises the ride height by 40 mm.

The suspension components are made of forged aluminium wherever possible to keep the vehicle's unsprung weight to a minimum. This goal is also supported by the use of special lightweight alloy wheels, which weigh just 36% of an equivalent steel wheel, and alloy brake calipers.

As standard, the Spyker C8 Aileron is equipped with newly-designed and unique 19-inch alloy wheels. New high-impact 10-blade 19-inch directional Rotorblade™ wheels are available as an option. These optional wheels are inspired by the turbine blades of a jet engine, echoing the new styling direction for Spyker, while acknowledging the company's aviation heritage. The Spyker C8 Aileron's generously proportioned Michelin tyres - 235/35 ZR19 (front) and 295/30 ZR19 (rear) - provide exceptional grip and progressive handling.

A stiff chassis, well balanced weight distribution (45/55% front/rear), and rear wheel drive, ensure that the Spyker C8 Aileron posses excellent steering 'feel'. The Servotronic speed-sensitive rack and pinion system has hydraulic power assistance and requires 3.0 turns of the steering wheel lock-to-lock.

As appropriate for a supercar with the performance potential of the Spyker C8 Aileron, the braking system is immensely powerful. Designed and supplied by AP Racing, a Spyker partner from day one, the system features ventilated and cross-drilled steel discs front and rear for rapid dispersion of heat. High performance Ferodo DS2500 brake pads ensure good brake 'feel', excellent initial bite and fade characteristics, plus low noise and good durability.

Black brake calipers with the Spyker script in silver are fitted as standard. Colour-coded calipers with Spyker script in silver can be ordered as an option.

Hand-crafted cabin with comfort and space aplenty

The Spyker C8 Aileron has been designed to offer ample interior space for 98th percentile occupants, an unequivocally comfortable experience for driver and passenger, and exceptional, but truly unique, ergonomics. As standard, each C8 Aileron is fitted with driver and passenger front airbags.

The interior, with its signature Spyker attention to detail, is made of the highest quality leather. The leather interior is available in 14 standard colours, but a wide variety of other colours - to suit individual customer preferences - can be ordered as an option. Spyker's trademark diamond stitched quilted interior trim finish is available as an option - as are Alcantara® and a duo-tone cabin.

The Spyker C8 Aileron's interior amplifies further the signature Spyker aviation theme. The brushed aluminium dashboard is an all-new design aligned paving the way for a new next-generation Spyker identity and also to maximise ergonomics, solid tactility and straightforward functionality. A turned aluminium dashboard, as seen on planes in the 1920s and 1930s, and Chronoswiss dials and switches are available as an option. The air vents are designed in turbine style. Even the Spyker characteristic floor-mounted pedal box is exquisite in its detailing.

A LCD display is integrated between the speedometer and the odometer to show the current selection and status of the in-car entertainment options offered by the standard Kharma sound system accommodated in the centre console.

Exclusive Kharma in-car entertainment

Over the past decade, Spyker customers have clearly indicated a preference for their cars to feature a 'standard' factory-fit sound system and also a desire for their cars to feature iPod and mobile device compatibility.

Consequently, every C8 Aileron will be equipped as standard with a 'Reference' Kharma sound system, incorporating a FM and DAB digital radio, iPod connectivity, 8 GB memory drive, and USB and AUX inputs. The Kharma sound system benefits from a bespoke-designed control on the central console mechanism behind the gear selector, and selections are shown in the integrated dashboard LCD panel.

The highly-specified system features two high-end Matrix amplifiers with an impressive 300 Watt combined output, two tweeters, two door speakers, two front speakers and copper-silver plated copper wiring. The standard 'Reference' system can be upgraded to the optional 'Grand Reference' audio package that features three high-end Matrix amplifiers, increases total output to 1200 watts, and features a 32 GB memory drive, pure silver-gold plated copper wiring and a double-coiled subwoofer with extended linear excursion.

The presence of a Kharma sound system in the Spyker C8 Aileron marks the Kharma brand's debut in the world of automotive entertainment. Kharma International produces high-end audio products, sold worldwide through a network of highly qualified distributors and dealers. All Kharma sound systems are developed, assembled and tested in the Netherlands, with the utmost care by a team of highly engaged specialists. These characteristics of high-quality products and exclusiveness are ideally matched to Spyker's own brand values of craftsmanship and exclusivity.