Edo Aston Martin DB9 DBS Conversion
The
uber specialists from Edo Competition have announced today a new
conversion program which turns your 5-year-old Aston Martin DB9 into a
brand new, top of the line, Aston Martin DBS. The Edo Aston Martin DB9
DBS conversion program has been developed in only 6 months at the
request of a Russian customer.
The Edo Aston Martin DB9 DBS conversion kit includes new carbon fiber
boy panels that replace the stock steel ones and an increased engine
output. The Edo Aston Martin DB9 DBS conversion program puts 550 hp
under the hood of your DB9. This takes the top speed limit to 320 km/h
(199 mph).
The Edo Aston
For better
handling, the program offers an edo competition sport suspension and new
brakes with 405 mm rotors and 6 piston monobloc calipers on the front
axle and 380 mm rotors and 4 piston monobloc calipers on the rear one.
The Edo Aston Martin DB9 DBS conversion price has not been announced yet.
Edo Competition Press Release:
An Aston Martin DB9 turns into a DBS
The transformation |
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| Within
the space of six months, edo competition, located in the Westphalian
Ahlen, has transformed a 5 year old DB9 into an Aston Martin DBS. And
that’s exactly what a Russian customer asked for: Turn a DB9 into a DBS.
This not so trivial conversion involved replacing steel body panels with carbon fiber pieces and increasing the engine output from 470 to a staggering 550 horsepower. That’s why it will now do 320 km/h (199 mph) when the old car topped out at 295 km/h (183 mph). Its new 20 inch wheels and wider |
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| body
contribute to a more muscular appearance, and numerous aerodynamic
parts, such as a carbon fiber front skirt as well as a carbon fiber rear
diffuser, underline the car’s sporting credentials.
The custom interior presented a unique challenge: The dashboard, center console, headliner, door panels and seats were refinished with utmost precision. The choice of materials and colors was left to the customer, who, in this case, opted for an Alcantara/leather interior with carbon fiber inserts and metal accents. An additional highlight is the high-end audio system that was installed in the car, promising pure auditory bliss. No corners were cut in |
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| trying
to extract the best possible sound from the new high-end speakers. In
order to be able to enjoy the new entertainment system, a new exhaust
system featuring butterfly valves was fitted, allowing the driver to
change the sound from ferocious to unobtrusive and quiet.
But that’s not the only function. This high-performance exhaust system which was specially developed for the DB9/DBS also helps the engine produce more power and torque. A programmable control unit monitors exhaust backpressure and opens 70 mm butterfly valves when the pressure exceeds a selected threshold. The exhaust is made from stainless steel and the chrome exhaust tips round off its classy appearance. A new edo competition sport suspension system makes the revitalized DB9 more athletic. To accommodate different driving styles, the suspension is adjustable in ride height, stiffness, as well as compression and rebound damping. After the DB9 received a considerable boost in output and handling performance, there was one more area that needed to be addressed: safety. This is why edo competition developed a new braking system for the Aston. 405 mm rotors and 6 piston monobloc calipers act on the front wheels, while the rear axle is fitted with 380 mm rotors and 4 piston monobloc calipers. High-performance brake pads and braided stainless steel brake lines are used on all four corners. This marked the end of the transformation and the work was completed. The DB9 had been turned into a DBS. Rather than just performing cosmetic changes, edo competition had also refined the mechanicals and customized the car according to the wishes of its owner. The result: A happy, very satisfied customer and a big thanks to the entire edo competition Motorsport team. |
2013 Aston Martin DBS V12 Supercar is the Old New
Ladies and gentleman, time to take out your magnifying glasses and open a couple of windows to compare these fresh scoop pictures of the 2014 Aston Martin DBS to
Note that according to some sources, Aston Martin may replace the DBS nameplate with a new one, though we have yet to hear this from channels.To save you some research time, we can tell you that the 2013 model year DBS or whatever Aston Martin decides to call it, adopts some styling cues from the One-77 such as the more heavily arched front and rear panels, the door mirrors along with new front and rear lights, and grille and bumper designs.
If your mind goes to a heavy facelift, you are right as it's not only the styling that remains more or less the same, but its underpinnings, including the chassis and the V12 engine, as well.
Of course, Aston Martin engineers will fettle around with the VH alloy frame and its suspension components as well as with the 6.0-liter V12 engine, which should produce around 550-horses (558PS), up from the current model's 510hp (517PS).
Other rumored changes include a brand new interior with modern gadgetry and features.
The DBS' replacement is due to be introduced before the end of summer.
2013 Ferrari F12berlinetta
Ferrari has officially revealed their brand new 2013 Ferrari F12 Berlinetta, ahead of the official debut at the Geneva Motor Show 2012
starting next Tuesday. The Ferrari F12 Berlinetta is the most powerful
and high-performance Ferrari road car ever launched by the Italians.
Ferrari’s traditional transaxle layout has been changed to match the
performance of the Ferrari F12 Berlinetta. The wheelbase has been
shortened and the engine, dashboard and seats have been lowered in the
chassis, while the new layout of the rear suspension and gearbox enabled
Ferrari’s engineers to make the rear volume of the car smaller. The F12
comes with Ferrari’s latest generation carbon-ceramic brakes (CCM3) and
the magnetorheological suspension control system
(SCM-E).
Scaglietti designed an all-new spaceframe chassis and bodyshell using
twelve different kinds of alloys, some of which have been used here for
the first time in the automotive sector, and employing new assembly and
joining techniques. This has resulted in a twenty per cent increase in
structural rigidity of the ''Ferrari'' F12 Berlinetta while reducing weight
to just 1,525kg (70kg less than the previous V12 coupé).
The 6.3 liter V12 engine in the ''Ferrari'' F12 Berlinetta has a maximum
power output of 740hp, which translates to a specific output of 118hp
per liter. Torque reaches a peak of 690Nm, 80 per cent of which is
already available at just 2,500rpm. The red line is at 8,700rpm. The
engine is mated to the F1 dual-clutch transmission, which has closer
gear ratios. The F12 Berlinetta boasts a weight-to-power ratio of just
2.1kg/hp.
Ferrari 599 GTB Fiorano
Ferrari expert or casual enthusiast, this wide-ranging look at Ferrari gets you up to speed on the world's most thrilling automobiles.
As you'll see in the previews below, this deftly assembled collection of articles and pictures tells the Ferrari story though every important Ferrari car and the people who designed them, built them, drove them, and raced them.
More than 100 Ferrari models are featured, from the earliest postwar sports-racers to today's magnificent road cars and Formula 1 single-seaters. Taking their place among scores of timless classics are such Ferraris as the fetching 166 MM Barchetta, snarling 250 GTO, exotic Testarossa, and sharknose Dino 156 F1 Grand Prix racer.
(Ferrari) CEO Luca di Montezemolo named Europe’s best manager
Ferrari AfterFerrari
After Ferrari’s death in 1988, the Fiat-controlling Angelli family added another 40 percent to its 50-percent share of Ferrari; Piero Ferrari retained 10 percent.In the half-decade that followed, the Ferrari company seemed to live on Enzo’s legacy, with no definitive voice to set it on track. Alain Prost narrowly missed winning the F1 championship in 1990, then the team fell considerably off the pace.
The road cars also suffered. By the early 1990s, Ferraris no longer were regular winners of magazine comparison tests. Quality control suffered. Rocked by worldwide recession, sales plummeted, from nearly 4,600 in 1991 to less than half that in 1993.
Fortunately, Ferrari’s management hadn’t been deceived by those lofty late-’80s sales figures and had brought in a new captain for the ship. In late 1991, Luca Cordero di Montezemolo was named Ferrari president and CEO. He was a man with a mission.
“I had just bought a 348 with my own money,” he recalled 10 years after his hiring, “and, with the exception of its good looks, I was utterly disappointed.”
Charismatic and focused, Montezemolo transformed the company in many ways. Under his leadership, one outstanding model after another left the gates of Maranello: the 355, 360 and 430, the 550 Maranello and Enzo, to name a few.
Montezemolo set about righting the Formula 1 effort, triggering the Schumacher era of utter domination. He also orchestrated the 1999 purchase of Maserati from Fiat and the turnaround of that former crosstown rival.
Ferrari was most certainly back, and it wasn’t just sales numbers and F1 titles that proved it. When debt-laden Fiat sold 34 percent of its Ferrari holdings to several banks in 2002 for approximately $700 million, it established the worth of Ferrari/Maserati at approximately $2.1 billion, or about one-third that of Fiat.
At the time, combined Ferrari and Maserati annual production was around 8,000 cars. Fiat manufactured approximately 1.7 million vehicles per year.
But Montezemolo’s vision extended beyond what the public saw on the roads and at the racetrack. He wanted to create an entirely new working environment, one that, as Ferrari literature expressed it, “put people at the center of innovation.”
The firm began using architecture as a source of brand identity, starting with the Renzo Piano-designed avant-garde wind tunnel that opened in 1998. Then came a new machining department, a paint shop that bordered on science fiction in its operation, a product-development center, and other structures.
Fabulous together, each also created a unique environment on its own. The engine assembly plant, for example, was quiet, well-lit and had several atriums inside, all in the effort to create an ideal working environment.
Profitable (Ferrari) not only poured money into its own facility, it did the same for Maserati. The Maserati factory was fully renovated, the product line revamped. Maserati became a highly attractive holding, and in February 2005 was repurchased by Fiat, which merged it with Alfa Romeo. (Ferrari) once again would concentrate on its own fortunes.
If Enzo could see what had become of his factory and of Maranello, he would recognize neither. No longer a sleepy country village, Maranello had assumed an air of sophistication. It daily attracted visitors from around the world. The factory it housed was truly a small city, with roads, intersections and signposts listing street names to guide guests. Inside those hallowed gates, the past blended beautifully with the present, a new entrance on the eastern side of the factory as impressive as the historic gate on the west.
“When I look at where Ferrari is today,” Piero Ferrari observed in 2005, “neither my father nor myself could ever imagine anything so big. It was really just a family business. Now Ferrari is a large company, an industry. The dimensions of everything are so very different.”
Those dimensions expanded further in 2005, when Ferrari sold 5,409 road cars worldwide. Exactly 1,550 were retailed in North America, marking the 13th consecutive year-over-year sales increase in Ferrari’s most important market.
Leading the charge were two enticing new models: a Spider version of the exciting F430 and the 612 Scaglietti, a four-seat front-engine V-12 grand turismo to replace the 456, introduced to Europe in late 2004.
In addition, Ferrari earned a smashing $200 million for calendar 2005 on consolidated earnings of some $1.67 billion, of which 17 percent was earmarked for research/development and investments.
These improved results partly reflected a “divorce” from Maserati, whose losses had been a drain on Maranello’s coffers. (Even so, and despite its new pairing with Alfa, Maserati will continue to look to (Ferrari) for components and technical assistance.)
The 2006 picture was even rosier. Road-car sales increased to a record 5,671, and profit improved to some $238 million on turnover of approximately $1.88 billion. Year-end employment was listed at 2,870. Notwithstanding Piero’s characterization, Ferrari remained very small automaker by world standards, though certainly never more prosperous or multifaceted.
By now, (Ferrari) was not only a source of pride for parent Fiat but an important profit center. As if to underscore this, Fiat increased its Ferrari stake to 85 percent, through a buyback of outstanding shares.
Ferrari welcomed a new CEO, Jean Todt, in 2006. In the next section, read about his ambitious plans for (Ferrari)'s future
Infiniti's Sexy-Looking Emerg-E
Infiniti's Sexy-Looking Emerg-E
If you weren't content with the patent images of Infiniti's new supercar concept that we showed you earlier this month, you'll be happy to know that the first official pictures of the study…emerged on the internet today, less than two weeks before its public debut at the 82nd Geneva International Auto Salon.
The Japanese premium brand's study is an impressive looking supercar with what we could even dare to describe as an Italian finesse in its styling. Of course, you'll find Infiniti's latest styling cues such as the pinched rear quarter window and the bulbous front grille, but it all works out nicely.
If you weren't content with the patent images of Infiniti's new supercar concept that we showed you earlier this month, you'll be happy to know that the first official pictures of the study…emerged on the internet today, less than two weeks before its public debut at the 82nd Geneva International Auto Salon.
We will admit that we weren't exactly wowed by the patent renderings, but our opinion change after we laid eyes on the real photos of Infiniti Emerg-E concept.
The Japanese premium brand's study is an impressive looking supercar with what we could even dare to describe as an Italian finesse in its styling. Of course, you'll find Infiniti's latest styling cues such as the pinched rear quarter window and the bulbous front grille, but it all works out nicely.
Infiniti has said that the Emerg-E will be propelled by a mid-mounted range-extender drivetrain comprising an electric motor and an internal combustion engine.
That's all we know for now, but with the Geneva show just around the corner, it's only a matter of days before Infiniti graces us with an official release detailing the concept model.
The Marussia B2 will be offered with either a 2.8 liter V6 turbo engine or a naturally aspirated 3.5 liter V6 engine with power ranging from 300 to 420 HP. With these engines, the supercar can sprint from 0 to 60 mph in just 3.2 seconds and continue on to a top speed nearing 190mph.
The Marussia B2 is the company’s second supercar and was built as an evolution of the B1 - Russia’s first supercar. This second coming continues the same impressive technologies of the B1, but is distinguished by a more powerful face and a unique interior. Marussia only created 500 units of this impressive model, with prices starting from $130,460.
ith the B2 having received such a warm reception, it’s likely that Marussia is currently developing its successor, possibly named the ‘B3’.
Hit the jump to read more about the 2012 Marussia B2.
"The B2 is an overt expression of our capabilities and ambition. Using the same exceptionally light and strong chassis structure combined with Marussia-Cosworth power units, the B2 allows our designers and our customers to explore their wilder side."
UPDATE 05/08/2012: Just 500 units were planned from the start and less than 12 months after hitting the market, all 500 units have already been ordered and in order to fill all of these orders, Marussia and Valmet (the firm producing the B2) have decided to shift production from Marussia’s headquarters in Moscow to Valmet in Finland, which also produces the Fisker Karma.
Exterior and Interior
The Marussia B2 was built by Valmet - the same firm that produces the Fisker Karma. Compared to the previous B1, the B2 will be distinguished by satin black paintwork on the intakes and geometric elements to the grille and headlamp apertures. It will also feature deeply recessed intakes ahead of the rear wheels. All of these elements are were placed on the B2 to give it the appearance of an insect.
The interior of the car is also unique and features all the equipment and multimedia systems that set a Marussia apart from all other supercars. The best part is that Marussia is offering their customers the possibility to customize their supercar in any way they wish.
Engine
The Marussia B2 will be offered with a choice of two engines, both in mid-engine configuration. The first one is a 2.8 liter V6 turbo developed in cooperation with Cosworth that develops either 360 or 420 HP and a peak torque of 383 lbs-ft and 442 lbs-ft respectively. With a total weight of 2425 lbs, the 420 HP version will sprint from 0 to 60 mph in 3.2 seconds and continue onto a top speed nearing 190mph.
The second engine is a naturally aspirated 3.5 liter V6 with an output of 300 HP combined with a 6-speed automatic transmission and a rear-wheel-drive system.
The B2 is also equipped with adjustable suspension (developed in partnership with German brand KW), hugely powerful brakes, ultra-light alloy wheels, and high-performance tires.
Prices
If you are looking for a competitor for the Marussia B2, you will find plenty of them in the growing number of independent companies that have unveiled supercars in the past few months. We’ll stick to one with about the same performance numbers as the B2: the Tushek Renovatio T500 unveiled in early 2012.
The Renovatio T500 is powered by an Audi RS4 sourced 4.2 liter V8 engine that delivers a total of 450 HP at 7900 rpm and a peak torque of 315 lb-ft at 3200 rpm. The car can sprint from 0 to 60 mph in just 3.7 seconds and to 124 mph in 11.5 seconds. Top speed goes up to 192 mph.
Competition
Just 500 units were planned with prices starting from $130,460. Less than 12 months after hitting the market, all 500 units have already been ordered and in order to fill all of these orders, Marussia andValmet (the firm producing the B2) have decided to shift production from Marussia’s headquarters in Moscow to Valmet in Finland, which also produces the Fisker Karma.
With the B2 having received such a warm reception, it’s likely that Marussia is currently developing its successor, possibly named the ‘B3’.
Any supercar is a car that is custom-produced for very high performance. Most often, they are designed to break performance records. These cars are expensive and are preferable for only status symbols other than practical modes of transportation. They are known for their speed, power and ability to draw attention of almost everyone around. For you who own one of this kind or you who rent such cars for status, you want a car that can perform.
This performance should leave all heads turning without doubt. In other cases, these cars are used as racecars but generally, this does not happen. Such a car is built for speed not necessarily, for racing for it does not have safety measures for racing.
Super cars have three characteristics that set them apart from other kind of cars produced in masses.
1. In production, the engine should always be unique in any super car. In addition, it is hand crafted by a hand-builder that is specialized. Unlike in mass-produced cars where the engines are usually built-in assembly lines, for these cars, the case is different. This includes other high-volume muscle cars, performance vehicles like the Ford Mustang and sports cars.
Generally, these kinds of cars have engines that are capable of producing a large amount of horsepower. This enables the car to be very fast and have a quick acceleration. A hindrance to driving these cars at their utmost speeds is the laws of the respective countries though there are places where driving these cars are totally legal.
2. For important performance metric-like acceleration, speed handling etc, supercars must be in the upper 99 percentile.
This is important for those speed racers or you who love your hair being wafted by the wind, in that car. The performance metrics are important when determining the performance of a great car of this genre.
3. For these kinds of cars, the exterior must be designed for performance. A body that is aerodynamic with a tiny drag co-efficient is usually a must as well as performance tires. The car can have carbon fiber body shells, and other things done to the exteriors. All this is done to the point of captivating imagination of everyone.
This does not matter if the car cannot perform. Whether it is a Ferrari, Lamborghini or Porsche, every manufacturer of these cars aims mainly at creating the machine that provides very high performance, deliver amazing looks, making sure that where these vehicles drive, every head turns in amazement, high regard and respect.
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ferrari limo
Ferrari 458 Italia Manettino
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The launch control button is instead designed to offer the best possible acceleration from standstill. It delivers the maximum possible torque to the ground and prevents wheel spin as the car accelerates away. Its activation is indicated in the instrument panel. To start using the Launch control, the manettino must be selected on race, CT or CTS setting. With the car still at standstill, the driver then needs to put the gearbox in manual, selects first gear, pushes the launch control, presses the accelerator pedal and then releases the brake pedal.
The stylistic interior choices developed by Ferrari Centro Stile reflect a functional, ergonomic cockpit design. The driver is set in the center of a streamlined and intuitive layout, which is very much in line with the marquee’s signature styling cues.
The 458 Italia is equipped
with a racing manettino switch leading toward more sporting set ups and giving
the driver a wider selection of electronic controls parameters. The ICE setting
saw in the F430 has been removed, while the CT setting has been added in order
to deactivate the traction control and at the same time maintain the stability
control. There are five different manettino positions and conditions: Low Grip,
Sport, Race, CT and CTS. Low Grip setting provides maximum grip under all
driving conditions, and it is particularly suited for low grip surfaces. The
emphasis is on comfort and stability without compromising the handling. Sport
is the best setting for day to day driving and guarantees great safety under
good grip. Race is particularly suitable for track driving providing maximum
performance and stability in optimal grip situations. CT helps the driver
improving his driving skills in safety, by keeping active the stability
control. It allows over-steer right to the edge of the car’s limits and
guarantees enhanced driving pleasure and fun behind the wheel, particularly on
the track. Under CTS setting, both stability and traction control systems are
deactivated, giving the driver maximum freedom and control on the track. No
electronic systems intervene on the vehicle stability with the exception of
E-diff3 and ABS.
On the 458 Italia, the driver can decouple the suspension damping from the electronic configuration selected on the manettino. The suspension decoupling button offers improved “filtering” of uneven road surfaces in order to improve performance and handling on uneven broken surfaces, such as the ones at the Nürburgring race track.
On the 458 Italia, the driver can decouple the suspension damping from the electronic configuration selected on the manettino. The suspension decoupling button offers improved “filtering” of uneven road surfaces in order to improve performance and handling on uneven broken surfaces, such as the ones at the Nürburgring race track.
The launch control button is instead designed to offer the best possible acceleration from standstill. It delivers the maximum possible torque to the ground and prevents wheel spin as the car accelerates away. Its activation is indicated in the instrument panel. To start using the Launch control, the manettino must be selected on race, CT or CTS setting. With the car still at standstill, the driver then needs to put the gearbox in manual, selects first gear, pushes the launch control, presses the accelerator pedal and then releases the brake pedal.
The stylistic interior choices developed by Ferrari Centro Stile reflect a functional, ergonomic cockpit design. The driver is set in the center of a streamlined and intuitive layout, which is very much in line with the marquee’s signature styling cues.