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This is the ultimate limousine costing over £300,000. It has a V12 3 valves per cylinder 550bhp engine with two, I say TWO turbo chargers and is coupled to a 5 speed automatic and can accomplish 0-60 in 5.2 seconds and a top speed over 155mph!!! The model designations denote the respective lengths of these unique, super-luxury vehicles: 6.17 metres in the case of the Maybach 62 and 5.73 metres in the case of the Maybach 57. Trailblazing innovations so far uniquely available in Mercedes-Benz vehicles have undergone further development for the Maybach and are included in the standard equipment: the electrohydraulic braking system Sensotronic Brake Control (SBC™), the electronically controlled air suspension system AIRMATIC DC (Dual Control), LINGUATRONIC voice control, the operating and display system COMAND APS and the automatic emergency call system TELEAID. Equiptment includes DVD player, colour monitor and refrigerator compartment in the rear, back massage at the touch of a button, Reclining seats, footrest, Folding table, Rear console (centrepiece for entertainment, communication and pleasure), Partition (glass partition with electrically controlled transparency ), and has a glass sunroof at the rear which can be made transparent and "blacked out" at a touch of a button. |
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A no-compromise, high performance, two-seater sports car, the VX220 features a lightweight aluminium chassis and state-of-the-art composite bodyshell. The mid-engined, rear-wheel drive show stopper employs an all-new, all-alloy 2.2i 16v ECOTEC engine producing 147PS at 5800rpm, its advanced design contributing to a maximum speed of 135mph and 0 to 60mph acceleration in just 5.6 seconds.
Lightweight aluminium chassis
Composite body panels
Mid-engine, rear-wheel drive layout
Getrag five-speed manual gearbox
Ventilated brake discs all-round
AP Racing aluminium front calipers
Brembo aluminium rear calipers
Electronic anti-lock braking system (ABS)
Unique 17-inch five-spoke alloy wheels
Bridgestone Potenza ultra-low profile tyres
Driver's airbag
Integral steel roll-over bar
Integral side-impact protection
Lumbar adjustable driver's seat
Category 1 Thatcham approved remote-control alarm
Electronic engine deadlock immobiliser
Optional removable hard top with protective cover
Optional leather trim
Optional stereo radio/CD player |
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Blame the Americans and their love of leisure 4x4s, or SUVs (sport utility vehicles), but Porsche has chosen to create such
a vehicle to expand its product range. It's a hard idea to swallow, but Porsche claims the Cayenne retains the marque's features
- pace, handling, quality, and a design which is clear, functional and muscular - while reaching similar standards in practicality
and, surprisingly, off-road ability.
Built in a new factory in Leipzig, eastern Germany, which will also make the Carrera GT supercar, the Cayenne began its gestation
as a joint development with Volkswagen's new Touareg off-roader. They went their separate ways early on, but the underskin
structure, built by Volkswagen in Bratislava, remains common to both cars as does the six-speed transmission (Tiptronic or
manual).
Despite the Porsche badge and near-supercar performance potential, the Cayenne is a capable off-roader with lockable differentials
and a low-ratio gear set to add to its full-time four-wheel drive. It can ascend or descend hills as steep as 45 degrees,
and lean more than 35 degrees without threatening to fall over. Yet it is also intended to feel sporty and Porsche-like on
the road despite its high build, helped by height-adjustable pneumatic suspension (optional on the S, standard on the Turbo).
The front end is a topological distortion of a 911 Turbo's face, but otherwise the shape is a wide-tracked, fat-arched, low-roofed
interpretation of the usual SUV idea. The Turbo version looks the more aggressive with extra air intakes and four exhaust
pipes, the better to advertise its 4.5-litre, twin-turbo V8 engine. Its 450bhp powers the world's fastest SUV to 60mph in
5.5 seconds, and on to 165mph - an extraordinary feat for a two-ton-plus 4x4. The much cheaper S uses the same basic all-new
engine, but without turbos it makes do with 340bhp. That's still enough for a 150mph top speed.
Two versions, prices from £44,530 to £68,970. On sale March 2003.
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Modifications to the SVT Focus exterior include 17-inch, five-spoke wheels, unique front and rear fascias with honeycomb grilles,
distinctive rocker moldings, and a small spoiler on the top of the hatch.
Interior elements unique to the SVT Focus include pedals with metallic covers placed to facilitate heel-and-toe downshifting;
a black leather-wrapped steering wheel with perforations in the three- and nine-o'clock grip positions; a black leather-wrapped
parking brake lever with a satin aluminum release button; and a black leather-wrapped aluminum shift knob.
The SVT Focus powertrain starts with a 2.0-liter Zetec Ford engine. In standard Focus models it produces 130 hp at 5,300 rpm
and 135 foot-pounds of torque at 4,500 rpm. This engine's cast-iron block already has the strength, rigidity and durability
necessary for the increased power SVT engineers were developing. The SVT Focus engine has 170 horsepower and 145 foot-pounds
of torque.
Component changes in the block include new forged-steel connecting rods with 20mm wrist pins and lightweight, cast-aluminum
pistons. The new pistons increase compression from the Zetec's 9.6:1 ratio to 10.2:1 in the SVT Focus.
The aluminum cylinder head has enlarged intake ports for increased flow. The intake valves measure 33.5mm in diameter, 1.5mm
larger than those in a standard Zetec.
The intake camshaft is equipped with an electro-mechanical control mechanism, which allows the cam's maximum opening point,
relative to crankshaft degrees, to be varied between 85 and 145 degrees after top-dead-center on the intake stroke. The variability
is dependent on engine speed and load, and is accomplished by changing oil pressure on either side of a piston in a helix
between the cam and its drive pulley.
The other significant contributor to low-speed torque is the SVT Focus' dual-stage intake manifold. This device is designed
to direct the intake air through four long runners below 6,000 rpm. Above 6,000 rpm, the manifold switches position to shorten
the runners' length, which improves peak power output.
The standard six-speed manual transaxle was developed by the German manufacturer, Getragª. This unit's innovative design
incorporates
an input shaft flanked by two layshafts, and each layshaft has its own set of final drive gears. Layshaft number one carries
first, second, fifth and sixth gears, and a 2.88:1 final drive ratio, while layshaft number two carries third, fourth, reverse,
and a 4.25:1 final drive ratio. All six forward gears, plus reverse, are fully synchronized.
This design gives the SVT Focus the performance advantages of a close-ratio, six-speed gearbox in a remarkably compact and
lightweight package. Dividing the output shaft into two allows the transaxle to be much shorter than a conventional single
shaft six-speed, thus occupying the same space as the ZX3's 5-speed gearbox.
For a controlled yet compliant suspension, SVT engineers selected springs that are stiffer by 10 percent on the front and
20 percent on the rear, compared with those on the Focus ZX3. Spring rates on the SVT Focus are 129 lb./in. on the front and
157 lb./in. for the rear.
There are solid stabilizer bars front and rear, with a diameter of 21mm for both. The front bar is one millimeter larger in
diameter than the one on the Focus ZX3. The shock absorbers have been retuned for agile handling, with softened impact harshness
and improved roll damping.
The car's impressive braking capabilities are the result of increased swept area under the 17-inch wheels. The 300mm (11.8-inches
vented front rotors are 42mm (1.65 inches) larger in diameter than those on the ZX3, but use the same single-piston caliper
positioned to take advantage of the increased diameter rotor. These brakes are specially made for the SVT Focus and require
a special steering knuckle.
Story by Ford |
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