Arriner

Arriner Supercar

[20 Wallpapers & 2-Videos]

VW Concept XL1 (2011)

Future of mobility is one of the most interesting of our time. The key question: How can the energy consumption of cars will be reduced if all stops were removed to be effective? There is now an answer to this question, and Volkswagen is delivered in the form of the new Concept Volkswagen XL1. Combined consumption: 0.9 l/100 km. No other hybrid car powered by an electric motor / combustion engine the most efficient mix of fuel. The prototype made its world debut at the Salon in 2011 in Qatar Motor (26 to 29 January 2011).

Conceptually, the XL1 Volkswagen is the third step in the evolution of Volkswagen's strategy in a liter. When opened the new millennium, Prof. Dr. Ferdinand Piech, now chairman of the Supervisory Board of Volkswagen AG, made the visionary goal of marketing a production car that was practical for everyday use with a consumption of 1.0 liters fuel per 100 km. The new XL1, Volkswagen demonstrates that this goal is within reach.

New Volkswagen XL1 to achieve CO2 emission value of 24 g / km, thanks to a combination of lightweight construction (self-supporting, and add-on components made of carbon fiber), very low coefficient of drag (Cd 0186), and a plug-in hybrid system - consisting of two-cylinder TDI (35 kW / 48 hp) electric motor (20 kW/27 hp), 7-speed dualclutch (DSG) and lithium-ion battery. Results: The fuel consumption of 0.9 liters per 100 kilometers, the new Volkswagen XL1 allows only 24 g / km of CO2. Because it is designed for plug-in hybrid prototype XL1 can run up to 35 kilometers of pure electric mode, ie do not cause emissions in use. The battery can be recharged by conventional electrical outlet at home. Of course, the reform of the battery is also recruited to recover energy while slowing down, and save as much as possible to the battery for reuse. In this case, the electric motor acts as generator.

Despite the high levels of efficiency, developers were able to design a development organization that provides more daily, with side by side seats instead of the tandem arrangement is seen in the first two 1-liter Car made in 2002 and L1 presented in 2009. The new Volkswagen XL1 produces wing doors make it easier to enter and exit the car. Further progress is made by body parts carbon fiber reinforced polymer pieces (CFRP), a technique used in the automotive Formula 1. Once again, Volkswagen has managed to achieve significant reductions in production costs - an important step to return a limited production run XL1. Background: collaboration with suppliers, Volkswagen has developed and patented a new system for the production of carbon fiber in this process is known as ARTM (Advanced Resin Transfer Moulding).

Plug-in hybrid concept

With the new XL1 Volkswagen is implementing a concept plug-in hybrids are more fuel-efficient technologies in the common rail turbodiesel engine (TDI) and dual-clutch transmission (DSG). TDI produces its maximum effect at 35 kW/48 hp 0.8-liter engine only. The set is housed hybrid above the rear axle car driving. The real hybrid module with an electric motor and the clutch is placed between TDI and 7-speed DSG, this module is integrated into the DSG gearbox, instead of the usual wheel. The lithium-ion battery provides E-motor with energy. The flow of energy at high voltage and the battery or the E-motor controlled by power electronics that operate at 220 volts. Volkswagen XL1 body electrical system is supplied with the necessary 12 volts via a DC / DC converter.

E-motor Interaction and TDI: The electric motor is accelerating TDI (stimulant), but as described can also feed the XL1 concept itself for a distance of 35 km. In this mode, the TDI is decoupled from the driveline to disengage the clutch, and closes. Meanwhile, the clutch on the side of the gearbox is kept closed, so the DSG is fully committed to the electric motor. Important: The driver can choose to drive the Volkswagen XL1 in pure electric mode (if the battery is charged). Once the mode button on the electrical panel is pressed, the car is powered solely by electricity. Restarting the IDA is a very soft and comfortable: In what is known as "pulse start" while driving TDI engine, the rotor of the electric motor accelerates, and is coupled to the clutch motor. This speeds up the TDI at the required speed and starts.

The entire process takes place without any shocks, so that the driver hardly notices the TDI engine restart.

When the XL1 is braked, the electric motor acts as a generator that uses the energy of braking to recharge the battery (renewal). In certain operating conditions, the load is divided in the TDI engine and an electric motor can be moved so that the diesel has the lowest efficiency. Fishing gear is automatically transferred to 7-speed DSG is also always be chosen to minimize power consumption. The motor controller regulates the flow of all energy and disk management tasks, taking into account the power demand at any time by the pilot. Some of the parameters used to implement the state power to provide optimal conditions are: accelerator pedal position and engine load as well as energy supply and mix of commercial energy and electricity at any given time.

The two-cylinder TDI used in the mass production of technology: 0.8-liter TDI (35 kW/48 hp) came from the 1.6-liter TDI, which is to drive cars like the Golf and Passat. 0.8 TDI has the same information as the 1.6-liter TDI common-rail distance between the cylinders (88 mm) diameter cylinder (79.5 mm) and stroke (80.5 mm). In addition, the concept of a twin-cylinder Volkswagen XL1 and mass-produced four-cylinder engine uses an internal action to reduce emissions. They are particularly piston recesses multiple injections and single injection in the direction of individual projects. Excellent, good engines, common-rail operation was moved to a two-cylinder engine. In addition to the balance within the room that controls the speed of rotation of the engine, while optimizing the engine is running smooth.

Meanwhile, the aluminum of the TDI was built for rigidity and accuracy, which in turn leads to very low friction loss. With the aim of reducing emissions, recycling of exhaust gases and an oxidation catalyst and diesel particulate filter is used. Equipped in this way, the 0.8 TDI already complies with the limits of the Euro-6 emissions standard.

Designed for the efficiency of the cooling system of the car. Control only by activating the TDI engine externally cooled electric pump when the engine operating conditions so require. This includes the cooling system is automatically controlled air intake system for the front of the cooling system of the vehicle to reduce drag. This thermal management strategy will also help reduce fuel consumption. Another electric water pump, which is used only when necessary, around the bottom loop to cool the temperature of the coolant starter generator and power electronics.

CFRP body is a technical masterpiece

The development team made extraordinary progress in the design of the CFRP body - in the form of its lightweight construction and aerodynamics. A comparison with the Gulf illustrates how innovative body concept for the new XL1 is.

The drag coefficient of the Gulf of success is very good for the compact segment: CD (0312) x (2.22 m2 frontal area) is equal to a total of 0693 m2 trawl (Cd.A) offer this references benchmark car in its class aerodynamics. Meanwhile, Volkswagen XL1 overcomes this performance with a 0186 value of CD and frontal area of ​​1.50 m2. The product of these two parameters gives a total drag, or the value of 0277 m2 Cd.A which is 2.5 times less than the Golf.

Designing a new era is 3888 VW XL1 mm long, 1665 mm wide and only 1,156 mm high. These are extreme dimensions. The Polo has a similar length (3970 mm) and width (1682 m), but it is much higher (1462 mm). The height of the new XL1 is approximately the same as a Lamborghini Gallardo Spyder (1184 mm). So it is easy to see how such a wonderful Volkswagen seems on the road - long and wide as a polo, but with a lower profile than a Lamborghini.

The wing doors for the new Volkswagen XL1 is also reminiscent of a sports car luxury. They consist of two points: making the A-pillars and windshield just above the roof structure, not just appear, but slightly forward as well. The doors also extends far into the roof. Once opened, they release an abnormally high amount of input and output space.

Visually, the new XL1 also adopts a style of lines L1 introduced in 2009, but the new prototype has a more dynamic, thanks to its greater width. The design of the whole body was subjected to uncompromising laws of aerodynamics. Opposite, with VW XL1 concept of the greater width of the car, then shrinks back. Seen from above, resembles the type of XL1, a dolphin, especially at the back where the lines optimally in accordance with the airflow over the vehicle body to reduce the air resistance of Volkswagen.

In side profile, reflecting the style of roof lines that trace an arc of a pillar back to the rear. The rear wheels are fully covered to avoid air turbulence, air flows here are optimized for small spoilers front and rear wheels. Observers will look for Mirror vain; replace the wing doors are small cameras that take on the role of mirrors that transmit digital images of the environment behind the car for two screens inside the vehicle.

The front of the new Volkswagen Concept XL1 does not exhibit the typical radiator grille, but reflects the current style of 'design DNA' Volkswagen, of which most of the horizontal line. In particular, a black cross-track (an area where no grid), which combines energy-efficient dual-LED lights form a continuous band. The air intake for cooling the actual design of the TDI engine, battery and interior is in the lower front section and an electronic control of the Louvre. Sideindicators Strait is also designed for LED technology, these are the bow "L" shaped wheel vertical and the horizontal line under the headlights. This will create a front-end, which - although it has been completely renovated, and its extreme dimensions - can be immediately recognized in the design of Volkswagen's clean lines.

Suzuki Kizashi Concept Apex (2011)

American Suzuki Motor Corporation (ASMC) announced a turbocharged version of its Kizashi concept sports sedan at the 2011 New York International Auto Show (NYIAS). Suzuki Kizashi Concept The Apex turbo highlights the link between the automotive division of Suzuki motorcycles and the champion.

"Our concept is already operating with turbo Suzuki Kizashi exceptional platform that gives a big boost," said Steve Younan, director of marketing for the automotive and product planning, American Suzuki Motor Corporation. "The Suzuki Kizashi concept of Apex will continue to increase our flagship sedan in the United States among fans who want the added power and performance."

More power under the hood

Suzuki Kizashi Concept Apex features Garrett turbocharger, air-liquid intercooler, electronic control and add a special calibration of the engine control unit provides excellent driveability. The system will power peak comes Kizashi 275-300 hp with a maximum power of 8.5 performance psi.Key the Suzuki Kizashi Concept Apex is its liquid-air intercooler, charge air cooling more efficient to purchase a package smaller. Heat exchanger unit, and a relatively small circulation pump was designed to cool the vehicle is minimally invasive. Intercooler primary interest is to reduce the overall length of the duct, which leads to lag gas turbo faster and lower, with a peak increase faster than most of the air-air intercooler systems. For the engine breathing impressive advantage Apex Concept of true free-flow dual exhaust system.

Bike Race grapics


Symbols are Suzuki Kizashi concept is based on the true Apex Suzuki Superbike race and emphasizes the theme of connecting blood line of the vehicle, Suzuki GSX-R Superbike. For more expressive front, the lower end wears custom LED lights. Concept apex is shod with Yokohama tires S. 245/35-R19 units, which is an advanced nano-technology, micro-fiber cloth combines to maximize traction on wet and dry conditions. The wheels are lightweight alloys with the performance of "burnt asphalt" End to communicate with the high performance Turbo Kizashi. Make sure that all this power will be introduced at the right place, the Suzuki Kizashi Concept Suzuki Apex of the Euro-spec high-intensity discharge lamps (HID) headlights.

Race-inspired Interior

The interior of the Suzuki Kizashi Concept Apex is treated catchy black leather with touches of blue laser Alcantara sports seats and steering wheel.

Green Overdrive: The Fisker Karma [video]

In the latest episode of Green Overdrive, Katie Fehrenbacher gets the full sales pitch on but no test drive of the first delivered Fisker Karma series hybrid electric vehcile.

The BMW i3 EV Concept & i8 Hybrid Concept [video]

More promotional video of the i3 EV Concept & i8 Hybrid Concept provided by BMW.

BMW i8 Concept: First Look

BMW's first plug-in hybrid vehicle will focus not just in saving the earth, but also on satisfying its driver's need for speed. Like the Chevrolet Volt, the BMW i8 concept combines a traditional gasoline engine with an electric drivetrain. According to BMW, the i8 can be as fuel-efficient as the best hybrid cars, while still delivering sports car-like performance.

An electric motor drives the front wheels, while a traditional gasoline engine drives the rears. The i8 can thus act as a front-, rear-, or all-wheel-drive car depending on which power sources are running. An "energy tunnel" containing the battery and drivetrain electronics runs down the middle of the vehicle, connecting the two axles.

The electric motor and engine peak at a combined 349 hp and 406 lb-ft of torque. That means the 0-to-62-mph sprint requires just 4.6 seconds. Top speed is electronically restricted to 155 mph. BMW says overall economy in European testing will be 2.7 liters per 100 kilometers, or 87 mpg. In real-world driving, the company expects the i8 to return mileage of 33 to 47 mpg. As gloating company executives note, no other production car can return the same combination of performance and economy.

The front-mounted electric motor is the same unit used in the i3 electric-car concept, but it is slightly modified to offer 128 hp and 184 lb-ft of torque. Because the i8 also has a gasoline engine, the electric motor's battery pack is significantly smaller than that in the i3. The i8 has an all-electric driving range of about 20 miles and can be fully charged in just under two hours. The electric motor can also recharge the battery, acting as a "through the road" hybrid system that can bolster the engine's output.

At the rear axle, a turbocharged 1.5-liter three-cylinder engine produces 220 hp and 221 lb-ft of torque. BMW would only tell us that the engine is mated to an "automatic" transmission with "enough" speeds. It may be a traditional automatic or perhaps a dual-clutch unit. However, BMW doesn't think the transmission in the i8 is very important to discuss as the electric motor provides plenty of torque regardless of the gasoline engine's operating speed or gear.

i8 Concept. The electric motor in the i8 Concept has been adopted from the BMW i3 Concept and modified for use in the i8 Concept’s plug-in hybrid power train—i.e., for operation with a smaller battery pack and in conjunction with an internal combustion engine. It drives the front axle, while a 164 kW/220 hp turbocharged three-cylinder gasoline engine developing up to 300 N·m (221 lb-ft) of torque drives the rear axle. Together, the two drive units take the vehicle to a governed top speed of 250 km/h (155 mph).

Like the electric motor, the 1.5-liter three-cylinder gasoline engine was developed entirely in-house by the BMW Group.

A high-voltage generator attached to the internal combustion engine can generate power for recharging the batteries. This option is only used to increase the range of the vehicle while out on the road, and is not intended as a substitute for stationary recharging at an electric power socket.

Locating the electric motor at the front axle of the BMW i8 Concept optimizes braking energy recuperation, since the front axle is where greater braking forces are developed due to the dynamic wheel load shift when decelerating. Whenever there is a chance to recuperate braking energy, intelligent driving dynamics systems make the most of it, taking into account traction conditions and driving situation, without compromising stability and dynamics, BMW says. This allows very high levels of braking energy recuperation even in the wet or in snow. Depending on requirements, braking is initially provided by the recuperation function and only when more powerful braking is required is the conventional brake system engaged.

BMW i3 Concept: First Look

BMW has finally given us our first official, undisguised look at its futuristic, all-electric city car. For now the i3 is still labeled a concept, but this car is much more complete than the MegaCity concept that preceded it. The four-passenger i3 concept is perhaps the most advanced take on electric cars yet, and draws on BMW's experience with a fleet of 600 Mini E and 1000 BMW ActiveE electric cars. Unlike those cars, however, which were traditional cars converted to electric drive, the i3 was developed from the ground up to accommodate electric propulsion.

The i3 is built around a new chassis concept called LifeDrive, which divides the vehicle into sections for Life, the passenger compartment, and Drive, the powertrain and battery. For the i3, the bottom half of the car is the Drive section, and is made mostly of lightweight aluminum; the Life passenger compartment sits on top and is built from carbon-fiber reinforced plastic (CFRP). Employing these lightweight materials keeps the i3's weight down to just 2750 pounds. The Nissan Leaf, for comparison, tips the scales at 3366 pounds.

BMW says that CFRP is as strong as but 50 percent lighter than steel. The entire Life CFRP shell weighs less than 220 pounds. Better yet, it never rusts and reportedly offers better protection than steel in a crash. CFRP only forms the Life sections' shell, however, as replaceable plastic panels form the i3's true bodywork. The Life section slots on top of the Drive chassis and is attached with strong adhesives and four bolts.

The i3's electric motor was developed by BMW because the company wanted tight control over the feel and performance of its powertrains. It is said to be 40 percent smaller than the similar motor used in the Mini E. It is rated at 170 hp and 184 lb-ft of torque, and has a single-speed transmission. The motor is located directly above the rear axle, making the i3 a rear-wheel-drive vehicle and also keeping the front-rear weight balance even.

The motor is fed by a liquid-cooled lithium-ion battery pack that is mounted under the floor of the passenger compartment. This means there is no intrusion or transmission tunnel in the cabin, and also helps keep the i3's center of gravity low for better handling and stability. BMW wouldn't specify the battery's storage capacity.

Though the maximum range per charge is rated at 140 miles, BMW admits real-world i3 mileage will be between 80 and 100 miles -- approximately on par with the range offered by the Nissan Leaf. Data from the Mini E trials taught BMW that a battery range of 74 to 93 miles would satisfy 90 percent of all drivers. The i3 concept can reach 62 mph in 7.9 seconds, and its top speed is limited to 93 mph because BMW says higher velocities would drain the battery too quickly.

A full charge is said to take just six hours via a standard European outlet, while an optional fast-charger yields an 80-percent charge in just one hour. Charge times on American 120-volt outlets will likely be longer.

i3 Concept. The electric motor of the BMW i3 Concept is designed primarily for operation in an urban environment. Already tested in a pre-production version in the BMW ActiveE, the version of this permanently excited hybrid synchronous motor which will be used in the BMW i3 Concept has undergone further optimization in terms of weight and driveability.

A single-speed gearbox accelerates the BMW i3 Concept to an electronically governed 150 km/h (93 mph). The BMW i3 Concept accomplishes 0-60 km/h (37 mph) in less than four seconds and 0-100 km/h (62 mph) in under eight seconds. The motor is located directly above the drive axle, for optimal and typical BMW rear-wheel-drive handling characteristics.

With the dual accelerator/decelerator function of the accelerator pedal approximately 75% of all braking operations around town can be performed by energy recuperation which generates a braking effect, BMW says. Intensive use of this energy recuperation function of the electric motor can increase the driving range by up to 20 per cent. Only when the driver’s braking request exceeds a given level is the conventional brake system of the BMW i3 Concept engaged as well.

A coasting facility makes this single-pedal control of acceleration and braking using just the accelerator even more user-friendly. The BMW i3 Concept features a distinct “neutral” position of the accelerator pedal—i.e. rather than switching straight to recuperation when the driver eases off the pedal, the electric motor’s zero torque control keeps the drive train disconnected as long as the pedal is in this position. The vehicle now coasts without consuming power, driven by its own kinetic energy. Used as part of a proactive driving style, this coasting mode is a way to increase the driving range even further.

BMW developed the motor and power electronics for the i3 Concept entirely in-house. The space requirements of the electric motor used in the BMW i3 Concept have been reduced by 40% compared with the motor used in the MINI E. This compact drive unit is mounted over the rear axle, together with the power electronics, transmission and differential, causing no loss of interior space.

The BMW i3 Concept’s battery system has also undergone detailed optimization which reduces the extent to which external factors can influence the vehicle’s power and driving range. An integrated liquid cooling system keeps the battery at its optimal operating temperature at all times, helping to boost the performance and life expectancy of the cells. The climate/heating system cools the fluid circulating in the battery housing via a heat exchanger.

If necessary, in winter, this fluid can also be heated in order to bring the battery up to its optimal operating temperature of around 20 °C. The battery can be fully recharged in six hours at a standard power socket. If a high-speed charger is used, an 80% charge can be achieved in just one hour.

Optional range extender. The BMW i3 Concept offers an optional Range Extender, the REx, which allows the electric driving range to be increased. REx, a small gasoline engine, drives a generator which maintains the battery charge level and therefore extends the range of the electric motor. As soon as the battery charge reaches a critical level, REx supplies the necessary energy to get the driver the rest of the way to the destination.

The compact size of the electric motor used in the BMW i3 Concept means there is room left over to accommodate REx and its attached generator over the rear axle, alongside the drive components. The gasoline engine complies with the SULEV standard. To reduce fuel consumption to a minimum, REx also features such functions as Automatic Start-Stop and other intelligent operating strategies.